ap none RECOVERY OF E LOChEOO ToED 0 AVA 00 IOHM/181N RECOVERY OF DEEP RESEARCH VEHICLE ALVIN NAVSHIPS 0994-004-5010 DEPARTMENT OF THE NAVY NAVAL SHIP SYSTEMS COMMAND WASHINGTON, D. C. DECEMBER 1969 This technical report prepared for the Supervisor of Salvage, Naval Ship Systems Command, by Potomac Research, Incorporated. DEPARTMENT OF THE NAVY NAVAL SHIP SYSTEMS COMMAND WASHINGTON, D. C. 20360 FOREWORD The recovery of the Deep Research Vehicle ALVIN from a water depth of over 5,000 feet has several extremely significant aspects. First, and foremost, is that no recovery of an object of ALVIN’s size from such a great depth had ever been achieved, although the operation was conceivably within the state-of-the-art. Second, the development of lift line data played a key role in the recovery operations. Undeveloped un- til this time, this data is expected to play a vital role in enabling the Navy to understand the relationship of dynamic loading to total loading in the recovery of heavy objects from great depths. A third important aspect of this operation was the use for the first time of a single piece of very long nylon line, the behavior of which was not easily predictable, to lift a heavy object. The ALVIN recovery operations again emphasized that no task in which work in the deep ocean is performed should be considered rou- tine. The success of this operation is attributed to the technical exper- tise and initiative shown by the recovery force personnel, composed of representatives of the Naval Research Laboratory, Office of Naval Re- search, Submarine Development Group One, Supervisor of Salvage, Military Sea Transportation Service » Woods Hole Oceanographic Insti- tution, Naval Underwater Weapons Research and Engineering Station (Newport), and Ocean Systems, Incorporated. Of particular note is the cooperation, initiative, and excellence of seamanship displayed by the crew of USNS MIZAR, and the work performed by the crew of the Deep Research Vehicle ALUMINAUT. The ALUMINAUT crew’s ulti- mate success in the arduous task of affixing a toggle to ALVIN for the lift was a key factor in enabling the On-Scene Commander to carry out the recovery plan. Recognition must also be given to those personnel ll who supported the recovery force by contributing their skills, determi- nation, and many hours of effort to detailed planning, shipyard work, and testing of systems. The task of coordinating the diverse elements and positively directing the operation cannot be minimized. It was done with great effectiveness under the inspired leadership of Lieu- tenant Commander William I. Milwee, Jr., USN. This report has been prepared under the direction of the Super- visor of Salvage, U.S. Navy. The intent of the report is to fully docu- ment the procedures employed and the experiences encountered during ALVIN recovery operations so that in the future deep recovery salvors E. B. MITCHELL Captain, USN Supervisor of Salvage, U.S. Navy may profit from the information. ABSTRACT On 16 October 1968, the Deep Research Vehicle ALVIN was lost in 5,051 feet of water off the coast of Cape Cod, Massachusetts. At the time of her loss, ALVIN, owned by the U.S. Navy and operated as an item of Government Furnished Equipment by Woods Hole-Oceano- graphic Institution, Woods Hole, Massachusetts, had successfully com- pleted 307 dives since being put into operation in 1964. ALVIN gained international fame in 1966 when she located and helped retrieve a hy- drogen weapon lost off the coast of Spain. This 15-ton, 23-foot manned submersible, representing a 1.5 million dollar investment, is one of the few Deep Research Vehicles capable of 6,000-foot diving depths. These factors were important considerations in the decision to recover her. Although the basic operational plan for her salvage was considered feasible, recovery attempts in October and November of 1968 were un- successful due mainly to unfavorable weather conditions. The recovery of ALVIN was postponed until August 1969, when weather was more favorable. ALVIN was successfully raised on 1 September 1969. This was a unique operation since recovery of objects of this size from this depth had never been accomplished previously. The recovery of ALVIN represents a major step forward in the Navy’s ability to con- duct deep ocean engineering operations. The success of this salvage op- eration, which was under the direction of Lieutenant Commander William I. Milwee, Jr., USN, assigned from the Office of the Supervisor of Salvage, U.S. Navy, is attributable to the careful and thorough plan- ning and'preparation by all activities involved. CONTENTS FOREWORD ABSTRACT INTRODUCTION BACKGROUND FORMULATION OF SALVAGE PLANS LOCATING OF ALVIN BASIC SALVAGE CONSIDERATIONS Initial Concepts Lift Line Attachments Command and Support Ships Lift Line Stress Considerations SALVAGE PLANS SALVAGE OPERATIONS MOBILIZATION AND OUTFITTING LIFT ATTEMPT NO. 1 REPAIRS AND SALVAGE PLAN MODIFICATION LIFT ATTEMPT NO. 2 SUBMERGED TOW TO SHALLOW WATER FINAL LIFT FROM WATER CONCLUSIONS APPENDIX A. CHARTS APPENDIX B. VESSEL CHARACTERISTICS ill Joa yO o PP Bf BS 41 47 CONTENTS (CONT’D.) APPENDIX C. EQUIPMENT FOR ALVIN SALVAGE OPERATIONS 51 APPENDIX D. CALCULATIONS Section 1 — Calculations By Naval Ship Engineering Center 59 Section 2 — Calculations By Naval Research Laboratory Ud APPENDIX E. SALVAGE CORRESPONDENCE 113 APPENDIX F. COMMAND AND ADMINISTRATION 29 APPENDIX G. NAVIGATION PLANS 133 APPENDIX H. LIFT LINE LAUNCHING PROCEDURE 143 APPENDIX I. OUTFITTING AND TESTING OF VESSELS 145 LIST OF ILLUSTRATIONS Figure No. Title Page No. Frontispiece Deep Research Vehicle ALVIN 1 -Cross Section of ALVIN 3 2 Top View of ALVIN on Ocean Floor . 5 3 ALVIN Lift Line Attaching Devices 1 4 Lift Line for ALVIN Salvage Operations — Upper End 12 4 Lift Line for ALVIN Salvage Operations — Lower End 13 (cont’d.) Vill : Figure No. 25 26 LIST OF ILLUSTRATIONS (CONT’D) Title USNS MIZAR’s Rigging for Lift of ALVIN Attachment of Lift and Safety Lines to ALVIN Underwater Photo Showing Lift Line, Reel and Toggle in Place on ALUMINAUT Diver Inspecting ALUMINAUT’s Manipulators and Lift Line Toggle During Rehearsal Underwater View of First Toggle in Position on ALUMINAUT Underwater Photo of ALUMINAUT Paying Out Lift Line During Rehearsal Diver Checking Payout of Lift Line During Rehearsal Positioning Lift Line and Reel on ALUMINAUT View of ALVIN’s Stern Propeller Broken Away From Hull at Time of Accident ALVIN on Bottom View of ALUMINAUT Submerged Toggle Attachment System on ALUMINAUT ALUMINAUT Inspecting ALVIN While Holding on to ALVIN’s Sail with Her Manipulators Sketch of ALVIN Cradle for Surface Tow Diver Checking ALVIN’s Rigging for Tow Diver Lashing Nylon Web Net to ALVIN Underwater Rigging for Tow of ALVIN Through Center Well Rigging for Tow of ALVIN with Pontoons ALVIN Being Prepared for Hoist Aboard Barge ALVIN Being Hoisted Aboard Barge ALVIN on Barge Alongside MIZAR ALVIN, Wrapped in Protective Net, Resting on Barge Following Final Lift on 1 September 1969 Page No. 14 15 18 18 19 20 7all 22 24 25 2 28 29 30 31 32 33 33 35 36 36 37 D-4 D-5 D-6 D-7 D-8 D-9 D-10 D-11 D-12 D-13 D-14 D-15 D-16 F-1 G-1 G-2 LIST OF ILLUSTRATIONS (CONT’D.) Title ALVIN on Barge — View of Aft Broken Propeller Loss Area Chart Bathymetric Chart Peak Line Tension Versus Line Length for Case I Peak Line Tension Versus Line Length for Case II Peak Line Tension Versus Line Length for Case III — ALVIN Weight 9,000 Pounds Peak Line Tension Versus Line Length for Case Ili — ALVIN Weight 12,000 Pounds Analytical Model for Simplified Spring-Mass System Typical Elongation of Plimoor Nylon Rope After First Loading to 50% of Strength Load-Elongation Curves for New and Used Samson 2-in-1 Nylon Rope Total Line Load When U, = 2 and T=5 Total Line Load When U, = 2 and T= 7 Total Line Load When U, = 2 and T = 9 Total Line Load When U, = 5 and T=5 Total Line Load When U,, = 5 and T = 7 Total Line Load When U, =5 and T= 9 Total Line Load When U, = 7 and T= 5 Total Line Load When U, = 7 and T = 7 Total Line Load When U, = 7 and T= 9 Organizational Chart Navigation Plan “A” Navigation Plan “B” Page No. 38 43 45 61 61 62 Figure No. G-3 G-4 LIST OF ILLUSTRATIONS (CONT’D.) Title Navigation Plan for Backup Clump Lowering Plan ‘“‘A”’ Navigation Plan for Backup Clump Lowering Plan “‘B”’ Xl Page No. 139 141 Frontispiece. Deep Research Vehicle ALVIN. INTRODUCTION This report on the recovery of the Deep Research Vehicle (DRV) ALVIN has been pre- pared to provide a permanent record of the salvage operations, emphasizing the techniques developed and the lessons learned. Basically, the concept for this recovery operation was simple. However, it must be remembered that the recovery of an object of this size from a depth in excess of 5,000 feet had never been accomplished previously. Planning and execut- ing such an operation required flexibility and the development of alternative approaches to each phase. The execution of certain elements of this operation involved complex techniques and operational factors such as: Lift ship selection Submersible selection Lift device design Precision navigating and positioning Attachment of lifting line to ALVIN Long line lift from great depth Submerged tow techniques. Additionally, the success of any operational plan was to some extent dependent upon fa- vorable weather conditions. The main body of this report is a chronological narrative of the salvage operation. Supporting data have been included in Appendices A through I. Photographs and diagrams have been used throughout to support descriptions and details of the salvage operation. BACKGROUND During October 1968, a task force consisting of the catamaran Research Vessel (R/V) LULU, with ALVIN aboard, and the R/V GOSNOLD departed Woods Hole, Massachusetts, for at-sea operations. On 16 October 1968, ALVIN, with her three-man crew, was being launched from LULU to make a routine inspection of buoy moorings off the coast of Cape Cod. The moorings were located in over 5,000 feet of water approximately 10 miles west of Hydrographer Can- yon. ALVIN was being lowered over the side when two steel cables on the launch cradle of LULU snapped, causing ALVIN to plunge forward into the water. As ALVIN plunged into the water, LULU’s crew members held on to heavy nylon retaining lines, which had been attached to the side of ALVIN during launching. Simultaneously, LULU’s captain moved the catamaran forward providing clearance for the three-man crew inside ALVIN. ALVIN sank below the surface and popped up again allowing the three men inside to scramble safely out onto the side of LULU. ALVIN was down by the bow and flooding rapidly through a broken forward observation window in her conning tower (figure 1), thence through an open pressure sphere hatch. The retaining lines snapped, and the 15-ton submersible plunged to the ocean floor. GOSNOLD and LULU remained at the scene for 2 days following the acci- dent. They made a careful survey of the area and narrowed the search site to 1 square mile. ALVIN’s position was estimated as latitude 39°53.5’ N and longitude 69°15.5’ W. (Refer to Appendix A, figure A-1, a chart of the loss area.) The extent of damage sustained during the mishap could not be fully known until ALVIN was found and raised. However, ALVIN’s stern propeller was observed to have been knocked off during the accident, and it was felt that there might have been other dam- age to the stern area, which encloses the trim tanks, buoyancy controls, and the steering propulsion mechanism. Salt water damage to the instrumentation in the pressure sphere was expected to be extensive. The depth to which ALVIN had sunk was not a factor in estimating damage, as she was capable of dives to 6,000 feet. (For detailed vessel characteristics, refer to Appen- dix B.) The bottom was thought to be firm clay covered by silt, and impact damage would depend on the exact angle and speed with which she hit bottom. The consensus was that she dropped at a speed of approximately 10 knots, at a 45° to 60° nose-down angle, and with hatch open. An operation to recover ALVIN was initiated immediately. The DRV DOWB and R/V CHAIN were used; however, difficulties with DOWB and the onset of North Atlantic winter caused the operation to be terminated on 23 November 1968. In the ensuing months, further consideration was given to the recovery of ALVIN. The following factors were considered adequate to justify planning a salvage operation for 1969: NIA TV £0 U01Iag sso1Q “] ans 15A5d€ ra L 0 SSY3AHdS isviiva JSV319Y JY3AHdS AY31LVE FJIAVINVA LOANNOOSIG 3JON31OS WALSAS 1W918193914 i YOIAYSS3Y sae ee WO AYALLVE SWALSAS WIYL S3IHSLLVE AYNIYAW GNV NOISTNdOYd —— = NOIS71NdOdd NIV SYOLVYLAINAd Wd9IH1L9474 TINH HONOYHL >NVL WIHL AYNDYSW >NVL WIYL AUYNDYAW ¥3173d0ud NYSIS S3Y3HdS AONWAONA eo SAWS l ONILLI4 1417 NYaLS Vay Se : ee HOLVH ONINNVOS WV¥Y ONIY331S S3Y3HdS Ha714d0ud 1410 dYdHdS aswalawa 3uYNSSaYd = a YIV ISd 000 MOGNIM MOGNIM 3A1VA aoo14 TR NOILVAY3aSaO GNV LNJA 1IVS O GuVvMHO4 _—<— } 314498 GNV NAA 11VS YaMOL Yee ONINNOO HOLVH TIVS 4 1. The salvage value of this highly successful submersible would far exceed the antici- pated cost of any recovery operation. 