576 NATIONAL OCEANOGRAPHIC PROGRAM LEGISLATION 



10 to 12 feet below the surface and the water conductivity which, put- 

 ting both of these together, permitted us to compute salinity. 



Wind force and direction, air temperature, humidity, clouds, visi- 

 bility, sea state, and had a place for remarks where we recorded 

 what actually was going on of special interest. 



In addition to that regular data, we have a digitized tape of every 

 BT trace made by the General Motors equipment. This is now being- 

 processed at the numerical weather facility of the Navy at Monterey 

 and I believe will be at a tremendous advance for special projects such 

 as ASWEPS and other oceanographic programs of the future. 



We have continuous temperature and conductivity readings on cir- 

 cular charts, and as I mentioned before, have bacterial cultures that 

 are now being analyzed. 



We had a considerable problem in the towing of our jetnet. I would 

 like to show rather quickly what actually occurred. 



The first part of Project Neptune in the Pacific was run on a ship 

 with engines amidships. They were able to tow aft and had little 

 difficulty towing at the speeds of about 15i/o or 16 knots. The ship we 

 were assigned had engines aft and our vsai was placed just forward 

 of the afterdeck house, a distance approximately 100 feet forward of 

 the_ propeller. The tow point we had was right about here [indi- 

 cating] . 



Looking at the plan view, our initial towing station was right here 

 starboard side aft [indicating]. We had no difficulty whatsoever in 

 streaming the tow, she went back aft as far as we wanted. 



However, when we hauled in the tow, and the jetnet got abreast or 

 just forward of the screw, the tremendous suction of the screw pulled 

 it in and bashed it along the side of the ship. We immediately had 

 damage. We never were able to make one recovery in which we did 

 not have some sort of banging along the side of the ship at that 

 station. 



We then moved forward to an amidships station. This time we were 

 unable to put a long toAv aft because the suction could take charge of 

 it immediately and we were afraid of getting the jetnet and wire 

 into the screw. 



But again, on more than half of these tows, as we pulled it for- 

 ward, the jetnet continued to hit against the side of the ship. 



These were the two station's that we used in the Atlantic until we 

 got to Rota. We did have major damage on both of our jetnets, and 

 as I said, previously the Navy repaired the jetnets at Rota. After 

 leaving Rota we towed from a forward station on the port side. This 

 gives a longer tow and we never had any further trouble of hitting the 

 side of the ship with the jetnet from here. However, this is an ex- 

 tremely awkward, crowded place, too far away from our van, and 

 I strongly rex?ommend if we do this project again that we use a ship 

 where the tow point can be aft, either above or abaft the propeller 

 itself. 



I thought this would be of sufficient interest for this to be brought 

 to vour attention. 



Verv quickly, I'd like to give a comparison of the various Project 

 Nentiines. 



Neptune Pacifir, the first: our Proi^ct Neptune Atlantic second, and 

 as I imderstand it, now under consideration. Project Neptune Great 



