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Document number CIA-RDP82-00457R001100600010-6 declassified and released through the CIA's CREST database. Previously available only on four computers located outside of Washington D.C., the Agency was successfully pressured into putting the files online as a result of a MuckRock lawsuit and the efforts of Emma Best. The metadata was collected by Data.World, and the files are now being archived and made text searchable by the Internet Archive.

Includes index

Includes index

This thesis is a proposal for an automated, real time navigation system which will be used in a close coastal and harbor navigation environment. Special consideration was given to designing the system in such a manner that the present system of navigation would be retained - no personnel would be either added or removed from the ship's complement, all logs and records would be retained in their current form, and the piloting routine would not be changed. When the system is functioning as designed, real time navigational data will be generated which will be verified by the slower manual plotting method. Should mechanical failure occur, the manual plot already being maintained will take over. The system design calls for installation of a commercially available desk-top microcomputer with CRT display devices located in remote locations for dissemination of data. The cost of the complete system is less than $4000, and repair is effected by replacement of modules drawn from onboard spares. Considerable flexibility is retained for later changes and additions to the system should such be desirable. (Author)

This project began with an effort to understand and utilize environmental and deliberately produced electromagnetic (EM) signals in the coastal ocean. Our studies were undertaken to provide a means to communicate with and guide autonomous underwater vehicles (AUV) and other autonomous sensor systems, such as moored instruments. There is a need for non-acoustical methods to navigate and control AUVs, communicate with autonomous instruments, and detect submerged and buried objects in shallow water. In principle, extremely low-frequency EM signals ( 1 kHz) can be used for these purposes. In practice, however, not enough is known to predict reliable signal-to-noise ratios for particular applications. This is both because the propagation paths in the coastal environment are complex and because the background environmental fields are not well understood. Clearly, a comprehensive numerical model is needed to determine the effects of various complications encountered in the littoral region. We undertook an effort to develop a numerical model that includes many EM influences, such as environmental noise, seabed electrical conductivity, variable bottom depth and coastline, and deliberate EM signals. Our goal is to understand these factors well enough to reliably estimate signal-to-noise ratios in planning coastal EM operations and to improve basic understanding of EM propagation and environmental noise in the coastal waters and to make and interpret sensitive EM measurements. The project had two components: 1) theoretical and numerical studies and 2) instrument construction and field observations.

95 pages : 25 cm

95 pages : 25 cm

This paper presents a depth-averaged sediment transport model with emphasis on morphodynamic processes near coastal inlets and navigation channels. The model solves the depth-averaged two-dimensional non-equilibrium transport equation of total-load sediment, considering bed-material hiding and exposure, avalanching and sediment transport over hard bottoms. The model is coupled with a depth-averaged circulation model and a spectral wave transformation model. Predicted bed changes are compared with measurements for two laboratory experiments of channel infilling and in a field study at Shinnecock Inlet, Long Island, NY. The results indicate that the model is capable of predicting the general trends of morphology change and provides a useful tool for engineering applications such as coastal sediment management, navigation channel maintenance, and beach erosion protection.

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A 1:90-scale (undistorted) three dimensional coastal hydraulic model was used to investigate the design of proposed navigation improvements at Nome Harbor, Alaska, with respect to wave, current, and shoaling conditions at the site. The model reproduced about 3,350 m (11,000 ft) of the Alaskan shoreline, the existing harbor and lower reaches of the Snake River, and sufficient offshore bathymetry in the Norton Sound to permit generation of the required experimental waves. The model was used to determine the impacts of a new entrance channel on wave-induced current patterns and magnitudes, sediment transport patterns, and wave conditions in the new channel and harbor area, as well as to optimize the lengths and alignments of new breakwaters and causeway extensions. A 24.4-m-long (9O-ft-1ong) unidirectional, spectral wave generator, and automated data acquisition and control system, and a crushed coal tracer material were utilized in model operation. It was concluded from study results that: a) existing conditions are characterized by rough and turbulent wave conditions in the existing entrance. Very confused wave patterns were observed in the entrance due to wave energy reflected off the vertical walls lining the entrance. Wave heights in excess of 1.5 m (5 ft) were obtained in the entrance for typical storm conditions; and wave heights of almost 3.7 m (12 ft) were obtained in the entrance for 5O-year storm wave conditions with extreme high-water level (4 m (+13 ft); b) wave conditions along the vertical-faced causeway docks were excessive for existing conditions. Wave heights in excess of 3.7 and 2.7 m (12 and 9 ft) were obtained along the outer and inner docks, respectively, for typical storm conditions; and wave heights of almost 7 and 5.8 m (23 and 19 ft) were recorded along these docks, respectively, for 5-year storm wave conditions with extreme high-water levels.

