Describes early submarine periscopes. Target Bearing Transmitter, Mark 8 , O. Target Bearing Transmitter, Mark 9 , O. Telescopes Mark 90 Mods. Describes the waterproof binoculars used on the TBTs and five inch 25 cal guns. Submarine Sanctuaries Bombing And Attack Restrictions , shows how submarines and allied aircraft were supposed to be deconflicted.
Unfortunately we also know that there were numerous friendly fire incidents during WW II. Also see Drawing showing use of the Submarine Rescue Chamber. Destroyer Steam Propulsion Manual , This describes the operation of one of the most common manual gun mounts of WW II. Describes the destroyer, deck mounted torpedo tube of WW II. Submarine Recognition Manual , ca.
Principles of Guided Missiles and Nuclear Weapons , This was created to introduce ROTC officers to these weapons and their effects. Navy WW II equipment. Explosive Ordnance , Ordnance Pamphlet , , describes and illustrates United States Navy projectiles, Army and Navy rockets, pyrotechnics, grenades, land mines, bombs, and guided missiles.
Navy Projectiles and Fuzes , , is a catalog of U. British Bombs and Fuzes , , is a catalog of British, bombs, fuzes, rockets, demolition charges, etc. Mine Identification Manual , O.
Operational Characteristics of U. Mine Disposal Handbook , , was created by the U. It covers all forms of underwater ordnance, not just mines. Surface Pyrotechnics and Projectors , Ordnance Pamphlet , , describes modified fireworks used by surface ships, submarines and merchant ships. These are used for used for signaling, marking, or illuminating objects.
Navy catalog of missile launchers, rocket launchers, depth charge projectors, and related equipment. Index of Ordnance Publications, OP 0. This is the place to find out what manuals you are missing. Navy , Some of these classic British instruments were kept in use over 50 years. The Gunnery Pocket Book, B. Examples included are taken from the six-inch cruiser of the Mauritius class, a Dido class cruiser, and a typical destroyer.
Twin mm Antiaircraft Assemblies , OP , , is a Navy service manual for the twin mount version of the classic WW II anti-aircraft gun on the tripod style mount. The maintenance manual for the dual Bofors 40mm gun. This was the most widely used anti-aircraft gun of WW II.
Navy fire control systems. These components are the building blocks of some of the most successful analog mechanical computers ever built. Basic Fire Control Mechanisms Maintenance , OP a, , has maintenance procedures for the mechanical computing elements used in U.
Standard Fire Control Symbols , OP , , and established a set of standard fire control symbols to be used in various U. Computer Mark 1 and Mods. Maintenance Volume 1 , Ordnance Pamphlet A, , is the first half of the maintenance manual for the Mark 1 computer. Stable Element Mark 6 Ordnance Pamphlet , , describes the stable element that determines the pitch and roll of the ship and supplies this to the fire control computer.
Rangefinders Marks 58; 58, Mod. I; 65; and 65, Mod. How does a group of men with an average age of 25 operate a nuclear power plant in the ocean's harshest environments while conducting complex clandestine operations aboard a ton warship with nearly flawless results? The answer lies in the community's culture which epitomizes the tireless pursuit of Operational Excellence. Let Matt and Bob give you a tour of the Navy's Silent Warriors' commitment to this journey that began nearly seven decades ago.
How to engage employees through procedural compliance and standards. How to foster an environment that fully leverages the talent of each individual.
How to strengthen an organization by thoroughly evaluating mistakes. How to lead an organization to Operational Excellence from any starting point. Author : Norman Polmar,Kenneth J. Moore Publisher : Potomac Books, Inc. Submarines had a vital, if often unheralded, role in the superpower navies during the Cold War. Their crews carried out intelligence-collection operations, sought out and stood ready to destroy opposing submarines, and, from the early s, threatened missile attacks on their adversary's homeland, providing in many respects the most survivable nuclear deterrent of the Cold War.
Although enjoying a similar technology base, by the s the superpowers had created submarine fleets of radically different designs and capabilities. Written in collaboration with the former Soviet submarine design bureaus, Norman Polmar and K. Moore authoritatively demonstrate in this landmark study how differing submarine missions, antisubmarine priorities, levels of technical competence, and approaches to submarine design organizations and management caused the divergence.
