Shown here are various scenes from the Working Diver Symposi-um. (See p. 16.) Going clockwise from below, for the top fourphotos: ADM Kidd, Chief of NAVMAT, presents a fid from theUSS CONSTITUTION to Dr. Batch, Director, Battelle-Columbus,at the banquet; Mr. Odum (left), NCSL, with LCDR Ringelberg,0-in-C, Panama City Detachment of NEDU; Dr. Maclnnis (left),discusses his Arctic Diving paper with Mr. Koblick, Marine Re-source Development Foundation, Puerto Rico; and, left, CAPTBoyd, Director of Ocean Engineering, symposium chairman,presents a symposium momento to CAPT Mitchell, USN(Ret.),Session IV chairman.

Clockwise, from left: Mr. Ry-necki reports on salvops ofT.V. IGARA; CDR Coleman,SUPDIV, formally gets the sym-posium started; and, above, Mr.Bergman, SUPDI V Office, dis-cusses the conference withLCDR Barrett, RN ExchangeOfficer at NEDU.

FACE PLATESOUNDINGS

OPEN DIVING BELLS: A New Underwater Refuge

HIGHEST CIVILIAN SERVICE AWARD GIVEN

DIVER PROPULSION VEHICLE TESTED

SALVORS STUDY Ol L SPILL CONTROL

HONORS AND AWARDS

DO NOT FOLD, SPINDLE OR MUTILATE

LEGION OF MERIT AWARDED TO CDR SPAUR

HYDRAULIC TOOL PACKAGES ON THE WAY

CAPT BOYD DISCUSSES NEW POST

A WORKING DIVER'S WORKSHOP

OILPOLLUTIONSALVOPSMOVE INTO HIGH "GEAR"

MARK 1: PART 2

SWIMMER SUPPORT EQUIPMENT EVALUATED

"SINK-PROOFING": A Unique Use of Foam

DIVER'S GAS PURITY SYMPOSIUM-1973

THE OLD MASTER

9,29

10

11

12

14

16

18

21

24

26

28

30

EDITOR-IN-CHIEF

CDR J. J. Coleman

ASSISTANT EDITOR-IN-CHIEFLCDR Edson Whitaker

MANAGING EDITORJoanne L. Wills

GRAPHIC ARTISTSDon Jacobs

Charlene Rice

......... THE OFFICIAL MAGAZINE FOR THE DIVERS OF THE UNITED STATES NAVYFACEPLATE is published quarterly by the Supervisor of Diving to bring the latest and most informativenews available to the Navy diving community. Articles are presented as information only and should notbe construed as regulations, orders or directives. Discussions or illustrations of commercial products donot imply endorsement by the Supervisor of Diving or the U.S. Navy.

Requests for distribution or for changes in distribution should be directed to FACEPLATE, Supervisorof Diving, Naval Ship Systems Command, Washington, D.C. 20362. Telephone (Area Code 202)0X2-1400 or AUTOVON 222-1400.

Front cover shows the Mk 1DOS being lifted over theside of YDT-1 6. See p. 21.

Photo credit: Working DiverSymposium photos (insidefront cover, pps. 76-7 7),Curtis L. Scott, Battel/e-Columbus Labs.

U. S. NAVY DIVING MANUALREVISEDNaval Ship Systems Command hascompleted its revision of the March,1970, U.S. Navy Diving Manual(NAVSHIPS 0994-001-9010). TheJanuary, 1974, edition of the manualrepresents one of the most comprehen-sive issues of this publication since itsinception in 1916.

For the first time, the diving manualhas been divided into two volumes,Volume 1: Air Diving, and Volume 2:Mixed Gas Diving. This separation notonly improves clarity and simplifiesreferences, but also reflects the qualifi-,cation and training requirements ofNavy divers.

The U.S. Navy Diving Manual ofJanuary, 1974, incorporates severalmajor new areas of diving technology.The application of deep diving systemsand associated diver breathing appara-tus, saturation diving, and lightweightequipment for mixed-gas operationsare several topics discussed exten-sively. This latest edition also addres-ses the many established divingprocedures and techniques that havebeen revised, expanded, or clarifiedsince the previous issue.

The U.S. Navy Diving Manual,January, 1974, will be available inprint in June, 1974. DOD and Federalagencies may request copies from theNavy Publications and Printing ServiceManagement Office, Building 157-3,Washington Navy Yard, Washington,D.C., 20374. Nonmilitary personnelmay obtain the new edition from theSuperintendent of Documents, U.S.Government Printing Office, Wash-ington, D.C., 20402. Pricing informa-tion may be obtained from thesefacilities.

• FOUR

. . . . . . , •• . . . - • , > , , • „ . . - . . \ •< &• • •T^he actual required number of §CfU B Asupport divejfs; has come undlfejspmeques|i0rtiiEig; in vtjje' diving community.Sieeti(3tl||2f "TechirTiques," in the U.S.

MBuajists both the

^

Jilat > this list comes under and isin addition |o the Diving Supervisor,signifying ihat a: minimum of fourdivers is required. The U.S. NavyDiving Operations Handbook also liststhe optimum and minimum surfacecrew in a chart in Chapter 1, page 15.This reference has been misinterpretedwhen ; contrasted tyttb the DivingManual.

U,SL Navy policy is that any divingactivity with three qualified diverscan dive with a non-qualified diveras supervisor only when operationalrequirements dictate such action. Anydiving; activity with two qualified di-vers on board cannot conduct SCUBAdiving operations without getting addi-tional assistance from other qualifiedpersonnel;

CHANGES SOUGHT FOR NAVSHIPSDOCUMENT

The Directory of Worldwide Shore-based Hyperbaric Chambers,NAVSHIPS Document # 0994-010-4011, 1 and 1, is currently under-going revision at Battelle MemorialInstitute. Any additions and/or cor-rections should be received at Battelleby May 15,1974. Send all informationto: Mr. Cliff Marr, c/o Battelle,Columbus Laboratories, 505 KingAvenue, Columbus, Ohio 43201.

FAULTY RESERVE VALVES INOPEN-CIRCUIT SCUBA

NAVSHIPS has been informed of ahigh incidence of failure in the reservevalve of open-circuit, demand airSCUBA. Initial indications are that thedisc and retainer, the spring, or both,are at fault. Activities using this equip-ment are advised to increase the fre-quency of testing this item. To checkthe valve: bleed down the air supplywith the reserve valve on, wait 5 min-utes, then actuate the reserve. If airdoes not resume flowing from the airsupply, the reserve valve is faulty andshould be repaired/replaced as neces-sary.

At best, the reserve valve is an unreli-able device. No dive should be plannedin which this item is an essentialelement. NAVSHIPS is investigatinglong term corrective measures torectify this situation.

HeO2 DIVING CALCULATOR DIS-TRIBUTED

An HeO2 diving calculator has beenassembled and distributed by theSupervisor of Diving, USN, to all

He02 diving activities. The calculatorwas designed strictly as an aid inchecking decompression calculations,and is not a substitute for therequirements specified in the U.S.Navy Diving Manual.