This is the first Coastal and Hydraulics Engineering Technical Note (CHETN) in a series summarizing research initiatives underway since fiscal year (FY) 2007 within the Coastal Inlets Research Program (CIRP) concerning asset management of coastal navigation structures and channels. This CHETN describes the Coastal Structures Management, Analysis, and Ranking Tool (CSMART), a decision-support package for prioritizing coastal structures for annual maintenance funding that has been developed within the CIRP's Coastal Navigation Portfolio Management (CNPM) work unit.

This is the first Coastal and Hydraulics Engineering Technical Note (CHETN) in a series summarizing research initiatives underway since fiscal year (FY) 2007 within the Coastal Inlets Research Program (CIRP) concerning asset management of coastal navigation structures and channels. This CHETN describes the Coastal Structures Management, Analysis, and Ranking Tool (CSMART), a decision-support package for prioritizing coastal structures for annual maintenance funding that has been developed within the CIRP's Coastal Navigation Portfolio Management (CNPM) work unit.

This is the first Coastal and Hydraulics Engineering Technical Note (CHETN) in a series summarizing research initiatives underway since fiscal year (FY) 2007 within the Coastal Inlets Research Program (CIRP) concerning asset management of coastal navigation structures and channels. This CHETN describes the Coastal Structures Management, Analysis, and Ranking Tool (CSMART), a decision-support package for prioritizing coastal structures for annual maintenance funding that has been developed within the CIRP's Coastal Navigation Portfolio Management (CNPM) work unit.

Aquatic vegetation control. Traditionally, the US Army Corps of Engineers (USACE) New Orleans District (MVN) has relied on a team of three highly trained field personnel to monitor and determine the appropriate location and treatment frequency for floating nuisance aquatic vegetation (AV) within their area of responsibility (AOR) in coastal Louisiana (Figure 1). Recently, the MVN has experienced a reduction in funding under the Removal of Aquatic Growth (RAG) Program. As a result of decreased funding, infestations have not been routinely monitored and normal control operations have not been performed. While concern about infestations is increasing, assessment and management remain insufficient, resulting in a high potential for impeded navigation on waterways in the district. In the absence of an active RAG program, the USACE Engineer Research and Development Center (in coordination with MVN) investigated the effectiveness of remote sensing to evaluate and track the growth of nuisance aquatic vegetation.

First, this article explains the necessity of establishing high-precision navigation guidance systems along ChinaVs coasts. Moreover, on the optimal basis of using intermediate-frequency directional beacon stations and differential GPS signals, the article proposed a concept of utilizing intermediate-frequency radio directional beacon stations to be organized into a highly precise differential GPS navigation guidance network. The article goes on to discuss the establishing of differential GPS and its data telegram format.

594 p. : 22 cm

This thesis is a proposal for an automated, real time navigation system which will be used in a close coastal and harbor navigation environment. Special consideration was given to designing the system in such a manner that the present system of navigation would be retained - no personnel would be either added or removed from the ship's complement, all logs and records would be retained in their current form, and the piloting routine would not be changed. When the system is functioning as designed, real time navigational data will be generated which will be verified by the slower manual plotting method. Should mechanical failure occur, the manual plot already being maintained will take over. The system design calls for installation of a commercially available desk-top microcomputer with CRT display devices located in remote locations for dissemination of data. The cost of the complete system is less than $4000, and repair is effected by replacement of modules drawn from onboard spares. Considerable flexibility is retained for later changes and additions to the system should such be desirable.

This Coastal and Hydraulics Engineering Technical Note (CHETN) describes the response of six inlet navigation channel projects to deepening and widening. In all cases, deepening and/or widening of these channels increased the dredging rate. The postdredging rate has a good correlation with the deficit of sediment in the channel (defined as the difference between the natural and dredged channel volumes), as compared to the natural (nondredged) channel. The U.S. Army Corps of Engineers (USACE) navigation mission is to maintain the Nation's waterborne transportation systems for movement of commerce, national security needs, and recreation. These systems include harbors, waterways, and channels. Channels are located in and along our coasts, bays, estuaries and rivers, and are dredged to maintain depths needed for reliable passage of vessels. This CHETN concerns coastal inlet entrance channels, and the dredging required to maintain navigable conditions after the channel's dimensions have been increased.

