Ease of connectin g/disconnecting boom sections ; The ease with which 

 sections of boom could be connected and disconnected was determined by 

 measuring time and manpower required to complete the operation. Once 

 the boom joint was picked up by the crew in the UTB, it took two men, 

 less than 15 seconds to completely disconnect the joint. Similarly, 

 once the two sections of the boom were in the hands of the crew, it 

 took two men , less than 15 seconds to complete the connection. In both 

 of these operations, a third man was required on the controls of the 

 UTB. Disconnecting the boom sections required a pair of pliers and 

 adjustable vice grips. 



It was noted during these tests that the UTB became unstable when 

 waves generated from passing tugboats struck the UTB broadside. To 

 minimize this instability, the UTB operator must be on constant alert 

 for waves generated from tugboats so that he can orient the UTB normal 

 to the oncoming waves. During tests in the harbor, the UTB was observed 

 to be unstable on days when there were mild wind and wave conditions . 



The UTBs therefore appear to be somewhat inadequate as far as 

 stability is concerned. Similarly, the power of the engine appears 

 inadequate for holding the boom in a catenary configuration if the 

 current exceeds 1 knot. 



Several CEL riggers participated in the Navy-assisted cleanup 

 operation of the Santa Barbara crude oil spill in January 1969. They 

 observed that most of the boats with outboard engines were down because 

 the outboard cooling systems of these engines had become clogged by 

 the oil-soaked debris usually found in harbor and beach areas. If these 

 boats were powered by engines with closed cooling systems, the boats 

 would have stayed operational regardless of the debris. During the CEL 

 tests, the outboard engines of the UTBs stopped on two occasions because 

 the propellers became clogged with debris from the harbor water. For 

 trouble-free operation of UTBs during oil cleanup operations, it is 

 recommended that outboard engines with outboard cooling systems be 

 replaced by engines with closed cooling systems. 



Observations, Comments, and Suggestions 



The following is a brief summary of all observations, suggested 

 changes in the UTBs, and precautions that must be observed during their 

 use. 



1. A standard samson post-guardrail design should be developed and it 

 should be incorporated in all present UTBs and all future UTB procurements. 



2. Two fenders on both the port and the starboard sides of the UTB 

 should be used to protect the UTB. Alternatively, bumpers recommended in 

 reference 8 should be used. 



3. Speedometers and/or tachometers are not necessary on the UTBs, 

 and their use is not recommended. 



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