2. While such a recovery was considered within the state-of-the-art, no recovery of an object this size from such great depths had ever been achieved. A practical deep ocean op- eration such as this could prove the technologies and techniques involved and reveal any deficiencies. 3. Studies conducted subsequent to the recovery would provide otherwise unobtain- able information on materials behavior in a deep ocean environment. ox FORMULATION OF SALVAGE PLANS LOCATING OF ALVIN On 10 June 1969, ALVIN was found and photographed by a towed sled of the USNS MIZAR (T-AGOR-11), a research vessel operated by the Military Sea Transportation Service for the Naval Research Laboratory. The location of ALVIN was determined as latitude 39°52.2’ N and longitude 69°11.5’ W, approximately 88 miles southeast of Nantucket Island and 135 miles from Woods Hole. (Refer to Appendix A, figure A-1.) ALVIN was found to be upright with her bow down about 10° to 15°, resting in approx- imately 2 to 3 feet of soft, silty mud. The sail hatch was open (figure 2), but it was not pos- sible to determine from the photographs that were taken if the pressure sphere hatch was open. The pressure sphere hatch, which was spring loaded to remain open and restrained by elastic cord, had been open when ALVIN went down; it was probable, therefore, that it was still open unless the force of impact with the bottom caused it to close. Except for the stern pro- peller and shroud, torn loose by contact with LULU at the time of the casualty, ALVIN ap- peared to be intact. BASIC SALVAGE CONSIDERATIONS After location of ALVIN by MIZAR, conferences were conducted during June and July 1969 to formulate salvage plans. Representatives from the Office of the Supervisor of Salvage, U.S. Navy (SUPSALV); Office of Naval Research (ONR); Naval Material Command (NAVMAT); Naval Ship Systems Command (NAVSHIPS); Naval Ship Engineering Center (NAVSECG); Woods Hole Oceanographic Institution (WHOI); and Ocean Systems, Inc. (OSI) met to review numerous recovery plans and to determine which was best suited for the ALVIN Figure 2. Top View of ALVIN on Ocean Floor. recovery. Also, equipment lists were developed, ships and craft to be assigned to the recovery force were recommended, and modifications required for each of these vessels were determined. Initial Concepts The basic recovery concept was to (1) relocate ALVIN; (2) attach a lifting line with the assistance of cither an unmanned tethered device or a manned deep research vehicle; (3) winch ALVIN to the surface with a lift ship; and (4) tow her to port or into shallow water for lifting from the water. Careful consideration was given a number of factors that would bear signifi- cantly on the recovery attempt. For example, the date of the recovery operation would be de- pendent upon weather conditions. (The unsuccessful salvage attempt of November 1968 had emphasized that the weather would be a major factor in the salvage attempt. From past weath- er history, it was determined that the most favorable weather could be expected during July, August, and September.) Also, the water depth and lift weight would dictate the type of lift line, the recovery device, the surface support ship, and the lift ship that could be used. The weight of ALVIN was carefully considered. Recovery of objects of this size from such a depth had not been accomplished previously. ALVIN, with a weight of 31,500 pounds in air, was estimated to weigh 8,800 pounds in water with the sphere flooded, assuming that the syntactic foam was still fully effective. Syntactic foam is known to suffer water permea- tion during long exposures at elevated pressure. There was neither experience nor data avail- able on the effects of submergence at this depth for such a long period; accordingly, the loss of buoyancy could not be accurately estimated. If the entire syntactic buoyancy of 9,300 pounds had been lost, the in-water weight would be increased to 18,100 pounds. Complete loss of buoyancy imparted by the syntactic was not, however, considered probable; the antic- ipated loss was expected to be 30 percent or less. An additional factor affecting the lift was bottom breakout. Breakout forces were ex- pected to be as high as 25 percent of the in-water weight of ALVIN. Since these forces are dependent upon the time period over which the force is applied, it was estimated that the breakout force could be reduced to about 10 percent of the in-water weight if a gradual breakout was effected. In consideration of the depth and lift weights involved, a single piece of 4 1/2-inch Columbian double-braided nylon line with a nominal length of 7,000 feet and a breaking strength of 53,000 pounds was selected as the primary lift line. Two back-up lift lines would also be provided, one of 4 1/2-inch double-braided Samson nylon and the other of 8-inch polypropylene. (A complete listing of the equipment used during the ALVIN sal- vage operations is given in Appendix C.) Lift Line Attachments Potential methods for attachment of the lift line to ALVIN were evaluated with respect to operational requirements and cost factors. Tethered Devices. Three tethered devices were available for consideration; two of these, however, did not meet the depth requirements and would present positioning and maneuvering problems. Conversion and testing of these two devices would require unwarranted expendi- tures of time and money. The third available tethered device, CURV, met the depth require- ments; however, she had one disadvantage in that she could not take the recovery line down to ALVIN, but rather must rely on surface placement in the vicinity of ALVIN. Manned Submersibles. Three manned submersibles were considered for this operation, DEEP QUEST, DOWB, and ALUMINAUT. DEEP QUEST was ruled out, as it is mandatory that her support platform, the TRANSQUEST, be used at all times. This would present pro- hibitive transit time and costs from her home port of San Diego to the East Coast. DOWB, used during the 1968 ALVIN salvage operations, was considered too vulnerable during launch and recovery, even considering the use of support platforms with special handling systems. Also, DOWB’s optical viewing system had encountered difficulties during past operations of this nature. The third submersible considered for use as the recovery device, and the one finally selected, was the DRV ALUMINAUT, owned by Reynolds Submarine Service Corporation, Miami, Florida. She had the capability of performing the entire operation essentially as a self-contained unit, being capable of carrying the recovery line to the bottom and attaching the line with her two manipulators. In addition, she was available for immediate operations. Command and Support Ships Command Ship. MIZAR offered unique advantages for a command and lift ship for ALVIN. She was equipped with computerized facilities for accurate navigating and tracking from prepositioned transponders. Her large, stable platform could accommodate a 50,000- pound-pull traction winch, and she could handle a large lift line. The ship could provide tie- down points for additional safety harnesses, nets, and straps placed on ALVIN once she had been raised to near the surface. Additionally, the ship could lift either over-the-side or through its center well. Support Ship. The offshore supply boat M/V STACEY TIDE was selected as the support ship to tend ALUMINAUT, to track her position underwater, and to maintain position rela- tive to a bottom transponder/pinger, which marked ALVIN’s position. Lift Line Stress Considerations - Dynamic response and stress calculations (detailed in Appendix D) indicated that lifting over the U-frame on the starboard side of MIZAR, as was initially proposed, would result in lift line stresses exceeding breaking strength, particularly at very short line lengths. The anal- yses, performed by the Naval Research Laboratory (NRL) and NAVSEC, revealed that lifting through the center well would eliminate the effects of ship roll and pitch, which would reduce lift line resonances to well below the critical point. SALVAGE PLANS After careful consideration of the aforementioned factors, the decision was made to con- duct the recovery of ALVIN during August 1969. On 6 August 1969, the Chief of Naval Research tasked SUPSALV with the responsibility for the recovery of ALVIN. Lieutenant Commander William I. Milwee, Jr., USN, from SUPSALYV, was assigned over-all project responsibility. Prime contract assistance was pro- vided by Ocean Systems, Incorporated. The units in the assigned recovery force and their primary functions were as follows: Afloat Units USNS MIZAR DRV ALUMINAUT M/V STACEY TIDE R/V CRAWFORD Support Activities Boston Naval Shipyard Woods Hole Oceanographic Institution Command ship, relocating, computer ranging and tracking, and salvage lift. Under contract to OSI to provide on-site search, physical investigations, and to act as a self-con- tained system for lift toggle insertion complete with lift line. Support ship for ALUMINAUT and secondary ploiting, tracking, and underwater communica- tion center. Provide extra accommodations, and back-up plotting and underwater telephone communica- tions. Initial staging base. Provide industrial support to accomplish fabrication and installation of lifting gear and deck arrangement on MIZAR under direction of on-scene SUPSALV repre- sentative. Furnish R/V CRAWFORD, plotting and re- cording personnel, and requested support ser- vices to on-scene SUPSALV representative. Also, function as communications and logis- tics base and public affairs center. Salvage correspondence, and a listing of personnel and activities involved in the salvage operation, are given in Appendices E and F, respectively. It was imperative that each step of the salvage operation be carefully planned. A detailed preliminary plan was developed, supplemented by a number of alternative actions. Of partic- ular importance in making recovery plans was whether ALVIN’s sail hatch was open or closed, and if closed, whether it could be opened. Although MIZAR had previously located and photo- graphed ALVIN in June 1969, and the pictures showed ALVIN’s sail hatch open, it could not be determined if the pressure hatch was open. SUPSALV’s detailed plan for recovering ALVIN consisted basically of the following steps: - Relocating and marking . Attachment of lift line . Lift to surface . Diver survey and attachment of safety lines Tow to shallow water . Final lift and salvage. 