Document number CIA-RDP83-00415R006300110003-6 declassified and released through the CIA's CREST database. Previously available only on four computers located outside of Washington D.C., the Agency was successfully pressured into putting the files online as a result of a MuckRock lawsuit and the efforts of Emma Best. The metadata was collected by Data.World, and the files are now being archived and made text searchable by the Internet Archive.

Includes index

The Coastal Navigatoin Portfolio Management work unit leverages existing data with emerging technologies and advanced analytical approaches to develop objective, consistent methods for resource allocation across the vast coastal navigation portfolio of projects.

A data acquisition system using a Litton LTN-51 inertial navigation unit (INU) was tested and used for aircraft track recovery and for location and tracking from the air of targets at sea. The characteristic position drift of the INU is compensated for by sighting landmarks of accurately known position at discrete time intervals using a visual sighting system in the transparent nose of the Beechcraft 18 aircraft used. For an aircraft altitude of about 300 m, theoretical and experimental tests indicate that calculated aircraft and/or target positions obtained from the interpolated INU drift curve will be accurate to within 10 m for landmarks spaced approximately every 15 minutes in time. For applications in coastal oceanography, such as surface current mapping by tracking artificial targets, the system allows a broad area to be covered without use of high altitude photography and its attendant needs for large targets and clear weather.

Book digitized by Google from the library of Oxford University and uploaded to the Internet Archive by user tpb.

Book digitized by Google from the library of Oxford University and uploaded to the Internet Archive by user tpb.

Book digitized by Google from the library of Oxford University and uploaded to the Internet Archive by user tpb.

Book digitized by Google from the library of Oxford University and uploaded to the Internet Archive by user tpb.

The Coastal and Hydraulics Engineering Technical Note (CHETN) herein provides information on the effect of a jetty spur on the beachside circulation near a coastal inlet jetty and discusses introductory design considerations relating to alteration of water and sediment circulation near the beach side of jetties. Examples are presented from field and laboratory studies. A jetty spur may be defined as a short structure added to a jetty that flanks a navigation channel through an inlet. The spur will typically be nearly perpendicular to the jetty, but may be oriented at some angle with respect to the jetty in the range of 45 to 90 degrees. The spur may be added on the beach side of a jetty to prevent sediment from entering the inlet or may be placed on the channel side to divert the tidal current away from the jetty to reduce scour and possible jetty instability. This CHETN examines the design and performance of jetty spurs at Bakers Haulover Inlet, Florida, Fort Pierce Inlet, Florida, Siuslaw River Inlet, Oregon, Shark River, New Jersey, and Gray's Harbor, Washington. The report also includes results from a pilot study of spurs that was conducted at the Coastal Inlet Research Program's physical inlet model. The physical model facility is a large experimental basin (46 meters wide by 99 meters long) with an idealized inlet and smooth offshore contours. Short-period waves and tidal currents can be simulated in this facility. (1 table, 13 figures, 7 refs.)

96 p. 19 cm

The Coastal Inlets Research Program (CIRP) of the U.S. Army Engineer Research and Development Center, Coastal and Hydraulics Laboratory, in collaboration with two universities in Japan, has developed a spectral wave transformation numerical model to address needs of the U.S. Army Corps of Engineers navigation projects. The model is called CMS-Wave and is part of Coastal Modeling System (CMS) developed in the CIRP. The CMS is a suite of coupled models operated in the Surface-water Modeling System (SMS), which is an interactive and comprehensive graphical user interface environment for preparing model input, running models, and viewing and analyzing results. CMS-Wave is designed for accurate and reliable representation of wave processes affecting operation and maintenance of coastal inlet structures in navigation projects as well as in risk and reliability assessment of shipping in inlets and harbors. Important wave processes at coastal inlets are diffraction, refraction, reflection, wave breaking, and dissipation mechanisms, and the wave-current interaction. The effect of locally-generated wind can also be significant during wave propagation at inlets. This report provides information on CMS-Wave theory, numerical implementation, and SMS interface. A set of examples are given to demonstrate the model's applicability for storm-damage assessment, modification to jetties including jetty extensions, jetty breaching, addition of spurs to inlet jetties, and planning and design of nearshore reefs and barrier islands to protect beaches and promote navigation reliability.