A review of this calculator wasconducted by the Master Divers andDiving Supervisors at Harbor ClearanceUnit TWO, Norfolk, Virginia. Theircomments were expressed as follows:

a. It provides a good, fast checkof the calculations made by theMaster Diver/Diving Officer.

b. It should make the presenta-tion of decompression tables tonondiving commanding officerseasier and less complex.

c. Recommend that it shouldnot be used in diving schools, sothat diving students learn tomake the calculations.

d. The laminated surface of thecalculator is good and will allowit to be used on deck in allweather conditions.

e. The overall conclusion of thereview by HCU-2 is that theHeO2 Diving Calculator wouldbe a worthwhile addition to thetools available to DivingSupervisors.

The Supervisor of Diving is interestedin Fleet comments, and is requestingthat those activities receiving thediving calculator submit their reviewson the use of this item.

The HeO2 Diving Calculator wasdeveloped at the Navy Safety Center,Norfolk, by Master Diver Charles R.Flynn, who is currently aboard USSCANOPUS (AS-34).

NO RECALIBRATION NEEDED ONROYLYN GAUGES

Questions have arisen regarding the re-calibration of the Roylyn recompres-sion chamber gauges, manufactured by3D Instruments, Anaheim, California.Initial plant calibration, the accuracyof which is certified by National Bu-reau of Standards, is unaffected bywear and remains permanent. Sincethe gauge operates on a "direct drive"principle with no gears or wear points,no recalibration need be performed un-less it undergoes extreme abuse. Thesensing element, for example, may bedamaged if the gauge is subject to apressure overload beyond 150 percentof full-scale pressure. As a precaution-ary measure, a periodic accuracy checkis recommended. Should a change inaccuracy occur, the gauge should bereturned to the manufacturer for repair.

There is a zero dial adjustment (seephotos, right) on the front of boththe caisson gauge (FSN # H6685-431-4895), normally mounted inside thechamber, and on the standard gauge(FSN # H6685-009-7470), usuallymounted outside the chamber. A slighttemperature change may cause thepointer to shift a few degrees. Oncethe temperature is stabilized, though,the pointer can be brought back tozero with no effect on its accuracy.The back of the caisson gauge has twoconnections (see photos, right). Thebottom connection is left open tosense the chamber pressure. The topconnection traps a reference pressure(usually ambient sea level). This allowsthe gauge to indicate true gaugepressure and/or a simulated depthinside the recompression chamber.This port can be sealed after exposureto ambient pressure or piped to the

jchamber exterior. A nonrepresentativestrapped pressure will cause an erro-jneous gauge readout.

Mr. Alien DietrichOffice of the Supervisor of Diving

During the operational evaluation of theDivers Mask USN Mk I (see FP, Winter,1972), it was determined that divingoperations below 130 feet require anopen refuge bell for travel to the worksite. With the anticipated wide distribu-tion of the Mk I, the Supervisor of Diving(SUPDIV) is proceeding with a programto provide open bells to all fleet unitswith an assigned diving mission of greaterthan 130 feet.

The open diving bell is presently in theplanning and conceptual design stage. Inaddition to the development of acomplete drawing data package, currentplans include the fabrication and testingof four prototype diving bells. Delivery ofthese units is expected in July, 1974,with evaluations being conducted byassigned fleet units. Additional opendiving bell units will be fabricated by

tenders or Navy shore facilities, inaccordance with SUPDIV requirements.

Divers using the new bells will besurface-tended rather than tended by astandby diver in the bell. This decisionwas made by the Supervisor of Divingafter consulting with various operationalcommands familiar with the use of thesediving bells. An unusual element of theproposed design is the upper portion ofthe canopy, which is composed of a1/2-inch-thick transparent hemisphere ofacrylic plastic. This particular character-istic will allow unrestricted upwardvisibility. Other aspects of the bell willinclude quickly detachable lead ballast,two-way communication with thesurface, and an emergency and treatmentBuilt-in Breathing System (BIBS). Stor-age hooks, gas control panel, grab rail,and battery-powered light are also fea-tures of the new diving bell units.

Highest Civilian Service Award GivenIn a recent special awards ceremony, RADM Kenneth

E. Wilson, Deputy Commander of Naval Ship SystemsCommand, presented the Navy Distinguished CivilianService Award to Mr. Earl F. Lawrence. Mr. Lawrence isthe Ocean Operations Specialist at NEDU and Head ofthe Operations Division in the Office of the Supervisorof Salvage, NAVSHIPS. Mr. Lawrence received thisaward, the highest available to a civilian employee of theU. S. Navy, for his role in the SIDNEY E. SMITH salvageoperation at Port Huron, Michigan, from June 5 toOctober 31, 1972. (See FP, Winter, 1972.)

As Senior Salvage Master on the job, he developed theunique and innovative plan used to clear both the bowand stern sections of the broken ship from their criticalposition in the St. Clair River. Mr. Lawrence supervisedall river-borne elements of the operation, and personallyconducted essential survey dives in the extremely fastand hazardous river current. His inventive use and adap-tation of new diving and salvage techniques significantlycontributed to overcoming almost impossible opera-

tional obstacles. In addition, his ability to weld a com-bination of Navy, Army, contractor, laboratory, andlocal union personnel into a coordinated team of salvorswas the key to the successful and timely completion ofthis monumental salvage operation.

RADM Wilson (right) congratulates Mr. Lawrence on his award.

DIVER PROPULSIONVEHICLE TESTED

LT Thomas L. Hawkins, USNNavy Experimental Diving UnitUnderwater Construction Team (UCT) divers are generally tasked with missions and responsibilities concerning theunderwater construction and repair of various fixed facilities. An on-going primary duty is the extensive geophysicalsurvey of selected underwater construction sites, a task that would adapt readily to the use of an underwater propulsionvehicle. Underwater Construction Team ONE, of the TWENTY-FIRST Naval Construction Regiment, Davisville, RhodeIsland, recently assisted in the operational test and evaluation of a Diver Propulsion Vehicle (DPV) intended for theirown utilization. The submersible device would enhance a UCT diver's capability to execute hisassignments quickly and accurately.

A complete training, maintenance, and test program was established under the sponsorship of theNavy Experimental Diving Unit (NEDU) and conducted by submersible vehicle expert personnelfrom the Naval Inshore Warfare Command, Atlantic (NAVINSWARLANT). LT Thomas L.Hawkins, USN, NEDU, served as the Project Coordinator ana BMCM(DV) C. J. Leyden, USN,served as the NAVINSWARLANT Project Director. HTC(DV) Thomas G. Phillips, USN,NEDU, and EOCS(DV) Harry A. Warjonen, USN, were the DPV Project Officers.

The diver propulsion vehicles evaluated are commercially manufactured by FarallonIndustries of Belmont, California. Those units tested were developed for the com-mercial nonmilitary field of diving and have received widespread acceptance by bothcivilian commercial and sport divers. Since UCT military requirements are similarto commercial needs, the evaluation of a civilian propulsion unit for military applica-tion was considered to be warranted.