1. Relocating and Marking. MIZAR would return to the site where she had located ALVIN in June 1969, relocate ALVIN, drop a transponder to mark datum, and then pro- ceed to Boston Naval Shipyard for outfitting. Upon receipt of a favorable weather fore- cast, the ships, with ALUMINAUT under tow by her support ship, would get underway for the recovery site. MIZAR would return to the site, position herself over ALVIN using the transponder as reference, and maintain station. Upon arrival on-site, ALUMINAUT would receive the lift line, lifting bridle with attaching devices, an AMF transponder, and a hatch opening device. The lift line, wound on a reel, would be mounted on special brackets mounted on ALUMINAUT’s bow. ALUMINAUT would make a test dive to check out all systems. If all was satisfactory, she would continue her descent. MIZAR would interrogate the AMF transponders on the bottom and on ALUMINAUT using a frequency of 16 kHz, and both transponders would answer on 10 kHz. Utilizing a tracking computer, the tracking and plotting team would vec- tor ALUMINAUT to the transponders. Once ALUMINAUT was on the bottom, it was planned that she would use her Straza sonar to interrogate and home in on a CTFM transponder with a maximum range of 800 yards. ALUMINAUT’s CTFM sonar should acquire ALVIN at 500 yards. STACEY TIDE would also track ALUMINAUT. If the computer did not work, an alternative action would be taken. A second AMF transponder would be put down at a known position relative to the first transponder and, by use of a multiple-range system, the tracking team would be able to compute MIZAR’s position relative to the bottom markers. The tracking team would then conn ALUMINAUT to the first transponder until ALUMINAUT acquired the CTFM transponder. ALUMINAUT, when within 500 yards of ALVIN, should then have both ALVIN and the first transponder acquired on her sonar. (This alternative plan was not used, however, as the primary plan was success- ful.) Using bathymetric charts previously made (refer to Appendix A), search navigation was considered to be sufficiently accurate to ensure placing the first transponder on the bottom very close to ALVIN, provided there was no excessive current. Should the transponder not be sufficiently close to ALVIN, ALUMINAUT would move it closer. Appendix G gives a more detailed account of these navigation plans. 2. Attachment of Lift Line. Once ALVIN was found, a careful inspection would be made and a report given to surface forces. If her sail hatch was found open, or if found closed and successfully opened with either the magnetic device or ALUMINAUT’s manipu- lators, the primary attachment system would consist of a two-legged lifting bridle. Attached to one leg of the bridle was a specially designed toggle for insertion into the pressure sphere hatch. The other leg contained an attaching hook to be fastened to ALVIN’s stern lift fitting. The lifting devices are shown in figure 3. ALUMINAUT would insert the toggle bar through ALVIN’s sail and pressure sphere hatches, trip the latch so that the toggle bar would assume a horizontal position inside the sphere, then lock the toggle bar in position so that it would not pull free and so that vertical motion would be held to a minimum. The stern hook on the other leg of the lifting bridle would then be attached to ALVIN’s stern lift fitting. Once the attachment to ALVIN was made, ALUMINAUT would surface slowly, paying out the lift line from the reel. After ALUMINAUT surfaced, the bitter end of the lift line would be transferred to MIZAR for handling and recovery. Should ALUMINAUT not be successful in attaching the lift line as described above, alternative plans were prepared for both lowering the lift line and for attaching the lift line to ALVIN. The alternative method for lowering the lift line required that the line be trans- ferred to MIZAR for lowering. A full description of this procedure is given in Appendix H. Figure 4 shows the lift line and clump design. ALUMINAUT would then submerge, locate the line and toggle, and insert the toggle for lifting as initially planned. If ALVIN’s sail and pressure sphere hatches were not open, and could not be opened, a nylon line wrapped with canvas chafing gear and weighted with shot would be passed around the bow forward of the pressure sphere and frame, through the lifting pad in the after-body, and then married to the main lift line. Recovery would then proceed as in the primary plan. 3. Lift to Surface. After the lift line had been attached to ALVIN, the bitter end would be rigged through MIZAR’s center well and wound onto the traction winch (figure 5). ALU- MINAUT would descend again, staying well clear of the line but keeping it in sight. 10 36-INCH-LONG, %-INCH-DIAMETER ROD 108-INCH-LONG, 1-INCH WIRE INSIDE A 1%-INCH (INSIDE DIAMETER) ALUMINUM PIPE TOGGLE BAR IN VERTICAL POSITION FOR INSERTION INTO SPHERE 44-INCH-LONG ALUMINUM QUICK RELEASE PULL PIN TOGGLE BAR ALVIN FRAME BAR " SELF-LOCKING ae Ss HINGED DOGS a RAISE TO ( aes Sey ALLOW INSERTION OF FRAME BAR TOGGLE BAR IN HORIZONTAL POSITION AFTER INSERTION IN SPHERE TOGGLE BAR STERN HOOK Figure 3. ALVIN Lift Line A ttaching Devices. 11 BENTHOS FLASHING LIGHT 8.4-TON INFLATABLE PONTOON GEODYNE FLASHING LIGHT LARGE SOFT EYE (THIMBLE TAPED IN) 30-INCH SPHERICAL STEEL BUOY TAG PENDANT GRAFT SPLICE 750 FEET OF 4%-INCH NYLON LIFT LINE (THREE STRAND) 6,450 FEET OF 4%-INCH SFEICE NYLON LIFT LINE CONTINUED ON PAGE 13 Figure 4. Lift Line for ALVIN Salvage Operations — Upper End. 12 CONTINUED FROM PAGE 12 GRAFT SPLICE DOUBLE BECKET SEWN (500-POUND TEST) SYNTACTIC FOAM (120 POUNDS BUOYANCY) LIFT LINE . so ae Ge 3/16-INCH WIRE RUBBER HOSE FOR NOISE REDUCTION {— 98° AMF TRANSPONDER (8-11 kHz) i 93’ STRAZA 37 kHz BEACON ye 86’ BENTHOS FLASHING LIGHT oy SEWN (500-POUND TEST) DOUBLE BECKET ep EYE-SPLICE = 65’ a 18° “PULL” RELEASE 3" TOGGLE TRIGGER 15! qq FAIRING STOP BRACKET SHHHH— DISTANCE SELF-LOCKING AO: ANCE UNS Mis STERN LIFT 20-POUND TEST LASHING ATTACHMENT HOOK : 5 44-INCH TOGGLE BAR 5! GRAFT SPLICE 50 FEET OF 4%-INCH + A NYLON TOGGLE LINE 60 FEET OF 4%-INCH NYLON STERN LIFT LINE STIMSON ANCHOR 25 BIGHTS (500 FEET) HEADACHE BALLS (1,200 POUNDS EACH) Figure 4 (cont'd). Lift Line for ALVIN Salvage Operations — Lower End. 13 FOUR-PART BRIDLE IN OVERHEAD OF CENTER WELL es SS BoE LOAD CELL oe TRACTION WINCH au SPECIAL BLOCK 4 CENTER WELL SS CARRIAGE SS SPECIAL PAD ,3/ TAKE-UP WINC L oS BELL MOUTH 4%-INCH NYLON LIFT LINE TO ALVIN Figure 5. USNS MIZAR’s Rigging for Lift of ALVIN. Once ALUMINAUT had positioned herself clear of ALVIN, and had so reported, the lifting of ALVIN would begin. MIZAR would haul the line in slowly until a steady force of 14,000 pounds was achieved; hauling then would be stopped to allow for a gradual breakout. Once breakout had occurred, ALVIN would be lifted smoothly and continuously at a fixed speed of 35 feet per minute. The dynamometer would be observed at all times and loads re- corded every 500 feet. Load surges would also be recorded. The lift line would be marked at 500-foot intervals, and at 100-foot intervals from the lower end to the first 500-foot mark. The final 100 feet would be marked in 10-foot increments. Conditions permitting, ALVIN would be lifted steadily until the final 10-foot marker was observed. At this point, the lifting would be stopped. ALVIN would then be approxi- mately 50—60 feet below MIZAR. 4. Diver Survey and Attachment of Safety Lines. A team of divers would enter the water, carefully survey ALVIN, and then surface to report their findings. An 85-foot-long, 1-inch wire pendant, attached to a four-part bridle from the overhead of MIZAR’s center well, would then be lowered (figure 6). Divers would shackle the lower FOUR-PART BRIDLE IN OVERHEAD OF CENTER WELL 4%-INCH LIFT LINE MIZAR 1-INCH WIRE (85 FEET) FROM FOUR-PART BRIDLE SHACKLED INTO TOGGLE EYE TOGGLE ON 4%-INCH NYLON LINE (50 FEET) STERN HOOK ON 4%-INCH NYLON LINE (60 FEET) ALVIN Figure 6. Attachment of Lift and Safety Lines to ALVIN. 15 end to the ring at the upper end of the toggle in ALVIN’s sphere. The 4%-inch lift line would then be payed out slowly until the load had decreased to 5,000 pounds, indicating that the primary support force was exerted by the 1-inch wire. Actions would then be taken to increase buoyancy and lighten ALVIN. Divers would actuate ALVIN’s external solenoids to permit drop-weights to fall free. ALVIN’s manipu- lator arm, released by a trip, and the broken after propeller section, to be freed by divers cutting hydraulic hoses, would be recovered in slings lowered from MIZAR. If possible, ALVIN’s ballast spheres would be blown dry. Safety slings would then be attached to ALVIN. Divers, after removing the cover plates over the personnel sphere cradle, would pass the slings through and around the cradle strong points. The slings would be shackled into stopper lines from the center well. To ensure relocation should a catastrophic failure occur, a 37 kz pinger would be strapped to ALVIN. Additionally, as a safety backup and to prevent equipment losses, a pre- fabricated nylon web net would be wrapped around ALVIN and made fast to the 4¥%-inch lift line. ALVIN would then be rigged with a towing bridle from the fore deck of MIZAR in order to maintain proper towing attitude while underway. 5. Tow to Shallow Water. MIZAR, with ALVIN in submerged tow, would proceed at approximately 2 knots towards Nantucket Island. This would gain shallow water along the track (after about 45 hours transit time the water depth would be less than 100 feet). Should the weather ‘‘make-up”’ at anytime during tow, the tow course would be altered at the discre- tion of the On-Scene Commander to permit ALVIN to be towed to the nearest sheltered point to Woods Hole. Weather and tow conditions permitting, the maximum distance toward shore would be made prior to any “‘let-go” decision. Once in shallow water, ALVIN would be set down on the bottom. A lifting rig would be made up using MIZAR’s U-frame, and ALVIN would be lifted to the surface. When ALVIN reached the interface the sphere would be dewatered and the ballast blown. She would be placed in a cradle for tow on the surface to Woods Hole. 6. Final Lift and Salvage. Upon arrival in port, it was planned to remove ALVIN’s towing rig, then lift her from the water. As the final salvage phase, measures would be taken to prevent corrosion to ALVIN’s components. After delivery to her owner, the Office of Naval Research, the restoration process would begin, and a thorough examination would be conducted to determine the effects of submergence upon her systems. 16 SALVAGE OPERATIONS MOBILIZATION AND OUTFITTING Mobilization and outfitting of recovery forces began on 5 August at Boston Naval Ship- yard. (Refer also to Appendix I, Outfitting and Testing of Vessels.) Outfitting of units en- tailed installation and testing of special equipment and gear. ALUMINAUT was outfitted in order to be prepared to dive immediately upon reaching the recovery site. Equipment was tested under simulated at-sea conditions. The completion on 12 August of the static and dy- namic load tests of MIZAR’s lift system ended the fitting-out period. ALUMINAUT, under tow of STACEY TIDE, departed that evening for bay trials at Provincetown, Massachusetts, and MIZAR sailed for the recovery site to commence search runs. LIFT ATTEMPT NO. 1 Upon arrival on-site at 0400 on 13 August, MIZAR commenced bathymetric and photo- graphic runs to positively locate ALVIN. A random search pattern was deemed the best method with the highest probability of detection because of the inability of MIZAR to dy- namically position her camera-carrying vehicle. The first two camera runs by MIZAR were unsuccessful. Meanwhile, STACEY TIDE and ALUMINAUT were conducting rehearsals at Province- town. ALUMINAUT experienced considerable difficulty in handling the lift line and reel during transfer from STACEY TIDE. The addition of a wooden A-frame on the bow of ALUMINAUT greatly facilitated loading of the reel and was believed to be the solution to the handling problem. Figures 7 through 11 show the lift system in operation during the Prov- incetown trials. MIZAR continued the underwater search. The third camera run, conducted on 15 August, relocated ALVIN and obtained one photograph. The positive location of ALVIN eliminated the necessity for time consuming and costly searching with ALUMINAUT. MI- ZAR continued her camera runs until the remainder of the salvage forces arrived on the scene. Photographs obtained during the fourth and fifth camera runs gave no significant additional information, but verified that ALVIN was not embedded in the bottom further than previ- ously thought. 