The Coastal Inlets Research Program (CIRP) of the U.S. Army Engineer Research and Development Center (ERDC) Coastal and Hydraulics Laboratory (CHL) has developed a nearshore spectral wave transformation numerical model to address needs of the U.S. Army Corps of Engineers (USACE) navigation projects. The model is called CMSWave and is part of Coastal Modeling System (CMS) for wave estimates in the vicinity of coastal and estuarine navigation channels. It can simulate important wave processes at coastal inlets including wave diffraction, refraction reflection, wave breaking and dissipation mechanisms, wave-current interaction, and wave generation and growth. This paper describes recent improvements in CMS-Wave that include semi-empirical estimates of wave run-up and overtopping, nonlinear wave-wave interactions, and wave dissipation over muddy bottoms. CMS-Wave may be used with nested grids and variable rectangular cells in a rapid mode to assimilate full-plane wave generation for circulation and sediment transport models. A brief description of these recent capabilities is provided.

The Coastal Inlets Research Program (CIRP) of the U.S. Army Engineer Research and Development Center (ERDC) Coastal and Hydraulics Laboratory (CHL) has developed a nearshore spectral wave transformation numerical model to address needs of the U.S. Army Corps of Engineers (USACE) navigation projects. The model is called CMSWave and is part of Coastal Modeling System (CMS) for wave estimates in the vicinity of coastal and estuarine navigation channels. It can simulate important wave processes at coastal inlets including wave diffraction, refraction reflection, wave breaking and dissipation mechanisms, wave-current interaction, and wave generation and growth. This paper describes recent improvements in CMS-Wave that include semi-empirical estimates of wave run-up and overtopping, nonlinear wave-wave interactions, and wave dissipation over muddy bottoms. CMS-Wave may be used with nested grids and variable rectangular cells in a rapid mode to assimilate full-plane wave generation for circulation and sediment transport models. A brief description of these recent capabilities is provided.

The Coastal Inlets Research Program (CIRP) of the U.S. Army Engineer Research and Development Center (ERDC) Coastal and Hydraulics Laboratory (CHL) has developed a nearshore spectral wave transformation numerical model to address needs of the U.S. Army Corps of Engineers (USACE) navigation projects. The model is called CMSWave and is part of Coastal Modeling System (CMS) for wave estimates in the vicinity of coastal and estuarine navigation channels. It can simulate important wave processes at coastal inlets including wave diffraction, refraction reflection, wave breaking and dissipation mechanisms, wave-current interaction, and wave generation and growth. This paper describes recent improvements in CMS-Wave that include semi-empirical estimates of wave run-up and overtopping, nonlinear wave-wave interactions, and wave dissipation over muddy bottoms. CMS-Wave may be used with nested grids and variable rectangular cells in a rapid mode to assimilate full-plane wave generation for circulation and sediment transport models. A brief description of these recent capabilities is provided.

The Coastal Inlets Research Program (CIRP) of the U.S. Army Engineer Research and Development Center (ERDC) Coastal and Hydraulics Laboratory (CHL) has developed a nearshore spectral wave transformation numerical model to address needs of the U.S. Army Corps of Engineers (USACE) navigation projects. The model is called CMSWave and is part of Coastal Modeling System (CMS) for wave estimates in the vicinity of coastal and estuarine navigation channels. It can simulate important wave processes at coastal inlets including wave diffraction, refraction reflection, wave breaking and dissipation mechanisms, wave-current interaction, and wave generation and growth. This paper describes recent improvements in CMS-Wave that include semi-empirical estimates of wave run-up and overtopping, nonlinear wave-wave interactions, and wave dissipation over muddy bottoms. CMS-Wave may be used with nested grids and variable rectangular cells in a rapid mode to assimilate full-plane wave generation for circulation and sediment transport models. A brief description of these recent capabilities is provided.