The Ocean Engineering Office, Chesapeake Division, Naval Facilities EngineeringCommand, had canvassed the existing market and established that the FarallonMk VI DPV generally satisfied UCT requirements. Upon requesting an evalua-tion of this model, two Mk VI Diver Propulsion Vehicles were made availablefor testing.

DPV training and test operations were initiated at the U.S. Naval Station,Roosevelt Roads, Puerto Rico, on November 12,1973. Testing in-volved a total of 40 hours of actual operating time in water depthsto 60 feet. Testing was designed to ensure the safety andacceptability of the DPV for service use by UCT divers.

Test results demonstrated that the DPV is safe and reliablefor underwater military application. Several minor modi-fications were incorporatedduring the test series, though,satisfying all requirements for service use. A finalreport and letter correspondence have been forwardedto the Chief of Naval Operations, USN, requestingservice approval of the DPV for use by UnderwaterConstruction Teams. Faceplate will provide news offurther developments in a forthcoming issue.

SALVORSSTUDYOIL SPILLCONTROLMr. James HayesOffice of the Supervisor of Salvage

The Office of the Supervisor of Salvage is continuingin its efforts to expand and improve its capabilities inoil pollution abatement.During the week of February 11,1974, salvors travelled from as far as Guam and Italy toattend the SUPSALV-sponsored Open Sea Oil Spill Con-trol Course in Emeryville, California. The school wasdirected by the SUPSALV Pollution Control OperationsBranch, with the assistance of Murphy Pacific MarineSalvage Company. A group of over 50 Navy personnelattended the conference, which was designed primarilyfor Navy Salvage Officers, District Area Coordinators,and their staffs. A wide variety of information was pre-sented on various aspects of pollution control thatproved equally beneficial to the various commands at-tending.

Representatives from numerous federal, state, andlocal agencies involved in pollution abatement were fea-tured speakers. Topics discussed dealt with techniquesfor containment and collection of pollutants from theopen sea, command and control of such operations, divi-sion of regulatory powers, and the SUPSALV worldwidePollution Response Center System presently underdevelopment.

The recent salvage/pollution operation involvingUSNS PVT JOSEPH MERRELL (see page 19) provideda timely example for several speakers, as they relatedtheir involvement in the operation to their topic. Thisincident was especially pertinent to the salvage officersattending because it emphasized the fact that oil pollu-tion abatement has become a vital consideration inpresent-day salvage operations.

Other highlights of the course included an inspectionof the SUPSALV West Coast Pollution Response Center;a presentation from the U.S. Coast Guard; and a fielddemonstration of a prototype SUPSALV oil recoverysystem, using an inflatable oil containment boom and asorbent belt skimmer.

The final day of the course included an informativelecture on SUPSALV's planned procurement of equip-ment necessary to provide the Navy with a worldwideopen sea and salvage related pollution response capabil-ity. The lecture and following discussion period pro-duced a great deal of student participation and broughtout numerous problems encountered by the fleet inmany of its remote areas of operation.

Future plans include a similar conference later thisyear on the east coast, in an attempt to enroll thosepersons unable to attend the course recently concluded.In addition, a portion of the material presented will beincorporated into the curriculum of the Salvage OfficersCourse conducted at the Naval School of Diving andSalvage. @

«*is»*M»'!«"';*''.

Navy absorbent belt skimmer and inflatable boom demonstrates"sweep" mode of operation off Tiberon, San Francisco Bay.

Mr. E. H. Simpson, Murphy Pacific, demonstrates various typesof containment boom at SUPSALV Pacific Response Center.

RADM Kenneth E. Wilson, DeputyCommander of Naval Ship SystemsCommand, recently made a specialaward presentation of the U.S. ArmyMeritorious Service Medal to CDRRobert B. Moss, USN, Deputy Super-visor of Salvage, NAVSHIPS. Theaward was given in recognition of CDRMoss' service from June, 1972, to Sep-tember, 1972, as the Navy ProjectOfficer during the SIDNEY E. SMITHemergency salvage operation in PortHuron, Michigan.

CDR Moss' efforts provided timelyassistance and leadership in the plansand actual operations of the jointFederal/civilian salvage team during aparticularly critical period in whichsound engineering judgment wasessential. Specifically, the award notesthat CDR Moss' "tact, conduct, andknowledge in assisting the DetroitDistrict Engineer, Corps of Engineers,U. S. Army, were exemplary and ledto the solution of several highly com-plex engineering problems." Through-out the operation, his "outstandingperformance of unusually demandingduties reflects utmost credit upon him-self and the United States Navy."

RADM Wilson (right) with CDR Moss.

As Assistant Supervisor of Diving,Naval Ship Systems Command, CDRWilliam I. Milwee, USN, made impor-tant and lasting contributions in im-proving diving techniques, equipment,and tools. For this service to the U. S.Navy during the period of May, 1970,to June, 1973, CDR Milwee wasawarded the Meritorious ServiceMedal.

CDR Milwee's involvement in divingtechnology was fundamental in thestrides made during his tour, providingthe necessary elements that enabledNavy divers to work safely, efficiently,and in comfort in the open sea todepths of 1000 feet. His citation statesthat, specifically, CDR Milwee "wasthe driving force in foreseeing theNavy's requirements in Surface-Supported and Deep diving. He was in-strumental in developing the closed-circuit underwater breathing apparatus(Mk 10) and the Mk 1 Deep DiveSystem." In summary, CDR Milwee'soverall service as Assistant Supervisorof Diving was "in keeping with thehighest traditions of United StatesNaval Service." CDR Milwee is pres-ently serving as Salvage Officer, onthe staff of Commander Service ForcePacific, Hawaii.

honorsandawards

LCDR James C. Bladh, USN(Ret.),was recently awarded the MeritoriousService Medal for his service as theOperations Officer in the Office of theSupervisor of Salvage, Naval ShipSystems Command. CAPT J. HuntlyBoyd, USN, Director of OceanEngineering/Supervisor of Salvage,NAVSH1PS, presented the award,specifying various accomplishmentsmade during LCDR Bladh's December,1971. through May, 1973, tour atNAVSHIPS.

LCDR Bladh's professional skills weredemonstrated on numerous occasions,including the disposal of theX-REGULUS (AF-57) at Hong Kong,British Crown Colony, where he servedas Officer-in-Charge, and in the salvageof M/V ORIENTAL WARRIOR atJacksonville, Florida, May, 1972,through September, 1972. Also citedin the award was LCDR Bladh's "in-depth knowledge of saturation divingpractices and procedures," which wasinstrumental in the successful com-pletion of a 1000-foot, cold-water testof the Mk 10 Mod 4 closed-circuitunderwater breathing apparatus at theAdmiralty Experimental Diving Unit,Alverstoke, England. (See FP, Fall,1972.) The able leadership and opera-tional skill displayed by LCDR Bladhduring this tour of duty "were inkeeping with the highest traditions ofUnited States Naval Service."

CAPT Boyd (right) with LCDR Bladh.