17 Figure 7. Underwater Photo Showing Lift Line, Reel and Toggle in Place on ALUMINAUT. Figure 8. Diver Inspecting ALUMINA UT’s Manipulators and Lift Line Toggle During Rehearsal. 18 Figure 9. Underwater View of First Toggle in Position on ALUMINA UT. 19 Figure 10. Underwater Photo of ALUMINAUT Paying Out Lift Line During Rehearsal. 20 Figure 11. Diver Checking Payout of Lift Line During Rehearsal. CRAWFORD arrived on scene early morning of 16 August. ALUMINAUT arrived that evening at 1900 and preparations for her first dive began immediately. However, the com- bined hazards of darkness and rising seas brought rigging of ALUMINAUT to a halt at 2300. On the morning of 17 August, the salvage team resumed the difficult task of transferring the reel carrying the lift line from STACEY TIDE’s deck and inserting it in brackets on ALU- MINAUT’s bow (figure 12). Rough seas with 5- to 7-foot swells and 20-knot winds hampered operations. The lift line reel, a backup reel, and ALUMINAUT’s reel support bracket were badly damaged. The decision was made at noon to use the alternative plan for lowering the line (Appendix G). Work to transfer the line and equipment from STACEY TIDE to MIZAR, assemble a backup clump, and rig MIZAR continued throughout the night and into the morning of 18 August. Because of worsening weather and anticipated effects of Hurricane Camille, an a- round-the-clock effort for rigging and diving preparations was mounted. The lift line clump consisted of a syntactic foam block (120-pound buoyancy), an AMF transponder, a Straza beacon, a Benthos flashing light, 500 feet of the lower end of the lift line made up into twen- ty five, 20-foot bights lightly sewn together, an aluminum toggle bar, and a special stern hook 21 a. Hoisting of lift line and reel into water. : b. Towing to ALUMI- NAUT. Note reel support brackets. c. Fitting lift line reel in reel support brackets. Figure 12. Positioning Lift Line and Reel on ALUMINAUT. for the after lift fitting. Two 1,200-pound steel balls and a Stimson anchor were added to this assembly for holding position on the bottom. The lift line consisted of 6,450 feet of 4%- inch Columbian double-braided Plimoor nylon line to which was spliced an additional 750 feet of 42-inch three-strand nylon line. The first two attempts to lower the clump failed when the clump was hauled to a vertical position because the light lashings on the bights parted, dumping the line on the deck. The third attempt was successful, and the clump was lowered to the bottom at 1856, 18 August. MIZAR, using her computer and the transponder on the line, maneuvered above ALVIN and placed the clump within 100 yards of her. Two and one half hours of “‘flying”’ the clump were required to position it properly on the bottom. After paying out the remaining line, a large salvage pontoon and a watch buoy were attached to the end of the lift line and cast a- drift. At 2005, ALUMINAUT submerged for her first dive, and, upon reaching the bottom, be- gan the search for ALVIN. The search effort was hampered when ALUMINAUT’s Straza so- nar failed; however, MIZAR was able to direct ALUMINAUT to within visual range of AL- VIN. Upon arrival in the vicinity of ALVIN, ALUMINAUT experienced difficulty in observing ALVIN, as clouds of fine silt had been stirred up from the bottom. Dispersal of the silt clouds was slow because current was less than 1/2 knot. After waiting for the water to clear, ALU- MINAUT carefully surveyed ALVIN and reported that, except for her damaged stern area, she was intact (figures 13 and 14), and her sensitive mechanical arm was still attached. ALUMINAUT, using her manipulators, climbed ALVIN’s sail “‘hand-over-hand.”’ During this exercise, which was harder work for her manipulators than had ever been experienced, the manipulator thermal overload repeatedly tripped, delaying the operation. Shortly after midnight, ALUMINAUT announced that ALVIN’s pressure sphere hatch was open and un- obstructed. ALUMINAUT next went in search of the clump. Upon locating the Benthos light on the lift line above the toggle, she descended vertically but was unable to locate the toggle. She as- cended again and then followed the line, which was tending at an angle, to the bottom. She found the toggle and clump intact, pulled the toggle away, and carried it to ALVIN. While moving the toggle to ALVIN, ALUMINAUT lost her vertical motion motor. For the next sev- eral hours, she attempted to insert the toggle bar in the open hatch. The line leading from the end of the toggle became fouled under ALVIN’s stern creating a moment that tended to upset the toggle balance. Other difficulties were encountered in handling the toggle because of the buoyancy material breaking free and changing the balance point. Hampered by lack of 2S) Figure 13. View of ALVIN’s Stern Propeller Broken Away from Hull at Time of Accident. Hydraulic hoses kept this section attached to main portion of ALVIN. maneuverability, a failed Straza sonar, and having expended all battery and life support sys- tem endurance, ALUMINAUT was ordered to leave everything in place and to return to the surface. She surfaced shortly after 0830, 19 August, for repairs and battery recharge. High winds and heavy seas made battery recharge impossible. Waves of 5 to 7 feet were breaking over ALUMINAUT, and seawater was pouring into her hatches, opened for the re- charging operation, causing grounds in the submersible. Closing the hatches during battery charging was not possible because it was necessary to ventilate the boat to remove hydrogen ; Figure 14. ALVIN on Bottom. 25 gas gencrated during charging. Because side effects of Hurricane Camille were causing wor- sening weather in the operating area, the entire recovery force was ordered to return to Woods Hole in order to make repairs and to recharge ALUMINAUT’s batteries in protected waters. The ships left the site late on 19 August, leaving the lift line, with pontoon and watch buoy attached to the bitter end, in place. MIZAR and CRAWFORD arrived at Woods Hole carly on 20 August, followed by STACEY TIDE and ALUMINAUT early the following day. The crews were confident that with a properly operating submersible they would be able to retrieve ALVIN on the next attempt. REPAIRS AND SALVAGE PLAN MODIFICATION Repairs to known malfunctions were accomplished quickly at Woods Hole on 21 August. However, during testing, a malfunction developed with a manipulator, which necessitated re- moving ALUMINAUT from the water. ALUMINAUT was sent to Boston on 22 August, where she was lifted out and repairs effected. Because the original pendant holding the toggle was fouled on ALVIN, an alternate meth- od of placing the primary lift device was prepared. A new toggle bar was built with a basic structure identical to the original one; however, aluminum angle was placed over the toggle handle pipe to form a square section, and the syntactic flotation material was placed on one side with a standoff. This arrangement allowed ALUMINAUT to grasp the toggle bar handle at any point. Since the only syntactic foam material available was of relatively high density (39 pounds per cubic foot), the maximum toggle bar dimension was increased to 16 inches, which made it difficult to handle through ALVIN’s 20-inch hatch. Attached to the toggle was a 25-foot nylon pendant with a snap hook on the tag end which was to be snapped onto the ring at the lower end of the lift line. It was planned to lift ALVIN from one point using the toggle bar as the only lift device. This was considered safe, because visual inspection indicated that the joint between ALVIN’s fore- and after- bodies was in excellent condition. In addition, equitable division of the load between the toggle and stern hook would be difficult to achieveif a two-point lift were to be attempted. ALUMINAUT?’s floodlight boom, removed to make room for the lift line, was replaced on her bow. A system was rigged to carry the toggle on the boom, leaving both of her manip- ulators free (figures 15 and 16). It was planned that ALUMINAUT would, as before, use her manipulators to grasp the steps and lifting padeyes on ALVIN’s hull. When ALUMINAUT was in an almost vertical position, she would lower the bar into ALVIN’s hatch and trip the holding pin so that the bar would swing perpendicular to the hatch and become securely lodged. She would then grasp the tag end of the toggle line and snap it into the lift line ring. Figure 15. View of ALUMINA UT Submerged. LIFT ATTEMPT NO. 2 On 27 August, the task force assembled once again at the recovery site. The buoy and pontoon supporting the lift line were still in place. ALUMINAUT, with four crew members and two observers, commenced diving at 1328 carrying the new toggle. She submerged about 2 miles from ALVIN’s position, rather than being surface-towed closer, as it was felt that tow- ing in the sea conditions that existed was likely to damage the new toggle mounting. MIZAR, being held near ALVIN’s position, was unable to acquire ALUMINAUT with her tracking sys- tem for several hours. She was then relocated over ALUMINAUT in order to conn her to AL- VIN. After a 5-hour submerged transit, ALUMINAUT reported that ALVIN was on her star- board bow. { 27 BOOMS WITH TOGGLE CROSS BAR WATER LIGHTS WITH RELEASE UNDERWAT ALUMINAUT SYNTACTIC BUOYANCY MATERIAL TOGGLE RESTING ON BOOMS : : > a LY, Lp 2 cae A === C7 egies MANIPULATORS 25-FOOT LINE WITH SNAP HOOK Figure 16. Toggle Attachment System on ALUMINAUT. ALUMINAUT then began efforts to insert the toggle bar in ALVIN’s hatch. She used one manipulator to hold onto ALVIN (figure 17) and the other to grasp the toggle bar han- dle. The toggle bar was difficult to maneuver because the syntactic material made it almost positively buoyant, and the joint between the toggle bar and wire handle was unexpectedly flexible. The toggle bar was nearly inserted in the sphere several times, only to float out again. The toggle was finally inserted after ALUMINAUT tore away part of ALVIN’s fiber- glass sail with her manipulators in order to properly position the toggle. ALUMINAUT then secured the tag end of the toggle line to the main lift line by attaching a snap hook to the ring which supported the original toggle and stern hook. No stern hook was to be used for this lift attempt. ALUMINAUT then moved above ALVIN, grabbed the lift line, and, by using her vertical lift propulsion system, tugged on the line. The line held indicating that the tog- ele was firmly emplaced. Next ALUMINAUT searched for 2¥2 hours to locate the steel balls and Stimson anchor to cut them free from the lift line. This search was unsuccessful, and ALUMINAUT surfaced at 0615, 28 August, after a dive of almost 17 hours. 28 Figure 17. ALUMINAUT Inspecting ALVIN While Holding on to ALVIN’s Sail with Her Manipulators. During ALUMINAUT’s dive, winds had died to less than 5 knots and seas had abated. Near ideal conditions existed when the lift of ALVIN began. The spherical buoy and pon- toon supporting the bitter end of the lift line were brought alongside MIZAR, and the line was run through the center well to the traction and take-up winches. The buoy and pontoon were removed, and at 0830 MIZAR began hauling in on the lift line. At 1107, the readout for the load cell on the lift line steadied at 9,000 pounds indicating breakout had occurred. The low lift force, which was approximately equal to the in-water weight of ALVIN, indicated that the syntactic material was still fully effective. There was an approximate 200-pound re- duction of lift force at breakout. The lack of appreciable breakout was attributed to the following: (1) the shape of ALVIN’s lower hull was almost ideal for breakout; (2) the ocean floor was a shallow layer of unexpectedly soft silt over hard clay; and (3) the lift force was exerted at an angle to the vertical tending to roll ALVIN off the bottom. Lifting proceeded smoothly and without incident. When the syntactic foam block, AMF transponder, Benthos light, steel balls and Stimson anchor came to the surface, they were re- moved from the lift line and stayed off for later recovery. 