The Coastal Inlets Research Program (CIRP) of the U.S. Army Engineer Research and Development Center (ERDC) Coastal and Hydraulics Laboratory (CHL) has developed a nearshore spectral wave transformation numerical model to address needs of the U.S. Army Corps of Engineers (USACE) navigation projects. The model is called CMSWave and is part of Coastal Modeling System (CMS) for wave estimates in the vicinity of coastal and estuarine navigation channels. It can simulate important wave processes at coastal inlets including wave diffraction, refraction reflection, wave breaking and dissipation mechanisms, wave-current interaction, and wave generation and growth. This paper describes recent improvements in CMS-Wave that include semi-empirical estimates of wave run-up and overtopping, nonlinear wave-wave interactions, and wave dissipation over muddy bottoms. CMS-Wave may be used with nested grids and variable rectangular cells in a rapid mode to assimilate full-plane wave generation for circulation and sediment transport models. A brief description of these recent capabilities is provided.

The Coastal Inlets Research Program (CIRP) of the U.S. Army Engineer Research and Development Center (ERDC) Coastal and Hydraulics Laboratory (CHL) has developed a nearshore spectral wave transformation numerical model to address needs of the U.S. Army Corps of Engineers (USACE) navigation projects. The model is called CMSWave and is part of Coastal Modeling System (CMS) for wave estimates in the vicinity of coastal and estuarine navigation channels. It can simulate important wave processes at coastal inlets including wave diffraction, refraction reflection, wave breaking and dissipation mechanisms, wave-current interaction, and wave generation and growth. This paper describes recent improvements in CMS-Wave that include semi-empirical estimates of wave run-up and overtopping, nonlinear wave-wave interactions, and wave dissipation over muddy bottoms. CMS-Wave may be used with nested grids and variable rectangular cells in a rapid mode to assimilate full-plane wave generation for circulation and sediment transport models. A brief description of these recent capabilities is provided.

Approved For Release 2006/05/25 : CIA-RDP82-00457RO12400070009-2 Fv EB 19511 INFORMATION REPORT REPORT .~ . . COUNTRY Poland SUBJECT 1. ahip.Moveme3ats and. Cargof?s in Gdynia- and Gdansk 2. Polish Shipping Salvage Company 3.. Coastal Navigation Vessels of Gdynia and Gdansk DATE OF INFO. PLACE ACQUIRED THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES. WITHIN THE MEANING OF TITLE 18, SECTIONS 793 AND 794.. OF THE U.S. CODE. AS AMENDED. ITS TRANSMISSION OR REVE- LATION OF ITS CONTENTS TO OR RECEIPT BY AN UNAUTHORIZED PERSON IS PROHIBITED BT LAW. THE REPRODUCTION OF TH15 FORM IS PROHIBITED. 25X1 25X1 NO. OF PAGES NO. OF ENCLS. (LISTED BELOW) SUPPLEMENT TO REPORT NO. 20 June 1952 THIS IS UNEVALUATED INFORMATION Vessels of the Soviet Merchant Marine are now participating regularly 1 . in tav~de with China, and it is observed that the cargoes include heavy trucks.and passenger "bt:.ses, =1-11 of Czech origin.. There are always between 50 and 150 trucks or buses waiting at the loading berth . in Gdynia for shipment. As one load is sshipped., anot:r.er load arrives from. Czechoslovakia. 2. Ship movements and cargoes, dame of Shia Route CE 02 - 25 January PUDASE7 Polish 0,dym.i.a/tCbina General 29 January CT3RI SKLWT)OWSKA Polish Tsi.ngta.o/Gdynia Iron 31 January Fonstanza/Gdansk. Gasoline 31 eTay alcutta j Gdynia General a February JAN JORE S Russian Gdynia/China tons. G#~ral I February GLEE TTSPENS:c.I Russian G-dynia/Daixen 2005 tons General 1. February NIS.EIS:K Russian Gdynia/Dairen 2,300 tons General 5 February E..L":LIN.KI Polish Antwerp/Gdynia Iron TWA-., headquarters of Po.1.skie Ratownictwo Okretow (Polish Shipping Salve CO-) is located at ul. St o janska 23 in Gdynia The company has branches in Szczecin, oldbrz.eg, Ustka and Hel. Mlodulcki is the directory Plonc, the deputy director) and. Czaplenski, the per' onnel director. The company. operates the following ships- SWIA.TOWID,,POSAJDON9 SWARORZICy, JC, and HERFCCiIAEAS. ez North Korean mission inspected the salvage oiler 1II'te*rftg #r}i?_.summer of . 1 r~..1_ 'ms~s q .3apan , Ti to dredger is ultimately G k. In the bray of Gdynia, work has been started on salvaging a larger dredger pf 1.0 meters in length. (sic) which had been built during the war by the CLASSIFICATION ARMY ;L . 14 `A CD NO. i FA DATE DISTR. Approved For Release 2006/05/25 : CIA-RDP82-00457R012400070009-2 t ~t .S..OFFICIALS ONLY Approved For Release (r{; CIAf Y-RDP/82r-004-557RO12400070009-2 GJ/\ I e,:, .,,; -~,i' MLOE"FICIUS ONLY The Gdansk-Gdynia Port k,~iaih.nI trati.on has 83 coastal rrwigation unite at its disposal. This nujifhe:^ a~ Li. c as two tugs of 1, 000 l .P . , seven tugs of 200 H.P j 24+ small motor boats,, ar.d. 10 pilot boats. The remainder consist of fire rescue ships ref.uae-carryi : vessels,, etc. N ALamCIALS ONLY Approved For Release 2006/05/25 : CIA-RDP82-00457RO12400070009-2