U.S. NAVY CERTIFICATION OF SYSTEM ADEQUACY1. NAME OF SYSTEM

4. SUPPORT SHIP

2. BUILDER

5, IDENTIFICATION NO.

.at, as of date ofid ^P9£~ materially adequate as

Or Deep Submergence Systems,

7. AUTHORITY AND BASIS FOR ISSUANCE:This certificate is issued pursuant 10 the current OPNAVIissuance, the system to which issued, has been inidescribed in the System Certification Procedures anjNAVMAT P-9290.

8. TERMS AND CONDITIONS; ^^ _Unless sooner surrendered, su s ^ |ecL^Bu<&J LoY a termination date is otherwise established by tneNaval Ship Systems C^fcmand, Wb^^k^^Jb.C-, this certification is effective until it expires (see datebelow), as longAs JJ^Mfystem Vp^Pre^nthJn' the authorized depths noted in Item 6 above, andpreventive maLpl »\ce^Lcl alterations are performed in accordance with N/AVMAT P-9290.

DATE CERTIFICATE EXPIRES

Y OF NAVSHIPSYSCOM (Signature.& Title)

NAVSHIPS LTR FILE REF.

NAVSHIPS LTR. DATE

U. S. Navy regulations stipulate that prior to utiliza-tion all Deep Submergence Systems in fleet servicemust have been submitted to the "System CertificationProcess." Deep Submergence Systems are all equipmentand noncombatant vessels that take men under water,including support equipment and certain types ofhyperbaric and ocean simulator systems.

The System Certification Process is a detailed reviewof a system's design and the relationship of the hard-ware to that design. General requirements of certifica-tion include: the compliance with Quality AssurancePrograms, which cover fabrication of essential hard-ware; the successful completion of appropriate testing;and the development of sufficient operating instruc-tions. When a Deep Submergence System has satisfiedthe System Certification Process, it is Certified byissuance of a document that states the operating range,the time period, and other determined limitations with-in which the system can be deployed.

The philosophy and procedures of this certificationprocess are explained in NAVSHIPS 0994-013-3010,System Certification for Safety of Deep SubmergenceSystem. Another publication, NAVMAT P-9290, Sys-tem Certification Procedures and Criteria Manual forDeep Submergence System is known as the "Certifica-tion Bible."

Two on-going deep submergence systems certificationefforts of particular interest to the diving community arethose of recompression chamber installations and

NOTE: VOID IF ALTERED. DEFACED OR EXPIRED

Mr. Charles DarleyOffice of the Supervisor of Diving

surface-supported diving systems. The certification ofnonportable shoreside recompression chamber installa-tions is the responsibility of Naval Facilities EngineeringCommand, while shipboard and portable shoresiderecompression chamber installations are assigned to theNaval Ship Systems Command. The certification of allsurface-supported diving systems is also a NAVSHIPSresponsibility.

Two NAVSHIPS documents, entitled Pre-SurveyOutline Booklets (PSOB's) have eliminated almost allof the guesswork as to what the "Bureau" requires.Assembling the required technical package, however, isstill difficult and will probably require a coordinatedeffort between the diving officer and the ship's engi-neer (or his equivalent in nonshipboard activities).Shipboard and portable recompression chamber instal-lations are discussed in NAVSHIPS 0994-014-0010;while the surface-supported diving systems are coveredin NAVSHIPS 0994-014-9010.

NAVSHIPS expects certification efforts to extendover a 5-year period. The required technical reviewswill take a minimum of several months, depending onthe individual ship or activity. The logical time for aship to accomplish corrective actions indicated by thereviews is during scheduled overhaul; therefore, thecorrective actions should be covered by the ship's 180-day planning letter. For the most efficient handling,the certification process should be initiated by anindividual ship between 12 and 18 months before ascheduled overhaul.

10

This scheduling causes relatively long periods duringwhich some systems will not have been covered bycertification. The certification process, however, doesinclude provisions for granting limited waivers toaccommodate planned operations prior to a system'scertification. Such waivers are granted by Naval Opera-tions (OPNAV), Code OP-23, and are requested viaNaval Material Command (NAVMAT), Code MAT-034.A copy of such waivers is sent to either NAVSHIPS(Code OOC-SC) or NAVFAC (Code FAC-04Ba), de-pending on the type of system in question.

Waivers will be granted on the basis of an accept-able risk, which is determined by the historical and

technical background information forwarded with therequest. Waivers for emergency treatments only inuncertified recompression chamber systems are notwithin the scope of the Certification Procedures aselaborated in NAVMATINST 9940.1 A and are notrequired. The Commanding Officer or Officer inCharge must exercise authority for emergency treat-ments as defined by OPNAVINST 10560.1 and shouldbe guided by the limitations of the U. S. Navy DivingManual, NAVSHIPS 0994-001-9010.

The certification process exists as a result of thefleet's concern and it is for the fleet's benefit. Hang inthere and we can make it work. H

LEGION OF MERITAWARDED TO CDR SPAUR

CDR William H. Spaur, MC, USN, Senior Medical Officerat the Navy Experimental Diving Unit (NEDU) since1970, is considered one of the Navy's foremost expertsin diving physiology and hyperbaric medicine. Hisexpertise was specifically demonstrated while serving asthe Project Director for the USN 1600-foot experi-mental chamber dive from April 17,1973, through May25, 1973. (See FP, Fall, 1973.) In recognition of thisparticular contribution to diving technology, CDR Spaurhas been awarded the Navy's Legion of Merit. RADMWalter N. Dietzen, Deep Submergence Systems ProgramCoordinator, presented CDR Spaur with this award,given for "exceptionally meritorious conduct in the per-formance of outstanding service," in a ceremony atNEDU on November 14,1973.

The 1600-foot saturation dive was the fruition of alengthy program of testing and evaluation carried outjointly by NEDU, the Naval Medical Research Institute,and the Bureau of Medicine and Surgery. Throughoutthis research effort, landmark deep diving experimentswere conducted. As a result, testing and evaluationtechniques formerly considered too difficult have beensuccessfully developed and implemented. In addition,the time spent below 1000 feet on this dive established anew world record.

As stated in the citation: "The command, research,development, and administrative efforts of CDR Spaurrepresent a unique contribution which will be ofpermanent operational value in upgrading the safety ofdiving, evaluating new equipment and techniques, andmeeting the requirements of a rapidly expanding divingprogram in the U.S. Navy." tj&

RADM Dietzen (right) presents award to CDR Spaur.

11

HYDRAULIC TOOL PACKAGESMr. John MittlemanNaval Coastal Systems Laboratory ON THE WAYWhat kind of tools are divers equipped with today?Chances are you'll find a large number of hand tools anda few pneumatic tools at most activities, but times arechanging. Comparisons between the underwater per-formance of pneumatic and hydraulic tools were startedin 1967 at the Naval Civil Engineering Laboratory, PortHueneme, California, and are now continuing at theNaval Coastal Systems Laboratory (NCSL), PanamaCity, Florida. In terms of power, versatility, and ease ofmaintenance, hydraulic tools were found to be superior.Air tools, though, continue to be more often used. Theyare easily acquired, and compressed air is readilyavailable. Soon, however, divers will have greater accessto hydraulic tools. The superior performance of thesetools on such projects as the Makai dives and the Mk XIIhardhat system technical evaluation dives broughtrecognition from the Supervisor of Salvage, Naval ShipSystems Command. NAVSHIPS has therefore initiatedplacement of hydraulic tools into the fleet, both atoperational and at training activities.