Books Us Nuclear Submarines. Sustaining U. Power Shift Dan Gillcrist. Nuclear Submarines Arnold Meisman. Nuclear Submarine Design Capabilities Anonim. Submarine Tom Clancy,John Gresham. Subcommittee on Seapower and Strategic and Critical Materials. Russian Nuclear Submarines United States. One consequence was the demise of the Lake company. Thus the classes had several boats built to each company's design.
The Lake boats were deemed less useful than the EB designs and Lake's company had a history of being underfunded and poorly managed.
The Lake Torpedo Boat Company came up short in the evaluation and the Navy was forced to make the difficult choice between continuing to contract Lake or building up its own production potential to rival EB's. It chose the latter.
The lack of postwar. The Holland's train 1 was simple but included all the elements needed for a successful submarine. That being some type of engine driving the screw propeller and a dynamo. The dynamo was used to charge the battery that supplied energy for submerged running.
The K-Class 2 used heavy oil diesel engine rather than gasoline which was much safer. The shaft got longer and had auxiliary equipment either directly on the shaft or belt or chain driven from the shaft.
The S-Class shaft 3 was so long that it ran into a serious torsional vibration problem that led to cracked and broken crank shafts and other issues. The answer to this long shaft issue was to decouple the diesel engine completely from driving the main shaft. The propeller was driven by electric motors which didn't have the vibration issue, as seen, for example, in the propulsion train of the later Gato Class submarines 4.
It appears that some of the wiring is not yet properly installed or some test is being conducted. The levers to the right operate Kingston valves which allow water into the ballast tanks.
The helm wheel is to the left and above it is the access hatch to the conning tower. The EB-designed boat is inboard. Above the fairwater is the 'chariot' bridge. On the after deck the engine room hatch is open.
The men in the punt aft are most likely painting the boat, a task performed by the author in similar conditions at the same pier on a submarine some 45 years later. Next outboard is a Lake boat. The superstructure indicates it is likely to be the G US Navy submarine contracts hastened the demise of the Lake Torpedo Boat Company and in it closed its doors for good. EB weathered the lack of submarine contracts and the Great Depression by building other ships and even submarines for Peru modified R-Class boats.
Its diversity and capabilities allowed it to successfully bid for contracts starting again in with what would be the USS Dolphin V-9 and it subsequently became a major force in submarine building in the US, a role it maintains to this day. In the years between the world wars submarine technology bridged the gap from a weapons system for harbor and coastal defense to one that could range over all the world's oceans and threaten enemy convoys and fleets wherever found.
The US Navy wrote detailed design specifications for its new submarines. These boats had four diesel engines to provide the required horsepower to drive the ft-long hull at the designed 20 knots. Two engines each were connected in tandem on each shaft. This proved too complex to be reliable. Another attempt at the large submarine design was the first three boats of what was loosely termed the V-Class. Designed in , these boats split the diesel plant so that two engines drove electric generators and were situated forward of the control room.
Two other engines were situated aft in the standard direct-drive configuration, one to each shaft. These boats had grown to over 2, tons and ft in length. They proved to be unhandy in diving and maneuvering. Even in later life, converted to cargo carriers, the three were generally considered unsuccessful. Throughout the s the submarine design community, which consisted of constructors, submarine commanders and engineers, worked to develop, build and test new designs in an atmosphere of disarmament.
This work resulted in several designs which, when built, were to become the remainder of the V-Class. The Argonaut, or V-4, was built as a minelayer capable of carrying 60 Mk XI mines and laying these through two 40in-diameter tubes in the stern. Two large cruiser submarines, the Nautilus and the Narwhal, were designated the v-s and the V These were very similar to the Argonaut 22 but without the minelaying tubes.
The boats were plagued by early engine reliability problems and underwent engine replacements early in World War I. The Dolphin, or V-7, was to be a bit smaller and less expensive than the six large boats that preceded it. It had a rearranged tankage and hull framing, and its internal layout was the forerunner of the standard model of fleet submarine.
The last two of the V-Class, the Cachalot and the Cuttlefish, started the trend towards welding. EB, which built the Cuttlefish, used extensive welding throughout the period, while Portsmouth Navy Yard retained riveting as the structural fastening method for the Cachalot. The design trend, although slowed during the depression years, culminated in the design and construction of the famed Gato and Balao Classes which wreaked havoc in the Pacific during World War II. The bow cap is clearly shown.