Approved For Release 2006/05/25 : CIA-RDP82-00457RO12400070009-2 Fv EB 19511 INFORMATION REPORT REPORT .~ . . COUNTRY Poland SUBJECT 1. ahip.Moveme3ats and. Cargof?s in Gdynia- and Gdansk 2. Polish Shipping Salvage Company 3.. Coastal Navigation Vessels of Gdynia and Gdansk DATE OF INFO. PLACE ACQUIRED THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES. WITHIN THE MEANING OF TITLE 18, SECTIONS 793 AND 794.. OF THE U.S. CODE. AS AMENDED. ITS TRANSMISSION OR REVE- LATION OF ITS CONTENTS TO OR RECEIPT BY AN UNAUTHORIZED PERSON IS PROHIBITED BT LAW. THE REPRODUCTION OF TH15 FORM IS PROHIBITED. 25X1 25X1 NO. OF PAGES NO. OF ENCLS. (LISTED BELOW) SUPPLEMENT TO REPORT NO. 20 June 1952 THIS IS UNEVALUATED INFORMATION Vessels of the Soviet Merchant Marine are now participating regularly 1 . in tav~de with China, and it is observed that the cargoes include heavy trucks.and passenger "bt:.ses, =1-11 of Czech origin.. There are always between 50 and 150 trucks or buses waiting at the loading berth . in Gdynia for shipment. As one load is sshipped., anot:r.er load arrives from. Czechoslovakia. 2. Ship movements and cargoes, dame of Shia Route CE 02 - 25 January PUDASE7 Polish 0,dym.i.a/tCbina General 29 January CT3RI SKLWT)OWSKA Polish Tsi.ngta.o/Gdynia Iron 31 January Fonstanza/Gdansk. Gasoline 31 eTay alcutta j Gdynia General a February JAN JORE S Russian Gdynia/China tons. G#~ral I February GLEE TTSPENS:c.I Russian G-dynia/Daixen 2005 tons General 1. February NIS.EIS:K Russian Gdynia/Dairen 2,300 tons General 5 February E..L":LIN.KI Polish Antwerp/Gdynia Iron TWA-., headquarters of Po.1.skie Ratownictwo Okretow (Polish Shipping Salve CO-) is located at ul. St o janska 23 in Gdynia The company has branches in Szczecin, oldbrz.eg, Ustka and Hel. Mlodulcki is the directory Plonc, the deputy director) and. Czaplenski, the per' onnel director. The company. operates the following ships- SWIA.TOWID,,POSAJDON9 SWARORZICy, JC, and HERFCCiIAEAS. ez North Korean mission inspected the salvage oiler 1II'te*rftg #r}i?_.summer of . 1 r~..1_ 'ms~s q .3apan , Ti to dredger is ultimately G k. In the bray of Gdynia, work has been started on salvaging a larger dredger pf 1.0 meters in length. (sic) which had been built during the war by the CLASSIFICATION ARMY ;L . 14 `A CD NO. i FA DATE DISTR. Approved For Release 2006/05/25 : CIA-RDP82-00457R012400070009-2 t ~t .S..OFFICIALS ONLY Approved For Release (r{; CIAf Y-RDP/82r-004-557RO12400070009-2 GJ/\ I e,:, .,,; -~,i' MLOE"FICIUS ONLY The Gdansk-Gdynia Port k,~iaih.nI trati.on has 83 coastal rrwigation unite at its disposal. This nujifhe:^ a~ Li. c as two tugs of 1, 000 l .P . , seven tugs of 200 H.P j 24+ small motor boats,, ar.d. 10 pilot boats. The remainder consist of fire rescue ships ref.uae-carryi : vessels,, etc. N ALamCIALS ONLY Approved For Release 2006/05/25 : CIA-RDP82-00457RO12400070009-2