NAVSHIPS Model 1 Diesel Hydraulic Power Source.

By summer, 1974, divers in the vicinity of each of thefirst eight receiving activities will have access to thefollowing equipment:

NAVSHIPS Model 1 Diesel Hydraulic PowerSource

For use with:

Impact Wrench with 5/8-inch quickchange chuck

Impact Wrench with 3/4-inch square driveGrinder

Diver Operated Pump

For use with:Wire Rope Cutter, 1-1/8-inch capacityBarstock Cutter, 5/8-inch re-bar capacity

Pull CylinderJack

The NAVSHIPS Model 1 Power Source combines a24-horsepower diesel engine with hydraulic compo-nents, providing a convenient hydraulic power sourceof up to 15 gallons per minute (gpm) at 2000 psi. Thispower is communicated through a 3/4-inch I.D. hoseto any one of the tools in the package. Although thetool package includes only two wrenches and a grinder,other tools, including chainsaws, sump and jettingpumps, abrasive cutoff wheels, and hydraulic intensi-fiers, can be used with the power source.

The impact wrenches perform such functions as dril-ling, tapping, and nut or bolt running. They also pro-vide the diver with a measure of safety, since theimpacting mechanism eliminates torque feedback tothe diver's wrists if he jams a bit. The 5/8-inch quickchange chuck will accept a screwdriver blade; an Alienwrench; a 1/2-inch square drive; or a hex powershank capable of carrying a drill chuck that can beused for tapping. The 3/4-inch square drive is usedprimarily with sockets of up to 1-1/2 inches across theflats.

The grinder can be used with a choice of grindingwheels or wire brushes and has also been used withhull cleaning brushes. The most versatile wheel used todate has been the fiber-reinforced disc wheel with hardgrit and a soft bonding matrix. Harbor Clearance Unit

12

ONE reported the use of this tool in the removal ofweld beads from the ropeguard and retaining nut of aYTB shaft, making it easier to change a screw. InAugust, 1973, during the Mk XII Techeval phase inHawaii, USS BOLSTER (ARS-38) made use of thegrinder to free her shaft of 1-1/4-inch wire rope thathad jammed between the screw hub and shaft strut.Further investigation indicated that using the hydraulicgrinder from the start would have reduced the bottomtime for this job from 15 hours, using hand tools, to amaximum of 1-1/2 hours.

Power tools package.

The diver operated pump generates small volumes ofhigh pressure (3000-6000 psi) hydraulic oil for usewith the hydraulic cylinders of the wire rope cutter,barstock cutter, pulling cylinder, and jack. The currentcapacity of the tool package's wire rope cutter is 1-1/8inches in diameter. The grinder is used for larger sizes,such as 1-5/8 inches or 2 inches. Reinforcing rod up toa 5/8-inch-diameter, or 1/2-inch ACSR (high strength)wire rope can be handled with the barstock cutter.

The pulling cylinder and the jack are useful tools insalvage operations. Two pulling cylinders used alter-nately can drag loads of up to 5 tons across theseafloor. In addition to lifting up to 5 tons, the jackcan be fitted with accessories for spreading, clamping,or bending.

Neither of the power sources described is limited touse with tools included in the NAVSHIPS Package. Forexample, submarine hull cleaning brushes will be usedwith the NAVSHIPS Model 1 Power Source at theNew London Submarine Base. Future plans includeadding to the package such new tools as a 400-gpmsump pump useful for jetting and washing, and a hy-draulic intensifier for oil conversion. The intensifierwill change the high flow rate/low pressure oil put outby the Diesel Hydraulic Source into low flow rate/highpressure oil, replacing the diver operated pump.

The current distribution of the NAVSHIPS Tool Pack-age includes the Navy School of Diving and Salvage,Washington, D. C.; the Second Class School, SanDiego, California; the Explosive Ordnance Disposal(EOD) School, Indian Head, Maryland; and the Satura-tion School at Submarine Development Group ONE,San Diego. There are also units at Harbor ClearanceUnit ONE, Pearl Harbor, Hawaii; Harbor ClearanceUnit TWO, Norfolk, Virginia; the repair facility atSubic, Philippines; and the Submarine Training Center,Pearl Harbor. A 2- to 3-day training course was con-ducted by one of the laboratory task leaders at each ofthe receiving activities, with divers from neighboringactivities also participating in these sessions.

The role of the engineers associated with this hardwarehas changed since the first comparative studies werereported in 1967. The tools have been modified, re-tested, and put into the hands of the divers theywould eventually serve. Those tools proven sufficientlyuseful and reliable were then designated by the Super-visor of Diving for inclusion in the current tool pack-age. The distribution of the first shipment of toolpackages begins field use. NCSL engineers will continueto cooperate with the receiving activities to allow asmooth transition from experimental to operationaltools.

Diver pump and hand power tools package.

For further information, contact John Quirk or BobElliott, Department of Diving and Salvage, Code 710,Naval Coastal Systems Laboratory, Panama City,Florida 32401, Autovon, 436-4388, Commercial, (904)234-4388. ft

13

iiifi"The contributions the diving industry has made both tothe security of this nation and well being of mankind aretoo often taken for granted. The myriad of successfulsalvage operations, and the tremendous - and extremelyvital - expansion of the oil industry into the floors ofthe world's oceans are but two outstanding examples. Inthe view of many, including myself, the primary factorenabling these accomplishments has been the closeworking relationships between all divers - regardless ofnationality or means of financial support."— ADM Kidd

"While we are quick to acknowledge our accomplish-ments in diving, we fully realize that the working diverof tomorrow requires better tools, procedures, andtechniques to effectively prosecute our missions. It isour job to see that he gets them."-RADM Dietzen

16

The free interchange of knowledge among the variedphilosophies of United States and foreign navies andcommercial firms was the reason over 450 divers,scientists, and engineers gathered for the fourth bi-annual Working Diver Symposium. Presented at BattelleMemorial Institute, Columbus, Ohio, on March 5 and 6,1974, the symposium was sponsored by the U. S. NavySupervisor of Diving, USN Office of Naval Research, theMarine Technology Society (MTS), the Ocean Tech-nology Division of the American Society of MechanicalEngineers (ASME), and Battelle-Columbus.

Following the call to order by CAPT J. H. Boyd, Jr.,USN, Director of Ocean Engineering/Supervisor of Sal-vage, NAVSHIPS, RADM Walter N. Dietzen, USN, DeepSubmergence Systems Coordinator, welcomed the atten-dees on behalf of the Office of the Chief of Naval Opera-tions. RADM Dietzen first noted the significant accom-plishments in the realm of commercial diving, referringparticularly to dry welding habitats, compressor-depressor breathing systems, and diver equipmentimprovements. He then discussed the advances madewithin the Navy diving program, including present ornear-present procurements of the Mk I Diving Mask,portable recompression chamber, roving bells, and divertool packages.