29 The lift was stopped when the lifting ring came up clear of the water and ALVIN was at 100 feet. Divers inspected ALVIN and attached her regular lifting bridle, which was suspended from an 85-foot-long, l-inch wire pendant through MIZAR’s center well. Divers then secured loose and hanging equipment (such as propulsion motors and the manipulator) to ALVIN and commenced rigging for tow. Because dives at the 100-foot level were rapidly using up the divers’ no-decompression dive time, ALVIN was yard-and-stayed alongside MIZAR in order to raise her closer to the surface and haul her to shallow depth. To accomplish this, a 6-inch nylon line was attached to the lifting bridle and the 4%-inch lift line was removed. The 44-inch lift line was then rerigged over MIZAR’s U-frame to the lift- ing bridle, and the l-inch wire pendant was removed. (At no time were there less than two lines attached to ALVIN.) ALVIN then was hauled alongside MIZAR to a depth of about 30 feet. An attempt was made to float ALVIN; however, leaks in the main ballast tanks prevent- ed blowing them dry, and the toggle bar was jammed in the hatch, precluding insertion of the suction hose into the pressure sphere for dewatering. Had ALVIN been floated, she would have been supported in a cradle constructed of the inflatable pontoons, nylon net, and heavy timbers (figure 18). Because ALVIN could not be floated, she was lowered and rigged for sub- merged tow (figure 19). A protective nylon net (figure 20) was rigged around her to prevent accidental loss of any parts while under tow. NYLON NET WRAPPED AROUND PONTOONS PONTOONS RIGGING TO CINCH PONTOONS TIGHTLY TOGETHER TIMBER PADS TO PREVENT PONTOON CHAFING Figure 18. Sketch of ALVIN Cradle for Surface Tow. 30 MOL 40f BUIBIY 8, NIA TV Buly04) daaiq 6 [ a4n3iq 31 Figure 20. Diver Lashing Nylon Web Net to ALVIN Underwater. SUBMERGED TOW TO SHALLOW WATER Two tow methods were available. One method was to tow ALVIN at a depth of 100 feet with the attachment point at MIZAR’s center well (figure 21). This would require grounding ALVIN in at least 100 feet of water in a relatively exposed location in the open sea prior to final lift onto a barge. The other tow method was to suspend ALVIN at a depth of 40 feet from pontoons (figure 22). This would permit passage to the sheltered waters of Menemsha Bight, Massachusetts, for final lift onto a barge. This was selected as the more prudent course of action. Three 8.4-ton inflatable salvage pontoons were firmly secured to ALVIN; one pontoon carried the load and the two additional pontoons, lashed together to minimize chafing, were attached for safety. A transponder, to be used for relocation in case the tow had to be bot- tomed, was also made fast to ALVIN’s sail. At 0220, 29 August, with the tow streamed 350 feet astern, MIZAR began the passage to Menemsha Bight at a speed of 2 knots. ALVIN was towed backward, suspended 35 feet beneath the surface. During the tow, one pontoon deflated and a second began to deflate. 32 FOUR-PART BRIDLE IN OVERHEAD OF CENTER WELL >, 1-INCH WIRE (85 FEET) FROM FOUR-PART BRIDLE SHACKLED INTO TOGGLE EYE TOGGLE ON 4%-INCH NYLON LINE (50 FEET) 6-INCH NYLON TOW LINE (300 FEET) STERN HOOK ON 4%-INCH NYLON LINE (60 FEET) 4%-INCH NYLON LINE LIFT PADS Figure 21. Rigging for Tow of ALVIN Through Center Well. 8.4-TON LIFT SALVAGE PONTOON 9 DIRECTION OF TOW ~ \ Gime: SN TO MIZAR TWO 8.4-TON \N BACK-UP PONTOONS . LASHED TOGETHER RX y a 6-INCH NYLON LINE Wa ; LASHED TO LIFT BRIDLE SPREADER BAR Pe yn a | 6-INCH NYLON TOWING HAWSER 1-INCH NYLON 2:1 LINE NYLON WEB NET “‘PURSED” SECURED TO EXPOSED FRAME Figure 22. Rigging for Tow of ALVIN with Pontoons. 33 An additional pontoon was attached, and two more were made ready on deck in case they were required. FINAL LIFT FROM WATER MIZAR arrived at Menemsha Bight at 1630 on 31 August. Upon arrival, ALVIN was brought alongside and preparations were made for the final lift. All pontoons except one were removed and brought aboard MIZAR. The toggle bar was disassembled and removed from the pressure sphere. On the morning of 1 September, a barge with a mobile crane aboard was brought along- side MIZAR. The crane’s hook was attached to ALVIN’s lifting bridle, the remaining lift pontoon was removed, and ALVIN was lifted to the surface. Her pressure sphere was then pumped out using portable gasoline-driven pumps. Because inspection of ALVIN revealed that her stern lift fitting was slightly deformed indicating weakening, a wide nylon strap was rigged around the after-body. ALVIN was then lifted aboard the barge and placed in a cradle (figures 23 through 27). When ALVIN had been secured on the barge, the barge was towed to Woods Hole where ALVIN was placed ashore and delivered to a representative of the Office of Naval Research. CONCLUSIONS As the final phase of the salvage efforts ended, the preservation and restoration of ALVIN began. All portable equipment was removed and placed in large tubs of fresh water. Equip- ment which could not be removed was thoroughly flushed with fresh water to reduce the effects of corrosion. Complete restoration is expected to require many months of effort. The recovery of ALVIN is by far the deepest underwater recovery of an object of this size that has ever been successfully completed. The unparalleled success of this operation proves the Navy’s capability of working in the deep ocean. This operation, while a first, emphasized that no operation in which work in the deep ocean is undertaken is routine, and that each phase of the operation must be carefully and 34 Figure 23. ALVIN Being Prepared for Hoist Aboard Barge. 31) Figure 24. ALVIN Being Hoisted Aboard Barge. Figure 25. ALVIN on Barge Alongside MIZAR. 36 Figure 26. ALVIN, Wrapped in Protective Net, Resting on Barge Following Final Lift on 1 September 1969. 37/ € =—_ Figure 27. ALVIN on Barge — View of Aft Broken Propeller. thoroughly planned. A secondary plan must be developed for each phase of the operation, and preparations for its implementation must be as complete as those for the primary plan. Rehearsals of all significant phases of an operation should be conducted whenever pos- sible. Such rehearsals can ensure that necessary modifications to the plans are made before the operation begins, and that personnel are thoroughly trained, thus making final perform- ance so smooth as to seem anticlimactic. Equipment and systems used for work in the ocean area must be simple and proven if they are to be effective. Use of unnecessarily complex or unproven equipment or techniques should be-used only when no other course is open. Action at the air-water interface, such as the attempted reel loading on ALUMINAUT, should be avoided. Such action should take 38 place either on deck or completely submerged to reduce the effects of the interface. Practi- cality and excellence in seamanship are more essential to success in an ocean engineering evolution than accuracy of engineering effort. In a complex and unique operation, a free flow of information among all concerned is necessary for effective action. When a number of activities are involved all must work togeth- er for the success of the project. Individual group interests cannot be served without a detri- mental effect on project effectiveness. The use of a manned submersible offers advantages over a remote-controlled unmanned vehicle. Having a human eye and brain on the scene permits otherwise unobtainable inputs to command, and permits easy and rapid modification of plans. Because good seamanship was the rule, no safety program other than routine care was enforced. The recovery of ALVIN was accomplished without injury to personnel. 39 S ; J = ui i a : is WW i= APPENDIX A CHARTS 4] = ‘: & ~ . 4 4; — \ 9 ’ ‘ U ih . a xy 4 Bia BAN 7 : ~~ sf ~ | ie un : i ; "| i et pe A an fy : Sg — £201 Sad -ooor =e zou el ' Sa RY, y zee ie bars = 2 NOILNYD 4, m nad a33 Sous cao 1 Sue “eh site owawans anniyma ns ou male oe if \ eee cee Sie cas zoe ey == Par Bolnwe es Gaivwiisa MIATY . coc 1 ecz sic oc i ~is~ - oe aes 2 wg2 rep Ez 3 Zu Qz 3a Sh Sm raed ¢ 3) ot eo 3 S73 4 > a = "oO S ee + = or ioe Stas 4 48 “4 nev < 2 eg ENCES 7 : Of z So 9c oe 2 ™ 2 oc ve 996 SOA * 1c bi AV mon ‘ e £) pur eunuion 2, u np a0) LININLNVN wists Bees a nits LHOIg: (7900 taXWN Teco) Wel 1d Sisiee “ oe oo WHSWANEW a: 08 a ” 8 annos Foy LIMIQLNWN 2710H 16k me com $GOOR 6s iq domouoy cy 6s lene me va eH QU oles 0770 ke om = er) zol Y ets * : . < or ae ae 4 / 96 re TLE Din 68 ‘ fi 8 : a1} \e 6 si : r co) ce ‘ ae -~ rc) ee 18 | fo Pd Bot Ig IAVI rs IKE ‘ an) Bt A 4 ns 9 is) nz fou S/H uf THN O6E1 | 401 \iae, EX uname re } 80) “qnouwsta = a = = uy) __9s { Oe zu 601 wi nN ; ne ‘6 aa -=— 20 so se si So 5 x Sy | in zu A al eel Siitie tw on , | swm ee a é 2 mo te Bee ce SILLA SQHOVSSVK se. - "i | 3 aN ou a ete s 201 pe, 3) ye ay a) vse onto 4, } oc +} 90! ted TAI FISWHD Hid IO a : 96 / = 0200 71dX IND ‘ oe! czt 70 ace i ; sn aii a ez cia] w 208 3 ai Sent ots NOLSOG De hoe) HV? 250), $661 6 ; nm as uw rik Me ts ; in 1 a . ! 201 On “ue t hd nw j a yuog yyy ; aaear ae || = YP ELECTS a zs oF 19 afense sassmic Fe pcos Figure A-1. Loss Area Chart 43 Pty i] ia : UE PS, cake 7 ed F "i | ont a 8) Tt fs (lice: . ae 6943 69-12 6941 6940 39-535 a £97995 39-535 TRANSPONDER NE 2 > 39-53 39-53 Aas TRANSPONDER POSITION Nel a 39-52 39-52 o ° ° emer 69-12 6s 610 69-095 995! E MOISES ERS L NOTES— a —| y Cay COSI ALVIN 69-I17W, 39-52.35N. 5 As a ‘00 USNS MIZAR OPS JUNE 1969 , RELOCATION DSRV ALVIN 3 CONTOURS FROM LULU/GOSNOLD SURVEY OCT.'68 SCALE: 5IN@ 1M. iy 4 SOUNDINGS IN METERS JULY 3,'69, Figure A-2. Bathymetric Chart. 45 APPENDIX B VESSEL CHARACTERISTICS DRV ALVIN ALVIN, a deep-diving oceanographic research submersible owned by the Office of Na- val Research, was built by the Applied Sciences Division of Litton Industries (formerly the Electronics Division of General Mills, Inc.). The Naval Ship Systems Command assisted in the preparation of performance specifications for its design and construction. ALVIN was placed in service on 5 June 1964 at the Woods Hole Oceanographic Institu- tion. The vehicle is 23 feet long, has an 8-foot beam, displaces 16 tons, and has a draft of 7 feet in “surfaced” condition. She is designed to have a top speed of 3 knots, a cruising speed of 1.5 knots, and a submerged range of 10 to 15 miles. Her design operating depth is 6,000 feet with a safety factor of more than 2.6. The 7-foot-diameter pressure sphere is made of high-strength steel, 1.33 inches thick. There is room in the pressure sphere for a pilot and two observers, together with instrumentation and life-support equipment which will provide an endurance of 24 hours or more. Four viewing ports permit the pilot and observer to see ahead of and beneath the vehicle. The power for the vehicle comes from three banks of lead- acid batteries located in packages, which may be dropped in an emergency. Additional facts include: Total battery capacity: 60VDC, 27Kwh; 30VDC, 13.5Kwh Maneuverability: Superior control of vertical and longitudinal, pitch and yaw motions. Normal Instrumentation: Closed circuit TV Two 35-mm outside cameras, with strobe Scanning sonar Fathometer (without graphic recorder) Depth and temperature instrumentation Outside incandescent lights Gyro Magnetic compass Underwater telephone ay, Marine band radio Current meter Normal Optional Instruments: Mechanical arm Sample tray Droppable pinger Short coring and other geological tools Water samplers Plankton nets DRV ALUMINAUT The deep-diving submarine ALUMINAUT, owned by Reynolds Submarine Services Corporation, was launched at the Electric Boat Division of the General Dynamics Corpora- tion in September, 1964. ALUMINAUT is an 81-ton submerged displacement submarine laboratory capable of carrying her operating crew of three or four men and three or four scientific passengers with scientific instrumentation payload of 6,000 pounds at an average speed of 2.5 knots for dive durations up to 30 hours. ALUMINAUT has a design depth of 15,000 feet, with a safety factor of 1.5. The max- imum depth achieved is 6,250 feet in 1967. The 8-foot-diameter pressure hull is made of 6.5-inch-thick aluminum alloy. Four silver zinc alkaline batteries provide power for all op- erating and scientific electrical