This curriculum guide for a beginning course on marine navigation describes marine navigation (the art of and science of determining position of a ship and its movement from one position to another in order to keep track of where the ship is and where it is going) and defines dead reckoning, piloting, electronic navigation, and celestial navigation. It goes on to address such topics as: plotting tools; other navigation instruments; duties of the coastal navigator; mercator projection charts; charting; magnetic compass; reading direction from a triangle; using dividers; measuring speed; knotmeter; measuring depth; and the global positioning system. It includes quizzes on topics such as uncorrecting the compass; correcting the compass; finding compass error; deviation from a range; geographic coordinates; plotting positions; laying out a course; estimated time of arrival; finding speed; and determining course to steer for a known set and drift. Quiz answers are included. (SM)

During an extratropical storm on 2 January 1987, a breach formed in a barrier spit opposite the Town of Chatham on the southeast comer of Cape Cod, MA. An inlet rapidly developed at the site of the breach from wave action and tidal currents. Typical inlet morphology developed at this new inlet, including a large ebb shoal and swash platform and a single main ebb channel on the ocean side. In the narrow elongate bay, a north and south flood tidal shoal developed over remnant sand shoals. Over time, the inlet throat widened as the adjacent barrier spits recurved back into the bay. Navigation through this quickly evolving inlet system became difficult with channel shoaling and migration. Dredging of parts of the navigation channel has been undertaken since 1989 to maintain an opening for commercial fishing and U.S. Coast Guard interests between the Atlantic Ocean and the Fish Pier. This dredging removed only a minimal volume of the material, and has had little impact on the large dynamic system. Inlet morphology evolution include the welding of the South Beach to the mainland beach, closing off south Chatham Harbor and returning the system to a single inlet system in 1992. By 1995, a north ebb channel had formed creating a two-ebb channel inlet. Major changes have occurred in the entrance channel and anchorage area of Aunt Lydia's Cove. The growth and migration of the north flood shoal has changed this channel configuration which has required several dredging events to maintain navigation to the Fish Pier.

95 pages

95 pages

95 pages

This analysis determines the number, mix, and home ports of vessels required to replace the aging fleet of WLB (seagoing) and WLM (coastal) buoy tenders currently servicing aids to navigation. A cast study approach was used. Differing values of vessel speed, discrepancy response and other mission activity formed the cases. Using the Service Force Mix (SFM) model, the fleet to replace the WLB and WLM service capability was determined. The SFM model is a computer implemented simulation which models the activities of vessels servicing aids to navigation. Given a list of navigation aids which are assigned to available servicing vessels, the model simulates, for each vessel, the annual servicing of those aids and reports the resulting vessel performance. Although this analysis makes no recommendations, a possible scenario of moderate discrepancy response, improved vessel speed, and single mission would suggest a replacement fleet of 31 vessels (17 seagoing, 14 coastal vessels). This reduces the current fleet by 9 vessels. In this case, four of the vessels saved were attributable to crossing district boundaries and saturating seagoing vessels with coastal aids. Determination of such savings might not have been obvious without the use of this modeling analysis technique. A separate supplement to this document shows graphic plots of the aid to vessel assignments used for this study. (Author)

This analysis determines the number, mix, and home ports of vessels required to replace the aging fleet of WLB (seagoing) and WLM (coastal) buoy tenders currently servicing aids to navigation. A cast study approach was used. Differing values of vessel speed, discrepancy response and other mission activity formed the cases. Using the Service Force Mix (SFM) model, the fleet to replace the WLB and WLM service capability was determined. The SFM model is a computer implemented simulation which models the activities of vessels servicing aids to navigation. Given a list of navigation aids which are assigned to available servicing vessels, the model simulates, for each vessel, the annual servicing of those aids and reports the resulting vessel performance. Although this analysis makes no recommendations, a possible scenario of moderate discrepancy response, improved vessel speed, and single mission would suggest a replacement fleet of 31 vessels (17 seagoing, 14 coastal vessels). This reduces the current fleet by 9 vessels. In this case, four of the vessels saved were attributable to crossing district boundaries and saturating seagoing vessels with coastal aids. Determination of such savings might not have been obvious without the use of this modeling analysis technique. A separate supplement to this document shows graphic plots of the aid to vessel assignments used for this study. (Author)