It looks somewhat like the beak on a cuttlefish. Atop the superstructure is the helm wheel, a platform with railing that would be the forerunner of the bridge on later submarines. Initially, private companies took the general specifications issued by the Navy and applied these to their own "in house" design processes. The four apertures are the supports for the muzzle end of the torpedo tubes. The center aperture is for the shaft that connects to the bow cap. A torpedo is lying on its skid in the lower right.
The handwheel above and between the tube breech doors is operated to rotate the bow cap and close the muzzles. Below it is a smaller wheel with four circles which indicate the position of the cap. The slanted object in the center of the photo is the ladder that connects to the topside hatch. How the specifications were met was entirely the decision of the private company's designers.
The design or designs generated were then presented to the Navy and contracts for the construction of vessels written. This process was used not only for submarines but for surface vessels as well.
As mentioned earlier, two companies were equipped to vie for the government contracts to build submarines. The other submarine builder was the Lake Torpedo Boat Company. Started and run by Simon Lake, its thrust was to build military submarines and commercial marine salvage devices. Basic form The two major builders constructed submarines with two different and wholly distinct design elements that were based on their patent holdings and differing thoughts on submarine operation.
Such boats are easily identified by their general characteristics. The "Holland" hull was a "body of revolution" with each hull station being a circle with their centers in a straight line. Starting at the bow, the design used a rotating bow cap to close the muzzles of the torpedo tubes. With two tubes this meant that both were either closed or both were open and flooded for firing.
Therefore, one tube could not be reloaded while the other was ready for firing. With four tubes, the cap concept meant that two tubes could be open to sea for firing at a time while the other two tubes' muzzles were closed.
This limitation was overcome with the L-Class which used muzzle doors and shutters. The superstructure was narrow and free-flooding. The conning tower was a vertical cylinder which was faired for a bit less drag and in later boats was topped by a "chariot" bridge. The aft portion of the superstructure formed a skeg which helped support the upper section of the rudder. The rudder and stern planes were in a cruciform arrangement about the ship's longitudinal centerline.
Propulsion shafting was placed along the centerline until the C-Class. It was parallel to the centerline on each side thereafter.
The hull design with direct drive from the engines required a slight upward angle on the main shafts as the boats got larger and longer. The submarine submerged by taking water into the ballast tanks through a keel duct until they were full. Fine-tuning of the buoyancy was performed by use of a "compensating tank. This constant change of angle and depth was termed "porpoising" and was an adequate method of control given the slow speed of the boat.
The EB designs didn't change in basic form from the A-Class of to the S-Class of , which formed the entire run of EB designs, except for increasing length, beam, displacement and internal structures such as bulkheads. Simon Lake, of the Lake Torpedo Boat Company, designed his submarines to submerge and operate submerged on an even keel. The hull design involved a circular pressure hull with the centers of each circle on a gentle U-shaped curve upward at the ends.
The rudder and stern planes were mounted in structures below the stern in a manner resembling a surface-ship design. Hydroplanes were mounted along the beam to control depth. Depth changes were to be on an even keel using the planes to drive the boat up and down without angle change. Where the EB designs had a free-flooding --, The stern of N-. The man in the foreground is standing just inboard the port propulsion shaft.
The propeller is not yet installed. His arm is resting on the upper rudder support. Along his left knee is the reach rod lever for the stern planes which are just below his feet. There were valves which opened to allow the superstructure to flood on diving.
Submerged, the Lake boats did not change depth by taking an up or down angle but 'planed' up and down on an even keel using hydroplanes along the hull. US Navy 25 The launch of Workmen are knocking out the wedges holding the boat in place. At the right is the starboard bow plane and fender rail.
Just above the forward end of the anti-rolling keel is the Fessenden oscillator. This electromagnetic sound projector superseded the signaling bell and was the forerunner of the active sonar transmitter. US Navy 26 su perstructu re casing the Lake design had a superstructure that was partially watertight and acted as a buoyancy element for surface operation aiding sea keeping.