loads. ALUMINAUT, which is 51 feet long, has four viewing ports. A hydraulically powered, two-arm manipulator is installed on the forward section of the keel. Maximum reach of each manipulator is 109 inches; at this length, lift capacity is 200 pounds each. Additional facts include: Normal dive rate: Descent - 100 fpm. Ascent - 100 fpm (average). Maximum deadweight lift capacity: 8,000 pounds plus. Emergency ascent techniques: Release 4,500 pounds ballast bar. Surface communications: 75-watt, six channel radiotelephone. Submerged communications: Straza UQC. USNS MIZAR The USNS MIZAR (T-AGOR-11) is maintained and operated by the Navy’s Military Sea Transportation Service, Atlantic Command (MSTSLANT). She was built in 1957 by Avon- 48 dale Marine Ways, Inc., New Orleans, Louisiana. After having been originally designed as an Arctic/Antarctic ice-strengthened supply ship, MIZAR was converted in 1964 to function as a seaborne scientific research platform for oceanologic research conducted by the Naval Re- search Laboratory. MIZAR is of welded steel construction and is 266 feet long. Displace- ment with fuel load is 4,500 tons. Average speed is 13 knots. MIZAR first gained fame by locating the hull of the nuclear submarine (SS(N)) USS THRESHER, and again by locating the hull of the SS(N) USS SCORPION. A key compo- nent in her success is her integrated system of instruments, which enables the ship to place an acoustic marker on the ocean floor and then make a complete exploration of the sur- rounding area. The system permits making photographs of the selected area simultaneously with other measurements, such as magnetic strength and acoustic echoes, so that results can be correlated with the photographic record. During 1965, a center well, 23 feet long by 10 feet wide, was added to the ship for the purpose of lowering equipment and material into the sea without having to hoist them over the side. Late in 1965, MIZAR again gained fame for her participation in the search for a nucle- ar bomb lost off the coast of Spain. She was able to direct recovery of the bomb by pro- viding navigational guidance for ALVIN, and pinpointing the bomb’s location once it had been sighted. 49 7 A ae an ira! q 3) 7 uo : 3 ne ; - 7 nro - oP. 7 3 i a _ Le 4 _ yOu c. . * » 7 fon F Aj oes, ‘ Lew { ) , pent ¥ 1 jl "oe =) “RM aly 5 me : 4 ae f : 7 i - ya . - “Tr i A A Viery Nottie) at Teer pe WTR reves a 4. 1 a 7 : eo ' eri ji ATT EOE OT TV ee one 7 i. a neale : ae 2” i ' a LY i } wy ASTRA vie pve ah _ j i f } iy ‘ | ee ew Lest , i ; 4 a Pets Ae open i is lions a) Be ol ‘ : ; : i vi / bs n wy iii a ee , a ie [ Ae f ' wei! a ree Wigs: ' bikias i L946 tp Re WN Thy tui H Toot ‘ 5 i ite 7 eat | I # ; if f 4 vat hee i ntsieh vf i oy, eae { vat Se ‘ ’ ee ti te “x b| t rf { = ie ni % eel Ps \ y * : or - { a < pe Bt i as} at 5 om : * ’ ‘ i : 7 > 78 Sue i 7 ' F - fi 41 ie i. uo 1 % . v. et = a i ' ae (= 7 ars Ale , ot =a iret ‘ we vu e : " F , 7 ry = _ tay ~s _ ib APPENDIX C EQUIPMENT FOR ALVIN SALVAGE OPERATIONS SALVAGE LINES Selection of a lift line was particularly significant because a long line lift from such a great depth had never been attempted, and the behavior of such a long lift line was not eas- ily and accurately predictable. No experience was available upon which to base selection of the line. The following factors were considered in selecting a line: — Adequate strength to make the lift with a large factor of safety. — Suitable elasticity to respond to shock loading without undue ill-effects. — Maximum flexibility for ease of handling. — Minimum in-water weight. Using these parameters and surveying available lines, three choices were presented: — A specially made piece of Columbian 4 1/2-inch double-braided nylon Plimoor nominally 7,000 feet in length. — Several pieces of Samson 2-in-1 4 1/2-inch double-braided nylon which could be joined by splicing. — Four 1,600-foot pieces of 8-inch polypropylene which could be joined by splicing. 4¥%-inch (circumference) Columbian Double-braided Nylon Plimoor Line Because the Columbian line fulfilled all the requirements and had the advantage of being a single piece of line thus losing none of its strength in splices, it was chosen as the primary lift line. This single piece of line, with a breaking strength of 53,000 pounds, was initially wound on a reel which was to be attached to ALUMINAUT during its descent to the bottom. After the reel was damaged, the line was removed from the reel and wound on a lift system on MIZAR (the lift system consisted of a double drum traction winch and a Naval Oceanographic Office take-up winch). 4¥%-inch (circumference) Samson Braided Nylon Line This line, 7,000 feet long with six factory splices, was used as a backup lift line. It had a breaking strength of 53,000 pounds. 51 8-inch (circumference) Polypropylene Braided Line Four lengths, 1,600 feet each, were long-spliced together. This line, having a breaking strength of 160,000 pounds, was available if required. TOGGLE BAR AND STERN HOOK A toggle bar was fabricated in 1968; however, several possible weaknesses existed: (1) the eye was underdesigned so that it would pull out if the pull were exerted at an angle of 5° or greater; (2) high local stresses might occur in the hull to cause deformation of the hull and yielding in the upper flange of the toggle bar; and, (3) two existing serious design faults indicated that the toggle bar was generally of inadequate design and that additional faults were likely to surface should the bar be used. During outfitting for 1969 salvage operations, the toggle was redesigned and made of 80-pound steel plate contoured to fit the sphere of ALVIN. However, this toggle was un- acceptably heavy and required excessive syntactic foam to be added to reduce its weight to that which ALUMINAUT could handle in the water. Nine holes were cut into the bar to lighten it; however, the weight problem, though alleviated, was not solved. On 11 August 1969, a toggle was made of 2-inch aluminum plate, contoured to fit ALVIN’s sphere in order to broaden the area of contact and reduce local stresses. This de- vice was tested in both air and water and was found satisfactory to handle. A 9-foot-long toggle bar handle was constructed using a 1-inch wire rope enclosed in an aluminum pipe for rigidity. A poured socket was formed on each end. The toggle was held parallel to the handle by a quick release pin, the release for which was led up the handle. Elastic cord was provided to snap the toggle into position perpendicular to the handle. To assist in this function syntactic foam, with a density of 33 pounds per cubic foot, was asym- metrically banded to the toggle to give a weight and buoyancy moment. Additional syntac- tic material was banded to the toggle handle to reduce the in-water weight of the assembly. Three I-section grips were attached along the handle to allow ALUMINAUT to handle the toggle assembly. During the first lift attempt some of the syntactic foam worked loose, causing the in-water center of gravity to change and making its suitability for the second lift attempt questionable. A U-shaped steel hook was to be used for attaching the lift line to ALVIN’s stern lift fitting. The stern hook, depicted in figure 4, was specially designed with hinged dogs which would lock automatically as the hook was positioned over ALVIN’s frame bar. The toggle and stern hook were attached to two lengths of nylon line, sized 50 feet and 60 feet respectively, in order to equalize the strain during the lift. This two-part lifting bri- dle was in turn attached to a ring in the lower end of the main lift line. 52 Using the lessons learned during the first lift attempt, a new aluminum toggle was fab- ricated and a different method of insertion and lift line connection was planned for Lift Attempt No. 2. The basic structure of the new toggle was identical to the first except that: (1) the aluminum pipe was covered with aluminum angle to form a square section so that ALUMINAUT could grasp the toggle bar handle at any point; and (2) syntactic flotation material was placed on one side of the handle. Only high density material (39 Ib/cu. ft.) was available. This increased the maximum toggle bar dimension to 16 inches requiring skillfull handling through ALVIN’s 20-inch hatch. A 25-foot nylon line with a snap hook on the end was attached to the toggle. The snap hook was designed to be snapped onto the ring on the lower end of the lift line. It was planned that the toggle bar would be the only lift device, and that the stern hook, designed for use in the first lift attempt, would not be used. The toggle would be carried on a light boom fastened to ALUMINAUT?’s bow, leaving both of ALUMINAUT’s manipulators free to assist in holding ALUMINAUT in position and securing the toggle in ALVIN’s sphere. DIVERS AND DIVING EQUIPMENT Three First Class Divers were obtained on loan from Naval Underwater Weapons Re- search and Engineering Station, Newport, Rhode Island. The use of SCUBA equipment was not permitted because of the nature of the dives and the desirability of having communica- tions between the diver and his tenders during tedious work. As no standard Navy diving equipment fulfilled the requirements for both mobility and communications, permission was granted by the Supervisor of Diving, U.S. Navy, to use commercial equipment to fulfill the requirements. The Kirby-Morgan KMB-8 Band Mask, Gates 3/8-inch diver’s air hose and commercial divers telephones were chosen. This equipment had been extensively tested at the Navy Experimental Diving Unit prior to its operational use. A standard portable 125- CFM Ingersoll-Rand diesel-driven diver’s compressor was used as the air supply. RECOVERY WINCH This winch was built for WHOI to lower ALVIN for an unmanned dive to 7,500 feet in 1965. It was a double traction winch, each drum powered separately by a synchro- nous 10-hp motor through a reduction gear and chain drive. This winch was bolted to foundations welded to the deck of MIZAR. Because chain failure was experienced during system testing at Boston Naval Shipyard and again during lowering of the clump, some question arose as to the reliability of the winch. However, after a chain cover was fabricated and placed over the chain to keep foreign mater- ial away from the chain and sprockets no additional failure was experienced. 53 ANCHOR Two, 1,200-pound headache balls and a Stimson anchor served to anchor the lift line (clump) while the recovery gear was being positioned. This anchor was left on the bottom between Lift Attempts No. 1 and No. 2 to hold the line and toggle in the vicinity of ALVIN. The anchor was recovered during the lift. SALVAGE PONTOONS Standard B.F. Goodrich inflatable rubber pontoons rated at 8.4-ton buoyancy lift were used. After MIZAR had lowered the lift line and toggle into the water, a pontoon was used to suspend the bitter end of the line thus permitting the line to be cast off from the ship. Casting the line free from the ship eliminated the effects on the line of MIZAR’s motions and maneuvering. This pontoon supported the lift line while the task force was in Woods Hole for repairs, and was also used to support ALVIN during the tow to shallow water. Two additional pontoons were attached for safety. These pontoons became deflated during tow, presumably from chafing, and were replaced by an additional pontoon. Two more pontoons were made ready on deck in case they were required. SALVAGE NET A 30-foot by 30-foot net of nylon webbing was used. The net was buoyed by lengths of polypropylene pipe, and contained a nylon line to permit the net to be gathered. When AL- VIN was near the surface, this net was wrapped around her and gathered to help secure her for the tow to shallow water and prevent loss of any equipment. EQUIPMENT LIST Description Weight (pounds) Dimensions (inches) Long-line winch - power required 400V - 3 8,000 40 x 132 x 48 phase - 28A 120V 1 phase 2A plus 1 spare motor and chain Foundation adapter 500 Lift attachment slings 100 24x 24x72 Toggles 460 20 x 20 x 144 54 Description Tensiorneter for longline Block for 8-inch polypropylene and 4-inch nylon plus fairleads (3) Salvage pontoons, 300 feet of air hose, and hose fittings to inflate (4) Salvage net plus spreader (2) Charts and data on area Spare P.G.R.’s 19-inch (2) Straza UQC Straza 500 Straza transponder (3) EDO transponder (2) MB blow fittings Nylon tie down strap (10) Spare 4 1/2-inch nylon (7,000 feet) and reel Benthos lights in basket (2) Radio (walkie talkie radio and Pearce Simpson) 8-inch braided polypropylene (6,400 feet) Headache balls (2) 55 Weight (pounds) 50 5 Olea’. 