The attendees then heard experts in their respectivediving fields from Canada, England, France, Japan, andthe United States discuss a wide range of topics of cur-rent interest to all working divers. Subjects includedarctic diving expeditions, offshore oil-exploration diving,underwater construction and salvaging, and specializedequipment. The speakers came from such diverseinterests as the U. S. and British navies, diving equip-ment manufacturers, diving firms, and research or-ganizations.

ADM Isaac C. Kidd, Jr., USN, Chief of Naval Material,was the keynote speaker at the symposium banquet.Speaking on the "Progress and Problems in NavyDiving," ADM Kidd discussed "where we are, where wemay be going, and .. .a few factors about the overallnaval environment — as we pause to take bearings on thislongstanding, but still challenging, profession of diving intoday's modern world." He emphasized not only theimportance of military/industrial cooperation, but alsothe mutual benefits derived from international exchangeagreements. ADM Kidd expressed the general opinion ofall who attended the symposium with his comment:"conferences such as this certainly provide a highlyessential opportunity to exchange opinions and developnew insights." H

17

OIL POLLUTION SALMOVE

Above: POL hose layout with anchor caught on hosesection no. 3. Below: Boom is moored to no.'s 2, 4, and5 nylons with running shackle and to SUAMICO'sabandoned chain with 80-foot, 3/4-inch wire pennant.

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Photos at left and below show various scenes duringoil spill control phase of MERRELL salvops.

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21

This is the second article in a series covering the eventsleading to 1000-foot certification for the Mk J DOS/YDT-J6 System, located at Harbor Clearance UnitTWO, Norfolk, Virginia. The initial article (FP, Winter,1973) discussed the System's refurbishment, dealingparticularly with the handling system for the personneltransfer capsule.

LT Robert Lusty, RNHarbor Clearance Unit TWO

For ease of management and to fit dockyard avail-ability dates, the entire uprating process and the taskof bringing the Mk 1 DDS/YDT-16 System to functionhas been divided into three phases:

1. Install and test a suitable handling system.Test dive the equipment.

2. Install a deep mooring system with ade-quate winches. Blank off the center well andinstall cool and cold rooms to house a30-day food supply for 60 men.

3. Carry out work-up dives to 1000 feet inthe open ocean.

The aims of the first phase have been achieved, but moreopen sea dives are planned before going into the yards.

. On completion of the handling system installation inSeptember, 1973, the Mk 1/YDT-16 proceeded toChesapeake Bay to test, evaluate, and train personnel inthe new handling system. Using the mock personneltransfer capsule (PTC), the split topping lift handlingsystem proved to be an outstanding success. The seven-part steel wire topping purchases afford the operatorexcellent control, in addition to providing other veryattractive characteristics. This design has made vangs,and the operators tending them, superfluous, since theentire system can be operated by one man at a three-lever control position. The steadying of the PTC as it ismoved across the deck is achieved by the tugger boomprinciple, described in the Winter, 1973, Faceplate. The"marrying" of the split topping lift and tugger booms isbelieved to be a significant advancement in this type ofoperation, enabling two operators to handle the PTC. Noparticular skills are required to operate the system; in-telligence, concentration, and practice are the keynotes.

The next step was to take the YDT-16 to sea and testthe equipment. During this period, trouble was experi-enced with the emergency life support package. Thenickel cadmium batteries had badly deteriorated andwould not hold their charge. Diving was prematurelycurtailed and the emergency life support system reportedinoperable. After continued searching, Service Squadron

EIGHT'S Supply Force located a battery containing thecells required. Diving operations then commenced onceagain, during which time the handling system worked ex-tremely well. The PTC was launched and recovered instate three seas without difficulty, with divers reportingthat no alarming gyrations were experienced during thesea/air interface. Winds of up to 50 knots were recorded,but the YDT-16 remained a stable platform throughoutthe testing. How it operates in a long swell has yet to beseen.

To complete phase one of the program, the 500-footand 1000-foot saturation dives remained to be com-pleted. Before carrying out manned dives, the entirechamber system, i.e., deck decompression chambers(DDC), entry lock (EL), and PTC, was pressurized to1000 feet. During this unmanned pressure test, diveleaks were detected at 650 feet. Pressurization continuedto 1000 feet to get a better indication of the scope ofthe leakage, which came from 13 hull penetrators andthree valves. Close inspection revealed that the "0" ringsmaking the seals for the hull penetrators had lost theirresilience and hardened. As a precautionary measure,therefore, all "O" rings in the System would have to bereplaced. This posed a special threat because there wassome question as to whether the engineering and strin-gent cleaning requirements were within the capabili-ties of the ship's force. In the past, all major workof this magnitude had been undertaken by the manu-facturer.

After determining that the ship's force was capable ofundertaking this task if certain materials were procured,a plan was formulated and presented to NAVSHIPS,Code OOC, for approval. A telephone arrangement be-tween the NAVSHIPS certification team andMk 1/YDT-16 personnel was then established to answertechnical questions or solve problems as they arose.Working a 14-hour day, a team of five Chiefs and PettyOfficers under the direction of HTCS Larry Pulliamcompleted the necessary repairs. The chambers werethen repressurized to 1000 feet for a 24-hour test, dur-ing which no leaks occurred.

The leaking penetrator problem, coming when it did,could be considered beneficial because the System isnow in a position to move ahead without the worry ofleakage. In addition, the System is being "cranked" intoSERVLANT's three yearly overhaul periods, beginningthis spring. This will allow any future major Systemmaintenance to be programmed during the overhaulperiod.

On January 7, 1974, four divers commenced a 500-foot saturation dive, surfacing 6 days later. This dive was

22

successful and gave much-needed training to the manynew faces in the team. It was also the first time thenewly acquired fireproof clothing had been used. Com-ments on this material were favorable except for thetowel, which lacked sufficient absorbing qualities. Minorstatic at very shallow depths was noted, but this hasbeen measured and is of no consequence.

Four divers began the 1000-foot dive on January 28,surfacing on February 9. The System functionedsmoothly except for a minor problem with the numbertwo medical lock, which was difficult to seal at depthsover 800 feet. This defect has now been corrected byadjusting the locking device.

The entire Mk1/YDT-16 crew is now looking for-ward to completing the overhaul period and achievingtheir aim of 1000-foot certification later this year.

Above: Mk 1 DOS divers and crew complete 1000-foot dive.Top row, left to right: BMC Petresak; LT Mewha, MC; GMG 1Vanderford; LT Lusty, RN (O-in-C, Mk 1); LCDR Whitaker(CO, HCU-2); CPO Fraser, RN; BM 1 Lewis; and HT 1 Seeley.Bottom row, left to right: LCDR Gustafson; BMC Nelson; EN 2Benoit; BMCS Aichele; EMC Bates (MDV); HTCS Pulliam; andCDR Coleman (Supervisor of Diving, NAVSHIPS).Top left: three-lever control position for handling PTC. Belowleft: view of DDC, with entry lock at top. Below: Mk 1 PTC.