In keeping with Lake's concepts of strategic and tactical submarine use, his first design accepted by the Navy the USS G-l had wheels near the keel and a diver lockout chamber. He felt the submarine was not only a torpedo-firing platform but could also be used to cut communication cables, clear minefields, lay mines and perform other useful underwater work. The boats had several internal watertight bulkheads which were curved, making them difficul t to fa brica teo These and other innovations such as trainable superstructure-mounted torpedo tubes made his boats more complex and less suited to mass production.
Engines Submarines have relied on engines fueled by petroleum products - gasoline, paraffin, and both light and heavy oils - to provide energy for propulsion on the surface and while submerged if using a snorkel. Gasoline engines were used early in submarine development because they were the only engines available that were light enough, and small enough to fit in existing hulls.
Unlike the gasoline engines in automobiles and trucks today, these were bulky units with bolt-up and threaded connections and fittings that would loosen and leak. The shift to diesel engines was not without controversy. Gasoline engines, although dangerous, were more reliable than the early diesel ones available. EB wanted to install diesel engines built by its new partner Vickers.
However, the Navy Bureau of Engineering wanted to stay with gasoline engines. In the end, EB's proposal for two boats with diesel engines, the E-C1ass which was essentially a D-Class with diesel engines , and the remainder of the D-Class with gasoline ones, won the day.
The two E-Class boats would prove reliable and safe enough to turn the corner from gasoline-powered submarines to diesel-powered submarines. Engine design and construction was fraught with difficulties. Material strength and torsional vibration were serious stumbling blocks.
Even though theoretical solutions to these issues had been proposed and some practical The control room of the ill-fated On the left are the hand operators for the bow and stern planes. On the right is the open-front electrical switch boa rd with the protective railings. Just forward of the switchboard is the Sperry gyrocompass. Although the wreck was in only 1aaft of water. This disaster and the loss of the rammed by a merchant ship in led directly to the adoption of escape facilities in submarines and methods of fixing the position of a sunken submarine.
US Navy knowledge had been gained with steam engines, the higher speeds, higher cylinder pressures, temperatures, and the effect of multiple cylinders in gasoline and diesel engines meant that design practice could not rise to the challenge for some time.
The main problem can be viewed as three interconnecting issues. First, the temperatures and pressures necessary to make Dr Rudolf Diesel's concept a reality tested material strength and property design. Cylinders overheated and cracked. Intake and exhaust valves burned out and broke, frequently falling into the cylinder and wrecking it and the piston.
Then the force developed by the expanding gas in the cylinder bent connecting rods. The repetitive impact force of the piston, transmitted to the crankshaft, tended to distort a lightly built support structure. This distortion was more pronounced in a submarine hull than on a factory test stand because of the relatively lighter hull structure.
US Navy 27 The engine room of an N-Class boat looking forward, Main motors are in the foreground right and left with the engines ahead of them, The levers on quadrants just aft the engines are part of the engine controls, The door in the middle leads to the battery compartment, US Navy m problem of torsional vibration, seen in the entire drive train, from the engine's crankshaft to the propeller.
The crankshaft was connected by a short shaft to a manual clutch. From the clutch a shaft ran through the armature of a DC dynamo to another clutch.
From this second clutch the shaft ran further aft through a thrust bearing and the pressure hull packing shaft seal to the propeller. As the boats got larger, this shaft arrangement got longer and torsional vibration problems became more prevalent.
A large part of the problem was that the engines operated at speeds at, or very near, the resonant frequency of the propulsion train or one of its harmonics. At the resonant freq uency, the forcing motion would enhance the vibration amplitude. The variations in the force ca used by the piston motion due to cylinder firing results in a torsional twisting vibration in the propulsion train which caused the crankshaft or propulsion shaft to crack, and in some cases break.
However, in the US Navy after several collisions and near-disasters because of lack of maneuverability required that the submarine builders use reversible engines. Before this change the submarine had to make a time-consuming propulsion train configuration change to go from ahead to astern. In ahead, the engine drove the propeller directly via the propulsion shaft. OJ '" '" j! OJ c: c: '':; ;g Q; "0 "0?
Weapons used on early submarines were the automobile torpedo such as the Whitehead Mk II 1 shown here. These torpedos evolved in their range and, during the interwar years, in their ability to change course.
N 28 clutches, one on each side of the electric dynamo. To go astern, the engine had to be stopped, the clutch between the engine and the dynamo opened and the shaft started astern on the dynamo acting as a motor.