Large bed forms, such as dunes or sand waves, can pose a navigation hazard for inlet channels (Pope 2000). Understanding the conditions causing their formation can be an aid in navigation channel management. This Coastal and Hydraulics Engineer Technical Note (CHETN) is concerned with large bed forms that chronically or periodically encroach on the authorized navigation depth. Smaller bed forms have been observed in many (perhaps most) other inlets, but because they do not hinder navigation, they are not discussed in this CHETN. Navigation channels with reported sand waves include the Columbia River, WA/OR; East Pass, Panama City, Fort Pierce, and St. Mary's Entrance, FL; Merrimack River, MA, and Kennebec River, ME. This technical note discusses the characteristics of the bed forms found in those areas and conditions responsible for their development.

No Description

Approtp6gpIr elf s 2002/01/04: CIA-RDP83-00415R00,6300110003-6 CENTRAL INTELLIGENCE AGENCY REPORT NO. INFORMATION REPORT CD NO. COUNTRY USSR(Arcli;augel Oblast) SUBJECT White Sea Coastal Navigation PLACE 25X1CZ,CQUIRED SUPPLEMENT TO REPORT NO. The attached report concerning White Sea coastal navigation is being sent to you fo:P retention, in the belief that it may be of interest. A 16 A M189 CENTER Il1ciE91A1ELY AFTER USE STATE NSRB DISTRIBUTION ARMY I. - I ORE x owwfj /L)/MA Approved For Release 2002/01/04: CIA-RDP83-00415R006300110003-6 CLASSIFICATI ON SECRET DATE DISTR. NO. OF PAGES r>rrs DnclaVF>4r "~,.s AJI F . ?~i; f:l ~'~ ATTA "Rio -, NO. OF ENCLS. 25X.1: 10 Oct. 1950 25X1X ?U ~C 11 --.. IS AN ENCLOSURE TO Aaaroved Fdr Relea'se-2002/01/04 :CIA-RDP83-00415 0?6aQ6~0A P03-6 25X1X is VW55"13 MUD e piloted from t CAP, L'1ET,7I-ORL?CV ' U, 360 261 T B% Pier 32, the only berth not' ?ai_l~ b].e. The river pilot station on KIJ ISLAIM was closed during summer 49. Roadstead loading is not permitted. The bar, may be passed at high tide by vessels with a below surface draught of h 1/2 meters. Pier 32 can accommodate three wooden ships. Communication with the pilots was difficult, being carried on in mindmimi English language. 2. During autumn 191t9 the same ship proceeded northeast to the :...ZZEN ?AVER, which may be approached only by routes passing south of MORJCVLTS ISLAND (660 44, N, 420 32' E) because sailing along the KANIN COAST is forbidden. Course variations must be made according to land bearings. 3. The course followed was: south along the TERSKI COAST until the DAr;ILOV beacon was sighted four nautical miles away at an angle of 302 degrees; then at 108 degrees for thirty nautical miles until the CAPE VORO'CV beacon was six nautical miles distant at 240 degrees; thence at 100 degrees with the FALKri'ICfl light buoy four cable lengths away on the port side until the APRA"OV beacon was seven nautical miles away at 235 degrees. Then directly to the SEP'JA directional light buoy on a course of 160 degrees. Vessels must wait at the SEWA buoy for the pilot, who comes out from the. !'EZEN. Enroute, depths at high tide ran from ten to fourteen meters; in the vicinity of the FALK A.NC!! buoy, it was approximately seven meters deep at low tide. There are two pontoon loading bridges at Y,.AIIN A with berths for 3-h vessels. The Rppf0U&djMor-e*0 .0 0At: Wf2 004S2fldbO&M-Se arch of cr?eus are very thorough, though shore ~~p made available. Ship-to-ship visiting is str5_ctly forbidden. ~[

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