23

Additional diving support services for the Op-Assist wereprovided by the Commander, Naval Inshore WarfareCommand, Pacific; the Explosive Ordnance DisposalFacility; Underwater Demolition Team TWENTY-ONE;Explosive Ordnance Disposal Group TWO; and the NavalInshore Warfare Task Unit, CARIBBEAN. Technicalsupport services for the AN/PQC4 were provided by Mr.Bobby Stokes, Mr. Darwin Wiggers, and Mr. Dave Smithof Applied Research Laboratory, Austin, Texas. UHFRadio technical support was provided by Mr. LeoFeldicke of the Naval Avionics Facility, Indianapolis,Indiana. Operational coordination for X/S 33 was pro-vided by the COMOPTEVFOR.

Testing was conducted primarily to determine whetherthe developmental progress of the equipments was inaccordance with the actual specifics of the originallyestablished requirements set forth in the developmentplan. The Op-Assist also provided an opportunity toassemble each of the auxiliary equipments at one loca-tion for joint evaluation as a complete diver transportedsystem/package.

Radio intelligibility tests were conducted in each of thevoice communication modes at various ranges anddepths. The Modified Rhyme Test (MRT) was selectedand utilized during all of the communications tests sinceit was very easy to administer and score. The MRT wasdeveloped specifically for use in determining the intelli-gibility performance level of speech communicationssystems.

Test and training operations were formally initiated onOctober 22, 1973. The Mk 10 Underwater BreathingApparatus was utilized as the test life-support SCUBAbut was not exposed to formalized Op-Assist testing. Alltests were conducted in the open ocean at a pre-established test range and/or in conjunction with the MkVII Mod 2 Swimmer Delivery Vehicle (SDV). The testrange was composed of semipermanent marker buoys,which were emplanted at various distances between 0and 2000 yards to ensure evaluation continuity. Averagewater depth throughout the test range was 40 feet.

Most of the items being evaluated were developed inresponse to the specific operating requirements of theUDT/Seal Teams; however, each of the individual equip-ments offers possible application by EOD and other Na-vy divers. Overall results of the testing conducted underX/S 33 are now being evaluated and will be released in aforthcoming project report. ®

CDR Colin Jones. USN, test dives theMk 10 Mod 5 SLSS during Op-Assist.

MM1 Charles Wetzel, USN, with UHFRadio in land use configuration.

Underwater Decompression Computer wristdisplay (left) and Mk 10 UBA wrist display.

"SINK-PROOFING"'a unique use

of foamThe use of foam in salvage operations is a technique

usually employed to dewater a flooded compartment inorder to float a sunken or partially sunken vessel. Aunique situation for installing foam arose in early 1973.The Supervisor of Salvage (SUPSALV) was tasked by theNaval Ship Systems Command Code 427 to provide thetechnical expertise and equipment necessary to implantapproximately 161,000 cubic feet of polyurethane foamin an undamaged ex-U.S. Navy LST (Landing Ship,Tank). Designated MSS-2, the LST was used in ProjectEnd Sweep, a program created to demonstrate that theHaiphong Channel was free of mines. The unusual aspectof this operation was that SUPSALV is usually taskedwith rectifying situations that have already happened,rather than preventing an incident from occurring.

As the primary ship maintenance division, NAV-SHIPS Code 427 was assigned the job of "sink-proofing"a ship for this project. The general requirements forproper configuration of the LST called for the fol-lowing: sufficient residual buoyancy by filling desig-nated compartments with polyurethane foam; safety ofpersonnel; and fire protection of unmanned mainmachinery spaces by installing CO2 fixed fire extin-gushing systems, remotely activated from the bridge.The ability to actuate the anchors from the bridge; con-trol the main propulsion engines from the bridge, al-

ready a capability of the LST class ship; and provide ameans of towing the test hull by helicopter in an emer-gency, were also specifications of the modification plan.

Several characteristics of the LST 1156 class shipdetermined it to be the most suitable for use as a testhull for Project End Sweep. This ship, as previouslystated, has the capability for controlling engines fromthe bridge, precluding the necessity of further modifica-tions in this area. It also has a sufficient displacement toprovide the magnetic signature required for the project,and includes the capability for shallow draft at the re-quired displacement. In addition, ships of this class wereavailable in the Project area, and modifications could bemade in the required time frame.

One of the more crucial aspects of this project wasthe proper installation of the foam, not only to achieveresidual buoyancy but also to provide sufficient shockmitigation. Mr. Jerry Totten, from the Office of theSupervisor of Salvage, served as Project Engineer andon-scene representative during the foaming procedures.Murphy Pacific Marine Salvage Company was calledupon to handle the operation, using foaming techniquessimilar to those in the SIDNEY E. SMITH salvops. (SeeFP, Winter, 1973.) The foaming was accomplished at theShip Repair Facility, Yokosuka, Japan, using local labor.

26

All spaces below a waterline of 21-1/2 feet aft and 5feet forward were considered for foam installation, withthe exclusion of those compartments required for shipoperation. The general procedure followed in each foreand aft section was to insert foam in the lower compart-ments first, then work upward to the second deck. Threeindependent foam dispensing heads, each with 275 feetof hose, provided a versatile application. All three unitscould be used in the same compartment or indepen-dently of each other. The ratios were controlled fromthe central control panel on deck, allowing constantquality control regardless of applicator location. Eachunit was capable of applying 3000 pounds of foam perhour.

Eleven days had been allotted for this phase. Workingaround the clock, however, it was completed well aheadof schedule in 5 days. The MSS-2 was then maneuveredthrough the channel to successfully demonstrate that thearea was clear of any underwater explosives.

The outstanding performance of NAVSHIPS supportpersonnel in a "most important and time-critical opera-tion" was praised in a recent commendation from ADMI. C. Kidd, Chief of Naval Material, USN. Faceplate joinswith ADM Kidd in expressing "a highly deserved WellDone to the personnel involved." &

Above: Both photos show different views of foam implantment.Below: Central control panel for foam applicators.

27

While the purity of the air we breathe was taken for granted by many people until therecent environmental crisis, it has never been taken for granted by divers. The 1973Divers' Gas Purity Symposium provided a forum for over 100 representatives of Navy,industrial, and medical organizations to discuss advances made in solving the problems ofdivers' breathing gas contamination. Held at Battelle Memorial Institute, ColumbusLaboratories, Columbus, Ohio, on November 27 and 28, 1973, this conference was asfruitful as the first symposium on breathing gas purity held in 1970.

The importance of successful exploration diving to the maintenance of a livable worldenvironment was a basic theme in the introductory speeches. Mr. Carl Lyons of Battelle,Columbus Labs, opened the symposium by claiming that maintaining life as we know itmay be dependent upon the exploration and development of the underwater frontier.CDR J. J. Coleman, Supervisor of Diving, USN, then emphasized that the free exchangingof ideas afforded by the symposium is an important means by which vital contributionscan be made in the diving field. CAPT George F. Bond, MC, USN, of the Naval CoastalSystems Laboratory, Panama City, Florida, concluded the introductory speeches byexplaining that it is through the combined efforts of physiologists, engineers, andequipment suppliers that advances in diving technology are achieved.