600 ea. 100 ea. 10 30 ea. 80 250 40 ea. 40 ea. 35 ea. 15 10,000 1,200 Dimensions (inches) 18 x 18 x 36 24 x 24 x 36 ea. 60 x 60 x 24 ea. 24 x 24 x 100 ea. 12x12x 24 20 x 18 x 8 ea. 17 x 20 x 28 53x 53 x 40 45x 12x 12 ea. 58x 11x 10 ea. 6x6x 12 12x 12x 36 50 x 50 x 50 36 x 36 x 20 ea. Dexa orexaele2 96 x 96 x 96 36 x 36 x 36 ea. Description Weight (pounds) Storage shack 1,500 Hose and fitting to dewater sphere 10 Scuba gear (4 sets) 100 ea. Whaler with radio plus cradle 2,000 Portable UQC-NEL 80 Transducer for UQC 80 LULU tracking gear (Marker-Receiver) 12 Glass spheres (6) + syntactic foam 100 Rubber boat plus outboard 500 Air charging van 440V 3-phase 20A Omega receiver 50 Various shackles, wire 1,000 pendants, stoppers, pelican hooks, etc. Six nylon (6-inch) stoppers endless (2 10-foot, 2 15-foot, and 2 20-foot) One backup salvage winch Clyde, line pull 3,000 16,000-pound with spares 2,000 feet (one box) 8-inch nylon braided 3,500 line (from ESSM Pool, Bayonne) One spare dynamometer (0 to 40,000 pound) 75 Two 15-foot 6-inch nylon straps Two 25-foot 6-inch nylon straps 56 Dimensions (inches) 72x 96x 90 8x 8 x 20 24 x 24 x 24 80 x 80 x 195 20 x 24x12 20 x 24 x 24 UNS) o3¢ 74 9 Ide 36 x 36 x 36 24 x 24 x 60 80 x 80 x 120 12x17 x 36 48 x 48 x 120 Description Weight (pounds) Two 50-foot 6-inch nylon straps Two 75-foot 6-inch nylon straps One reel 100-foot 6-inch 2-in-1 nylon 100 One reel 200-foot 6-inch 2-in-1 nylon 200 One reel 300-foot 6-inch 2-in-1 nylon 300 One reel 400-foot 6-inch 2-in-1 nylon 400 One reel 1,200-foot 3-inch 2-in-1 nylon 300 (breaking strength 28,000 pounds) One reel 500-foot 6-inch 2-in-1 nylon 500 One 16-inch wooden snatch block (line) 50 One 14-inch steel snatch block (line) 50 One 14-inch single block (wire) 50 One 14-inch steel double block (wire) 50 Two chain stoppers Ingersoll-Rand diesel-driven portable 125 CFM diver’s air compressor Line footage counter NAVOCEANO constant tension take-up winch Two Kirby-Morgan KMB-8 diver’s band masks 57 Dimensions (inches) Description Pro-Fiber Phone and Ocean Systems, Inc. diver’s communications sets Two 200-foot lengths Gates 3/8-inch diver’s air hose COST OF EQUIPMENT AND SERVICES Nylon line (4 1/2-inch) 6,400 feet, with 2 reels Nylon line (6-inch) 400 feet Nylon line (6-inch) 500 feet Splicing of 4 1/2-inch 2-in-1 nylon line Nylon lift bridle Accelerometer filter reproduction equipment Various shackles Two 15-foot (6-inch) nylon straps Two 25-foot (6-inch) nylon straps Two 50-foot (6-inch) nylon straps Two 75-foot (6-inch) nylon straps Boston NAVSHIPYD services and materials ALUMINAUT charter and services Ocean Systems, Inc. Services - Direct Labor, Overhead and Profit Purchases 58 Weight (pounds) Dimensions (inches) $13,304.00 800.00 1,000.00 100.00 150.00 -574.00 420.00 300.00 320.00 350.00 375.00 38,000.00 BO), LPB 34,935.00 13,878.00 APPENDIX D CALCULATIONS Section 1 Calculations By Naval Ship Engineering Center INTRODUCTION At the request of NAVSHIPS OOC, NAVSEC conducted studies to evaluate various as- pects of the ALVIN Salvage Plan. The analysis and results contained herein were originally submitted to NAVSHIPS OOC as Enclosures (1) and (2) of NAVSEC 6162 Memo Serial 229 15 August, 1969. Acknowledgement is made to H. W. Stoll of Deck Systems Branch, NAV- SEC, for his assistance in the preparation and compilation of these studies for inclusion in this ALVIN salvage report. ’ DISCUSSION Plans for the salvage of the submersible ALVIN called for the use of a 4%2-inch-circum- ference Plimoor nylon rope to lift ALVIN from nearly 5,000 feet of water. The lift was to be made using USNS MIZAR. Concern was expressed over the possibility that dynamic res- onance may be generated during the lift by ship motion exciting the spring-mass system formed by ALVIN and the nylon rope. NAVSEC analyzed this spring-mass system with the intent of establishing the extent of the resonant problem and the hope of suggesting possible preventive action. Accordingly, the spring-mass system was analyzed for the following cases: Case I In a meeting of interested parties held on Wednesday, 30 July 1969, it was agreed that the lift line would be deployed through the center well of MIZAR in order to prevent roll and pitch motion from exciting the spring-mass system. ALVIN’s mass including apparent D ‘ mete mass effects was assumed to be 1,300 lb-sec*/ft* and her static weight in water was assumed 59 to be 10,000 pounds. The spring-mass system was assumed to be excited by a sinusoidal ship heave described by the equation: 20 Ship heave motion = Y sin ae Where Y is the maximum heave amplitude of the ship in feet and 7 is the period of the mo- tion in seconds. Four amplitude-period combinations were assumed as follows: AMPLITUDE (Y) PERIOD (7) 1 foot 5 seconds 2 feet 10 seconds 3 feet 15 seconds 4 feet 20 seconds The rope used was specified as 4¥2-inch circumference Plimoor nylon. Figure D-1 shows a plot of maximum line tension versus line length for the conditions described above. Case II Maximum line tensions were computed using a MIZAR heave period predicted by Kreitner’s approximation (DTMB Report 1235, Sept. 1958) and heave amplitudes supplied by NAVSEC Code 6136 for MIZAR. All other parameters were assumed to be the same as given in Case I. Figure D-2 is a plot of maximum line tension versus line length for the con- ditions of Case II. Case III The spring-mass system was analyzed using 42-inch circumference Plimoor nylon rope, 8-inch circumference Plimoor nylon rope, 4¥2-inch circumference Samson 2-in-1 nylon rope, and 8-inch Samson 2-in-1 nylon rope. For these cases, the rope was assumed to be deployed from the U-frame located at Station 40 on MIZAR. Consequently, roll and pitch motion were included as additional exciting motions. Amplitudes and periods used were provided by NAVSEC Code 6136 as described in Case I. Static weight of ALVIN in water was as- sumed to be 9,000 pounds and 12,000 pounds (i.e., 0% and 33% loss in buoyancy due to syntactic foam saturation). Figures D-3 and D-4 are plots of maximum line tension versus line length for the various conditions described above. 60 PEAK (MAX.) TENSION (LBS. x 103) PEAK (MAX.) TENSION (LBS. x 103) 35 (ama —— 30 he 25 20 4 T= 5 SEC. T = 10 SEC. Y =2FT. T = 15 SEC. 15 Y =3 FT. 1 10 10 50 100 500 1000 5000 LENGTH OF LINE (FT.) Figure D-1. Peak Line Tension Versus Line Length for Case I. 40 35 40(19) + 10(51.5) 30 32.2 40H + 10B HEAVE PERIOD= | ————— g (KREITNER’S APPROXIMATION: SEE DTMB REPORT 1235) 25 CURVE SEA 1/3 HIGHEST 20 STATE | SHIP HEAVE AMPLITUDE A 1 +1 FOOT B 2 +2 FEET c +3 FEET 15 20 30 40 50 100 200 300 400 500 1000 2000 3000 5000 LENGTH OF LINE (FT.) Figure D-2. Peak Line Tension Versus Line Length for Case II. 61 100 ] 90 4%-INCH SAMSON 2-IN-1 (TULT = 65,000 POUNDS) (cme | a 60 ae USNS MIZAR IN HEAD SEA STATE 3 50 Y 4%-INCH PLIMOOR ee) 40 | (TULT=50,000 1 vi .. 30 4 — : SS ee Se 10 50 100 500 1000 5000 10,000 8-INCH PLIMOOR 80 | (TULT - 162,000 POUNDS) — 70 VERTICAL SHIP MOTION = 5.5’ sin = t 8-INCH SAMSON 2-IN-1 (TULT = 185,000 POUNDS) PEAK (MAX.) TENSION (LBS. x 103) LENGTH OF LINE (FT.) Figure D-3. Peak Line Tension Versus Line Length for Case III — ALVIN Weight 9,000 Pounds. 100 90 + 8-INCH SAMSON 2-1N-1 (TULT = 185,000 POUNDS) —— 80 SAMSON 2-IN-1 NYLON LINE AND COLUMBIAN PLIMOOR; USNS MIZAR IN QUARTERING SEA STATE 3 4%INCH SAMSON 2-IN-1 (TULT = 65,000 POUNDS) MAX. TENSION IN LIFT LINE (LBS. x 103) g T 4%-INCH PLIMOOR (TULT = 50,000 POUNDS) 0 LL Bots ie lees. | 1 2 3 4 5 Qi 2 Ga 20 30 40 50 60 70 80 90100 LENGTH OF LINE ( FT. x 102) Figure D-4. Peak Line Tension Versus Line Length for Case III — ALVIN Weight 12,000 Pounds. 62 DYNAMIC ANALYSIS Assumptions Because of limited time, the lumped formulation of the system as shown in figure D-5 is assumed sufficiently accurate for determining resonant points and approximate maximum loads. To further simplify the analysis, the following assumptions are made: 1. Assume the system is linear. This implies the following: a. The principle of superposition holds. b. The fact that the spring rate is constantly changing as the rope is hauled in is ignored; 1.e., the system is treated as a discrete, steady state spring-mass system at each incremental change in rope length. c. The non-linear spring rate of the nylon rope is linearized at the static load. 2. Assume transients due to initial conditions and changing parameters to be negligible compared to steady state values. 3. Assume that the line hangs vertical; i.e., no horizontal current or ship motion. a an L k | x Figure D-5. Analytical Model for Simplified Spring-Mass System. 63 Analysis Definitions k - linearized nylon rope spring rate (lb/ft) m - effective mass of ALVIN (includes added mass effect) (Ib - sec2/ft*) e - linearized damping due to water drag (Ib - sec/ft) y - displacement of MIZAR (feet) x - displacement of ALVIN (feet) From Figure D-5, mx + cx + k(x — y) =0 (1) Let z=x—y , which is the relative motion between MIZAR and ALVIN. Substituting into eq. (1) gives, mz +cz+kz=my +cy (2) Assuming sinusoidal motion, y=Ysinw t where Y = amplitude of steady oscillation T = period of ship motion A solution to eq. (2) can then be assumed as, z=Zsin(wt—o) q (-mw? )? + (cw)? (k—mw? }2 + (cw)? (3) and eq. (2) solves to give ke Y Letting 64 eq. (3) becomes, where n weight of ALVIN in water ship heave amplitude vertical motion at point of lift line suspension due to ship roli vertical motion at point of lift line suspension due to ship pitch amplitude ratio evaluated at ship heave, roll, and pitch natural frequencies, respectively The natural frequencies are defined as follows: v 20 fe : Wy = a ny = heave period H 20 : Wp = =o Tp = roll period R 65 W2 = Wp = , Tp = pitch period Determination of ALVIN Mass ALVIN weight in air prior to sinking = 33,051 pounds with MBT full. From discus- sions with Ocean Systems, Incorporated, wt. in water wt. of entrained water 24,300 ET fectiVeVAAVINIVMaSSa= a) aT) aa (6) g g g 24,300 where the term is the added mass effect based on ALVIN surface characteristics. rD? ~— (6.834) 6 6 Volume of Pressure Hull = where D= inside diameter of ALVIN pressure sphere (ft.) Assume the entrained water volume = 90% of the pressure hull volume = .9(167) = 150 £3 Then weight of entrained water = 64 x 150 = 9600 lbs. WwW 9600 + 24,300 W FT ——— =— + 1050 (7) g 32.2 g Determination of Damping Factor The force due to damping can be expressed as Lae a) Fo=5 ¢p PS (8) where Cp = coefficient of drag S = projected area of ALVIN p = density of salt water 66 Assume Cp = 2 S = .8 (22) (8) = 141 ft? ALVIN beam ALVIN length Ibs — sec? ft.4 Substituting into eq. (8), Fy = 282 (8)? Using Taylor series linearization, Fp = 564 |xq| % where Xg = average velocity Therefore, the damping coefficient, C , can be expressed as, c® 564 io] (10) Since the winch haul-in velocity is 35 ft./min., x is assumed to be, : 35 XQ) = gam a (OOF ft./5eC: 60 “C = 564 (.584) = 329 Ib. — sec./ft. UCI 645 (11) Determination of Linearized Spring Constants Four different nylon ropes are considered in this report. These are: 4¥2-inch circumference Plimoor nylon rope 8-inch circumference Plimoor nylon rope 67 44-inch circumference Samson 2-in-1 nylon rope 8-inch circumference Samson 2-in-] nylon rope The curve for nylon rope in figure D-6 shows the typical load versus elongation curve for Plimoor nylon rope. Curve B of figure D-7 shows the typical load versus elongation characteristic of Samson 2-in-1 nylon rope. The linearized spring constant of the rope is the slope of the load-elongation curve at the static load (ALVIN weight in waiter) point. From figures D-6 and D-7, linearized spring constants for the four nylon ropes specified above were determined as given in table 1. 