This operation could take up to two minutes. This was clearly an unacceptable time lag for operating in confined water. Thus the Navy made the move to requiring reversible engines. These engines - the Vickers to some extent and especially the MAN designs - suffered from a vibration problem that would plague EB and the Navy until submarine design went to all-diesel-electric engines.
Lake used White and Middleton gasoline engines at first, then in the shift to diesel entered into an exclusive contract to use Busch-Sulzer two-cycle engines. These engines were robust and gave good service. By the concept of diesel-electric was gaining favor as there was a desire to use larger engines with more power. However, to drive even longer shafts directly was becoming more difficult. Ganging engines on a common shaft was tried but was not successful. Diesel-electric drive simply meant that the engine was close-coupled to an electric generator.
The unit was more compact and less prone to the problems of long-shafted direct drive. The output of the generator then was connected through a switchboard to either the battery for charging or main propulsion motors for driving the propellers, or both.
The diving times were shortened which was desirable in light of the threat of aircraft attacks as the time to shift from engine-provided electrical power to battery-supplied power was a matter of shifting a few albeit robust switches. The engines could be run at economical speeds outside the resonant-frequency areas.
Three engine The battery and berthing compartment of an L-Class boat, looking aft. The watertight door to the control room is seen on the left side of the bulkhead while battery ventilation blower controls are on the right. Mattresses are seen in the upper right and left on the bunks which are triced up.
This, obstruction, plus other probiems, caused the Navy to seek a better deck gun. The openings in the side of the superstructure are for trainable deck-mounted torpedo tubes. The two tall masts fore and aft are for mounting the radio antenna. Aft of the main superstructure is a 'clamshell' opening that gives access to the aft pressure hull. The first two were very successful and provided the engines for the fleet submarines of World War II and beyond.
Batteries The design of electric storage batteries remained relatively stable during this entire period. The ratio of energy capacity to weight for batteries is generally poor but until the advent of nuclear propulsion and some air-independent propulsion systems there was no viable alternative for submerged operation. The basic form of the lead acid storage battery has remained unchanged in all but technical details from the late 19th century to today.
EB used Isaac Rice's Electric Storage Battery Company's cells which some say was the impetus for Rice to get into the submarine business in the first place. This company became the Exide Corporation. The batteries were basically plates of pure lead and lead oxide mounted on a supporting grid forming a plate which was then suspended in a solution of sulfuric acid.
The individual plates were separated by insulating glass-fiber mats and connected in series on their upper ends to form cells of a common number of plates. The cells were then connected in series to provide a useful voltage range. Each cell was a steel box lined with hard rubber on the inside and outside. It was open-topped to allow access to the cells for monitoring, refilling the electrolyte and maintenance. Later the cells were made of hard rubber only as the steel was prone to corrosion when the hard rubber cracked and completely enclosed.
This arrangement was very tender even when each cell was properly supported and wedged but overall resulted in fewer problems with leaking electrolyte. It is this electrolyte leakage and its attendant corrosion that most likely contributed to the structure failures that caused 31 ::!!
Two things are of particular interest in this photo. Thornton Listed under Uniforms. The United States Submarine Force is celebrated for the first time in a definitive, magnificently illustrated, large-format book published with the Naval Submarine League. Thoughtful incorporation of full-color and vintage photography, portraits, recruiting posters, and historically inspired paintings complements the text. Sixty-five submarines built for the United States Navy have been lost during their service -- more than ten percent of the total number of submarines we built.
Many were lost during declared wartime when the sea is not the only enemy and sailing in harm's way is a way of life. Waiving certain points of order against the conference report on S. Hinkle Editor out of 5 stars 33 ratings. See all 2 formats and editions Hide other formats and editions. The Navy purchased its first submarine, Holland VI, in fordollars. Written by an outstanding team, United States Submarines contains essays on submarine history and today's submariners, focusing not only on the subs, torpedoes, and related technologies but especially on the people who make it all work.
United States Submarines 5 out of 5 based on 0 ratings. Anonymous: More than 1 year ago: Definitely worth the purchase. Great as a United States submarines book to family and friends that have been in the military or just want to learn more of the history. I do wish they had gone into more detail about the earlier submarines.
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