Experts in the fields of medicine, science, engineering, and diving technology discussedthe results of their recent experimentation and analysis in the various areas of gas purity.The 19 papers presented were compiled into preprinted proceedings to acquaintparticipants with each author's subject before the symposium. The sessions went asfollows:

SESSION 1

"Tolerance and Adaptation to Acute andChronic Hypercapnia in Man"

"Low Temperature Performance of COScrubber Systems"

"Sampling and Analysis Methods to TestBreathable Air"

"Reducing Errors in Gas Mixing and Sampling"

"OSHA Breathing Gas Purity Standards"

"Cleaning of Breathing Gas Systems"

SESSION 2

"Production of Diving Gases"

"Human Toxicologic Limits in HyperbaricEnvironments"

"Freon Contamination at 400 Feet During aSaturation Dive"

"On-Site Testing of Divers' Compressed Air"

"Complete Analysis of Naval Hyperbaric DivingGases"

SESSION 3

"Experimental Investigation of RecompressionChamber Ventilation Analysis"

"A Flueric Gas Concentration Sensor for DiverBreathing Gases"

"Recovery and Reuse of Diving Gas"

"Breathing Air Oil Mist Monitor"

"The Quality of Breathable Air Utilized byCanadian Forces Scuba Clubs"

"Divers Air Filter Testing"

"Air Sampling of Scuba Charging Lines"

Copies of the 1973 Divers' Gas Purity Symposium Proceedings may be obtained fromthe Defense Documentation Center, Cameron Station, Alexandria, Virginia 22314. Theaccession number is AD769118 and the price is $7.25 per copy.

28

"For having displayed exceptionalcompetence and devotion to dutyfrom June 5, 1972, to October 12,1972," Mr. Jerry D. Totten was pre-sented the civilian Superior Achieve-ment Award. Assigned to the Opera-tions Division of the Office of theSupervisor of Salvage, Mr. Totten dem-onstrated a high level of technical skillas the on-scene Salvage Engineerduring the SIDNEY E. SMITH salvageoperation in Port Huron, Michigan.

In addition to other duties, Mr. Tottenwas instrumental in designing andsupervising the fabrication of non-structural hatch covers installed overthe cargo hatches and various plugsand patches installed over other open-ings to the river. Mr. Totten's effortsin salvaging the SMITH warrant specialrecognition as having "significantlycontributed to the success of this mostdifficult operation."

In a special award ceremony on Feb-ruary 28, 1974, CAPT J. H. Boyd,Director of Ocean Engineering/Supervisor of Salvage, presented theNavy Commendation Medal to LCDRJoseph L. Bradshaw, USN. LCDRBradshaw received this award for his"meritorious service" as the Supervisorof Salvage West Coast Representativefrom June, 1972, to February, 1974.

During this tour LCDR Bradshaw dem-onstrated an outstanding ability tomanage an independent office, resolv-ing a wide variety of administrativeand operational problems involvingcontractor-operated ships and craft.His outstanding skill in working har-moniously with U. S. and foreign navalpersonnel, in addition to his extensiveknowledge of all aspects of salvage andtow ships and craft, significantly con-tributed to the provision of expandedsalvage and tow services to U. S. publicand private vessels operating in theWestern and Southern Pacific Oceanareas, the South China Sea, and theIndian Ocean. As stated in the cita-tion, "The exceptional leadership dis-played by LCDR Bradshaw and hisuntiring efforts to carry out hisdemanding duties with good judgmentand total devotion to duty, were inkeeping with the highest traditions ofthe United States Naval Service."

honorsandawards

LT Craig T. Mullen, USNR, has beenawarded the Navy CommendationMedal for services rendered as Assis-tant Officer-in-Charge during theSIDNEY E. SMITH salvage operationsat Port Huron, Michigan, from June 5,1972, to November 15,1972.

LT Mullen's supervisory skills as wellas his own personal diving efforts wereprimary factors in the success of theoperation. In addition to these contri-butions, he directed the first under-water filming of urethane foamimplantment in a sunken ship, signif-icantly enhancing Foam-in-SalvageTraining. "LT Mullen's exceptionalleadership, professional knowledge,and management ability, combinedwith his good judgment and completedevotion to duty, were in keeping withthe highest traditions of the UnitedStates Naval Service."

29

Diver in surface-supplied deep sea air rig spent 17minutes bottom time at a 92-foot depth. This was not adecompression dive and he was brought back to thesurface at 60 feet per minute (fpm). He lost control ofhis air control valve and "blew up" to the surface from50 feet in approximately 10 seconds. Since he had lostapproximately 40 seconds of decompression byexceeding the maximum ascent rate of 60 fpm, he wasplaced in the recompression chamber and treated onTreatment Table 1A, in accordance with proceduresestablished in the Diving Manual. At no time did heexhibit any symptoms of decompression sickness.

Now this is a case of doing it right! They followedthe Navy Diving Manual to the letter and gotsuccessful results without needless injury. Let mecaution you, though, because this was ano-decompression dive and little ascent time wasmissed. On deeper and/or longer dives this is a veryserious accident. Be conscious of the possibility ofblow up and be prepared to react properly.

Diver in a surface-supplied Kirby Morgan KMB-8 bandmask made a moderate to heavy work dive. The depth ofthe dive was 191 feet, with a bottom time of 17minutes. (Appropriate depth/time waivers were obtainedfrom higher authority.) The water temperature was 51and a 1/4-inch-thick wet suit was the diver's onlythermal protection. He was decompressed on a 200/20Exceptional Exposure Air Table, which provided 40minutes' decompression time. Seven hours aftersurfacing, the diver noted a discomfort in the rightshoulder. Thirty minutes later the pain was of a sharpnature and much more severe. He reported thesymptoms, was recompressed for treatment, obtainedrelief at 45 feet, and completed a Treatment Table 5with complete relief.

This case of the bends was probably caused byselecting the wrong decompression schedule. Youhave to consider here the special factors of a heavywork rate combined with cold water and minimalthermal protection for the diver. Reduction inbody temperature causes a reduction in bloodflow, which restricts the blood from carrying theinert gas to the lungs during decompression. Hereis another situation where following the GoodBook would have avoided needless injury. Table1-9, page 111, in the Diving Manual states that ifthe dive is particularly cold or arduous, the nextdeeper and longer schedule should be used. In thiscase this would have meant a 210/25 instead of a200/20 schedule, providing 57 minutes ofdecompression instead of the 40 minutes taken.The extra time required is a small price to pay forthe increase in safety and decrease in personaldiscomfort. In addition, with hindsight one cancriticize the decision to use a KMB mask instead ofthe standard deep sea rig in a dive of this type.

31

DEPARTMENT OF THE NAVYNAVAL SHIP SYSTEMS COMMAND

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