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NR-1

In 1965, the Naval Nuclear Reactors Program began development of a nuclear-powered deep-submergence research and ocean engineering vehicle, designated NR-1. The capability of this manned vehicle was far greater than any other research vessel planned or developed at that time because of the vastly increased endurance and independence from surface support made possible by nuclear power.

Launched in January 1969 at Electric Boat, Groton, and decommissioned in November 2008, NR-1 provided valuable service to the Navy, other Government agencies, and research and educational institutions. In addition to its small nuclear propulsion plant, which provided virtually limitless submerged endurance, NR-1's characteristics included the following: A 400-ton submerged displacement, 150-foot length, and 12-foot diameter; A speed of approximately 4 knots, two external electric motors. A book about NR-1 by a crewmember, states that it was "unsafe" to go aft of the sail on the surface on the NR-1 when the reactor was operating.

NR-1 was capable of exploring ocean depths to 3,000 feet, which allows access to most of the world’s continental shelves. Displacing just under 400 long tons, she was roughly 1/16th the size of a Los Angeles-class submarine. Although her small size limited the underway crew to a mere three officers and eight enlisted men, the exceptional endurance of her nuclear propulsion plant allows the crew to conduct uninterrupted bottom operations for up to 30 days, restricted only by the food and air purification supplies on board.

NR-1 was conceived in the 1960s as a deep-ocean, bottom-exploring submarine by Admiral Hyman G. Rickover. Her turbo-electric drive train culminates in twin 50-horsepower propulsion motors outside the pressure hull, which give a maximum speed of 5 knots. She was also equipped with four ducted thrusters that enable her to maneuver in every direction, even while hovering within inches of the ocean floor. The vehicle also has a conventional rudder and diving planes mounted on the sail for depth control at “high” speed.

In contrast to conventional oceanographic research vehicles, NR-1’s nuclear propulsion plant gives her the ability to operate independently of surface ships, since it provided ample electrical power for all onboard sensors and life-support systems and gives the ship essentially unlimited endurance. However, due to her size and relatively slow speed on the surface, NR-1 was generally towed while submerged to and from remote mission locations by her dedicated support vessel, the SSV Carolyn Chouest.

During the turmoil over the introduction of new types of nuclear propulsion plants and new classes of submarines, Naval Reactors was also working on a nuclear-powered deep-submergence research vehicle. Postwar technology had opened the ocean depths as never before to manned research. In 1948 the British Challenger II discovered the Challenger Deep, at 35,800 feet the greatest depth known to man: in 1960 Jacques Piccard and Don Walsh in the bathyscaph Trieste reached its bottom. Other research vehicles of different types and characteristics also explored deep waters, but although these craft could reach great depths they could not stay down long or cover more than a very small area.

Rickover saw nuclear propulsion as a way around the limitations of battery-driven submersibles. On 23 November 1964, on a flight back from Schenectady, he questioned Mark Forssell, the project officer for prototypes and advanced development, on the different capabilities and uses of the growing number of deep-diving research vehicles. Thoroughly intrigued by what he had learned, Rickover assigned Forssell the job of pursuing the possibility of applying nuclear propulsion to the exploration of the oceanic depths.

In a few weeks Forssell, working with the Bureau of Ships' submarine designers, finished a rough draft of guidelines for a preliminary design study for the submarine and propulsion plant. Because the purpose of the vehicle was nonmilitary, he could apply somewhat different naval architectural design principles from those that governed combat submarines.

It was unnecessary to take noise reduction into account, and he could accept reduced shock standards, although the increased depth capability demanded the use of higher-strength materials to resist the greater hydrostatic pressures. To keep the crew as small as possible, Rickover accepted centralized remote control and operating stations, but he would not permit automated controls to reduce manning requirements.

Despite the changes his philosophy remained the same: no compromise in reactor safety or plant integrity. The preliminary design study Rickover assigned to Knolls. By January 1965 the Schenectady laboratory had determined that a small pressurized-water-reactor propulsion plant was feasible. To no one's surprise, the study showed that the nuclear research submarine would be larger than non-nuclear research submersibles. The reactor compartment had to be a certain size to provide for space and shielding to reduce radiation levels. Shielding posed a special problem; it was not only heavy, but its weight was concentrated in a small area.

At some point Rickover saw Harold Brown, director of defense research and engineering. Brown gave his approval and also helped overcome resistance in the Navy. On 28 January 1965 Rickover and several other officers briefed Admiral McDonald. Without doubt the characteristics of the propulsion plant would dominate the design. As he had in past projects, Rickover decided to limit development to the propulsion plant, depending upon conventional technology for the oceanographic equipment.

Sometime before the end of March 1965 — he was to recall a late evening at the end of a busy day — he suddenly realized the vehicle had no name. Promptly he chose NR-1. The letters stood for Naval Reactors, the number for what he hoped would be the first of a class.

In May he assigned various responsibilities to his engineers. In general they followed their usual assignments. Forssell became the project officer, coordinating the efforts of Naval Reactors and outside agencies and ensuring overall coordination. Tom A. Hendrickson had the same functions for all the technical aspects of design. He was also in charge of fluid systems as well as propulsion and ship arrangements.

The two men worked closely together — for in their jobs was a healthy overlap — and depended upon other Naval Reactors engineers for special areas: Jack C. Grigg for electrical systems and components; Edwin J. Wagner for main coolant pumps and steam generators; William M. Hewitt for steam plant components; Philip R. Clark for reactor vessel, core, and refueling equipment and procedures development; Edwin C. Kintner for refueling operations; James W. Vaughan, Jr, for shielding and radiation; Alvin Radkowsky for reactor physics; William Wegner for reactor safety, personnel assignment, and training; and Kenneth L. Woodfin for fiscal matters.

On 18 April 1965, President Johnson at his Texas ranch announced yhat the navy and the commission were developing a nuclear-powered research vehicle, with Rickover responsible for the design and development of the propulsion plant. That same year Congress authorized construction of the ship. With growing concern, Naval Reactors reviewed the design work at Knolls and Electric Boat. Too many changes had been made to keep the vehicle small and light. A proposed computer system that would control more than 40 percent of the reactor power was unacceptable; it was too complex and too developmental.

Rickover tightened his reins, allowing no development where existing component design had shown successful military or commercial application. Anything more than minor modifications to a successful design had to receive the written approval of Naval Reactors. The same philosophy he carried over to other parts of the ship; the hull and installed equipment were to be nondevelopmental and within the demonstrated state of the art.

Later he was to doubt the wisdom of this decision. Although adequate for operations lasting a few hours below the surface, most components could not meet the demands of prolonged submergence. Procuring, testing, and inspecting such equipment as sonars, television sets, and lights took time and added greatly to the cost.

Electric Boat began erecting the hull on 10 June 1967. During his frequent visits to the yard, Rickover always took time to inspect the ship — some company officials believed he took an even greater personal interest in the NR-1 than he did in other projects. Her crew was to consist of two officers, three enlisted men, and two scientists. Her operational depth would allow her to explore the continental shelf.

The small pressurized water reactor would drive two externally mounted motors with propellers and provide power to four ducted thrusters to give her maneuverability. Television cameras and viewing ports offered views of the bottom and the surroundings. Rickover decided the NR-1 should have external wheels so that she could crawl along the bottom. Having no combat features whatsoever, she was to measure about 150 feet in length, 12 feet in diameter, and when submerged displace about 400 tons.