50 40 30 20 THIS INFORMATION WILL 10 ALSO APPLY TO PLAITED ROPE AFTER THE INITIAL ELONGATION IS ABSORBED. LOAD AS PERCENT OF AVERAGE BREAKING STRENGTH 0 5 10 15 20 25 30 PERCENT ELONGATION Figure D-6. Typical Elongation of Plimoor Nylon Rope After First Loading to 50% of Strength. 68 LOAD IN PERCENT OF BREAKING STRENGTH 100 90 80 70 60 50 40 30 20 10 Figure D-7. Load-Elongation Curves for New and Used Samson 2-in-1 Nylon Rope. USED ROPE 10 15 20 ROPE ELONGATION, PERCENT 69 NEW ROPE 25 30 Table 1. Linearized Spring Constants of Various Types and Sizes of Nylon Rope. Static Load (wt. of ALVIN in water) 4¥%-inch Samson] 8-inch Samson 2-in-1 4%-inch Plimoor| 8-inch Plimoor 358,000 fl 440,000 9,000— 10,000 pounds 419,000 fl. 72,000 pounds 500,000 L 656,000 E 78,000 pounds L = free, unloaded length of rope in feet System Natural Frequency The linearized spring constant can be expressed as W(rope, static load) (12) where ¥ = constant based on the type of rope and static load point. Various values of W are given in table 1. and L = free, unloaded length of rope (feet) Using eq. (12), the equation for natural frequency becomes, and m is given by eq. (7). 70 MIZAR Motions MIZAR ship motions were supplied by NAVSEC Code 6136 as follows: Dimensions: LBP = Length between perpendiculars = 266 feet B = Beam = 51.5 feet H = Full Load Draft = 19 feet Ship Motion: 1) Heave. Heave and pitch periods are calculated using Kreitner’s approximation. (DTMB Report 1235, Sept. 1958). 40H + 10B 40 (19) + 10 (51.5) Up = —_—- = = 6.3 sec. g 382.2 Ty = 6seconds Sea State YR (1/3 highest amplitude) +7 foot 2 +2 feet 3 +3 feet 2) Roll Tp = Roll period = 10-11 seconds (MIZAR has anti-roll tanks) Sea State YR (1/3 highest amplitude) 3 tom 5 +9? 3) Pitch Tp = pitch period = 6 seconds Sea State Yp (1/3 highest amplitude) 3 ize 5 44° 71 Determination of Vertical Ship Motion Due to Heave, Roll, and Pitch 1) Lift rope deployed through MIZAR center well. The center well of the MIZAR is approximately at the center of roll and pitch of the ship. Consequently, motion due to roll and pitch are approximately equal to zero. ¢ : = YH = Vy sin’ (— Ty Yi Ve 2) Lift rope deployed over U-frame located at station 40 on MIZAR’s main deck. All mo- tions are for sea state 3. Heave Motion 27 Yi 3 sin == t = 3 sin 1.04t Vertical Motion Due to Roll 292 +26? = 364° r = U-FRAME (ROPE SUSPENSION POINT) ROLL CENTER 23 99 = tan! = = 39.4° 28 YR =r [ sin a) + Op) — sin @o| from Section G, for sea state 3, Op = +5° .Yp = 36.4 [si (39.49 + 5°) —- sin 394° Vp = 2.365 ft. Uc Vertical Motion Due to Pitch = + 2 2 = , U-FRAME y= (44)© + (23) = 49.7 (ROPE-SUSPENSION POINT) CENTER OF 23 Pp = tan! — = 27.6° 0 44 Yp =p E (Pp + Po) = sin 0 from Section G, for sea state 3, Pp = +2° Yp = 49.7 [sin (PLS? 2) = Bip 27.6°| 1.54 ft. Yp Computations The curves shown in figures D-1 through D-4 were plotted using data generated by a computer program based on the above analysis. Table 2 shows a typical set of calculations for plotting line tension versus line length curves. CONCLUSIONS AND RECOMMENDATIONS The results of the dynamic analysis performed in this study indicate that 42-inch cir- cumference Plimoor nylon rope will be suitable for lifting ALVIN in sea states less than 3. For this condition, lift line loads will not exceed 15,000 pounds for line lengths greater than 150 feet. NAVSEC evaluation of the 4%-inch Plimoor rope indicates that loads of this mag- nitude are permissible under the short time operating conditions anticipated in this applica- tion. A 15,000 pound maximum load provides a factor of safety of 3 based on the breaking strength of 45,000 pounds. Based on the analysis performed, it is recommended that a load cell (tensionometer) be provided in the rope system to monitor the lift line loads at all times since it is apparent that severe resonant conditions could develop under the right conditions. The load cell used should be sensitive enough to measure transient dynamic loads as well as static tension. 73 O0&€l = OGOL + (gba) 4 *4zy+0006 =~", @D ae (1 ‘ba) = vel | 7 (67192) =—— =» ) 000°66 ® (¢1 ‘ba) d K +d =| wat+0%) ="*92 © (1 bo) Z si ~ iW) uoid 1) aava (J) you (13) q (jJor sapnyour urersoid r9jnduro9) 9 & IOOUT YOul-o{f I (7 ‘ba) a U, mw Mm wz GU9IL a CCE 000°6 JO1 0] onp uoTNoyy *. seag proyy ouinssy = > 0006 = M ‘SUOLIIDINIIDD ajduvs ‘7 a/qvy, A oo © © 74 To provide a ready indication of sea conditions as well as data for use in future situations of this kind, it is recommended that a means for monitoring and recording ships motion be provided aboard MIZAR. In addition, the time variation of line load and ship motion should be recorded for use in verifying the mathematical models used to predict line loads. Since the analysis indicates that resonance conditions could develop at lift line lengths less than 150 feet, it is recommended that extreme caution be exercised and that the lift line load be carefully watched when the lift line length is less than 200 fect. 75 Section 2 Calculations By Naval Research Laboratory Studies were made by the Naval Research Laboratory to determine static and dynamic loads generated by ship motions for three types of line: 4'-inch-circumference nylon rope 8-inch-circumference polypropylene rope 0.7-inch-diameter steel cable. This static load was assumed to be 10,000 pounds. Calculations (based on A.D. Little Report No. 3030365 of March 1965) were conducted for (1) retrieval of a mass through the center well of the ship; and (2) retrieval over the side — approximately 27 feet off the center- line. These calculations showed that: 1. Using a larger line caused the peak loads to be larger. 2. Steel cable produced its fundamental resonance at a length greater than either nylon or polypropylene lines. 3. Lifting through the center well of the ship was found to be the safest mode of re- trieval. (The overside lifting capacity was limited to 30,000 pounds.) 4. The line exhibiting the shortest fundamental resonant length was chosen for the lift. The program, shown on page 79 of this appendix, was written in BASIC computer lan- guage, and was used in solving for the dynamic and static loads from the equations: U UL \ 4 km A iF /fW,.\ 7 owls —| = (=) (cose ——— sin mt) + a aer, UL sin” kL U, U, ps ps U, and L UL km 2 kmB\? fu, \? Perde HE) E2 2 4 (sn ky +—— cosky + aS U, cos” ky U, U, ps Ps U, 77 where: Q me SoS NOTE: U a peels bay] when =L Us Z stress value (Ib/in2) dynamic extension of line amplitude motion of the line at the surface end (ft) modulus of elasticity for the line (Ib /in2) wave number = & Cc where: © = frequency of ship’s roll (cycles/sec) speed of sound of line (ft/sec) amplitude of motion of line at some point along cable (ft) length along line (ft) mass of ALVIN at end of line (slugs) density of line (slugs) material cross-sectional area of the line (ft?) Constant ee (Co p w A) m coefficient of drag On Pipa 2 projected area of load (ALVIN) (ft?) density of seawater (slugs) (1) Data sheets in this appendix indicate the loads and stresses imposed on the three lines when the vertical amplitude, U, , and period of oscillation,7, are varied. (2) The accompanying graphs are plots of total loads taken from the same data sheets. 78 READ CsEsA39RsS I=0 READ M READ D B1=4*D*R*A3/ (M*3*P I) READ U READ T W=2ePI/T K=W/C READ Ri READ L A1l=K*M*B1/(R1*S) A2=A1/7B1 P2=K*L A=(COS(P)-A2*SINCP))t2 B=CA1*U*SINCP))t2 F=SQR(¢CA/(2*B)) 1241/B)Y-A/C2*B) IF I<>@ GO TO 210 PRINT oor, rope, PAM, RHO» COQ PRINT CsEsA3sRsS PRINT “M="Ms°CD=""Ds"*RH@-CABLE="R1 PRINT “UO="Us°T="T PRINT PRINT “LENGTH’s "DYNAMIC LOAD’s"TOTAL L@AD’s"TOTAL STRESS" Y=eL Q=K*Y S1=CSINCQ)+A2*COS(Q)) 72 S1=S1+F*CA1*U*COS(Q))t2 S1=E*#K*U*SQRCF*S1) $1=S81/144 L2=S1*S*144 L3=sL2+10000 S2=L3/(S8*144) PRINT LsoL@sL3»sS2 I=] G6 T®@ 90 DATA 1120052c¢ 16E+095 1550591985 1 eO3E-03 DATA 1700 DATA 1-0 DATA 7 DATA 9 DATA 134 DATA 5057551005200 300s 400» S005 600» 700s 80059002 1000 DATA 1200514005 16005 1800s 20005 2200» 2 400» 26005 2800s 3000 DATA 3200s 3400s 3600s 3800» 4000 END 79 REM THE FOLLOWING 9 SETS ARE FOR THE 4-5” NYLON CABLE Cc E A RH@ S 3000 2 -e88E+07 15525 1-98 9ePTE-“03 M= 1700 CD= 1 RH@-CABLE= 2-189] U@= 2 T= 5 LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS 50 21539 31539 2363503 US) 19999 -8 29999 8 2248129 100 134559 2245509 17577 e¢9 200 4023.22 140232 10509 300 2291-78 12291 .8 9211647 400 1396-92 115969 8690.74 $00 1221-89 11221-9 8409-69 600 986-572 109866 8233-34 700 624-694 10824.7 8112-03 800 106-159 10706.2 8623-2 900 615-335 1061563 7955014 1000 543-297 10543-3 7901-15 1200 435-632 104356 1820-47 1400 358-244 10356-2 1762c¢AT 1600 299 211 10299 -2 7716-23 1800 252-106 10252-1 1682-93 2000 2132149 102131 7653-74 2200 179-967 10180 7628-87 2400 150-987 10151 7607215 2600 125-118 101251 71S87-77 2800 101-57 10101 -6 7570212 3000 79267531 10079 -8 7553-77 3200 59-2051 10059.2 7838-37 3400 39-551 16039 ¢6 7823-64 3600 20-4723 100205 7509-35 3800 168497 10001.-7 7495°¢27 4000 17-0791 1001 /-3 7E060¢8 80 Cc E A RHO s 3000 2-88E+07 155-5 1-98 9 -2TE-03 Mz 1700 CD= 1 RH@-CABLE® 2-1891 UBs 2 Tz 7 LENGTH DYNAMIC L@®AD TOTAL LOAD TOTAL STRESS byt) 6529 0-76 16529 -8 1238724 1S 6891-5! 18891-5 14157-3 100 111071 21107-3 15817-6 200 6622-63 166226 12457 300 314863 13148-3 9853-34 400 1989-36 11989 -4 8984-83 500 1447-51 11447-5 8576-77 600 1135-35 1113S-3 8344-83 700 932-381 10932-4 8192-73 800 189 -694 10789-7 6085-8 900 683-759 10683-8 8006-41 1000 601-874 10601 .9 7945.05 1200 483-216 10483-2 7856013 1400 400 -968 10401 1719 4049 1600 340-226 10340-.2 717148 097 1800 293 e232 10293-2 T7130-75 2000 255-553 1025586 7685-52 2200 224-466 10224-5 7662-22 2400 198-208 101982 1642-54 2600 175-584 101756 7625-59 2800 158-757 101558 7610.73 3000 138.118 101386] 1597251 3200 122-218 10122-2 73585659 3400 107-711 101077 1874-72 3600 94-3319 10094-3 7196467 3800 81-8669 10081 -9 71855236 4000 7021447 100701 1846-57 81 Cc £z A RHO Ss 3000 2 -88E+07 158.5 1-98 9eLTE-03 M= 1700 CD= 1 RH@G-CABLE® 2-1891: Uz 2 Ts 9 LENGTH DYNAMIC L@AD TOTAL L®AD TOTAL STRESS 50 3190-98 13191 9885-33 75 3746016 137462 1030124 100 4489 -65 14489 -6 10858-5 200 6901 -09 1690% ol 12665.7 300 472504 1472524 11035-2 400 2806-09 1280601 9596-89 900 1876-51 118765 8900-26 600 1393¢51 11399365 853803 7100 1104-67 111047 8321 -B4 800 913-523 10913-5 8178-6 900 777-827 10777-8 8076-91 1000 676-495 1067665 8000-97 1200 S351 1053561 7895001 1400 440-894 1044009 1824-41 1600 373-396 1037324 7773-83 1800 322-47 1032225 7735266 2000 282-527 1028205 7705-73 2200 250-235 102502 1681653 2400 223-482 1022365 1661 + 48 2600 200-865 10200 -9 1644-53 2800 161-417 1016164 1629 -96 3000 164-445 1016404 7617024 3200 149 e445 1014924 7606 3400 136-037 10136 7595095 3600 123.93 101239 7586-88 3800 112-899 101129 7576-61 4000 102.763 10102-8 7571-02 82 C E A RHO S 3000 2 e88E+07 155-5 1-98 9 e2TE-03 M2 1700 CD= 1 RHO-CABLE= 2-1891 U@= 5S T= 5 LENGTH DYNAMIC LOAD TOTAL L@AD TOTAL STRESS so 41968 .9 519659 3894363 Ue) 34733 44733 3352209 100 2610567 361057 270576 200 9876.95 19877 148958 300 5709 71 15709 -7 1177229 400 3987-64 13987-6 10482.3 S500 305301 1305361 9782 600 2465-72 12465-7 9341-82 700 2061-38 12061-4 9038-8 800 1765-2 11765-2 8816.84 900 1536 -22 1153802 8646-75 1000 1358-16 113582 8511-81 1200 1089 -04 11089 6310-13 1400 895-59 108956 6165-16 1600 748-016 10748 8054-57 1800 630-257 10630-3 1966032 2000 532 6867 1053209 1893034 2200 449 914 10449 -9 7831017 2400 3772465 10377¢5 1776-88 2600 312-791 103128 1728-4) 2800 253-923 10253°9 1684-29 3000 199.381 101994 16430 42 3200 148-011 10148 1604-92 3400 98-876 10098-9 T3568 ot 3600 51-1794 100512 7153236 3800 4221385 100042 1497-16 4000 42 ©6996 10042-.7 1526 83 ¢c E A RHO s 2000 2 -88E+07 155-5 1298 9-27E-03 Ms 1700 Cb= 3 RHO-CABLE2 2.1891 U@= 5S T= 7 LENGTH DYNAMIC L@AD TOTAL LOAD TOTAL STRESS 30 175017 2735017 20609 -8 US) 2089423 3089403 231522 100 2135505 3135505 2349708 200 130015 230015 1723704 300 7431-51 17431-5 1306302 400 4891-21 14891 .2 11159.5 500 3595 13595 1018861 600 2829 -27 1282963 9614-86 700 2326078 12326-8 9237-69 800 1972-06 119721 8971-87 900 1708015 11708 -2 8774-09 1000 1503-92 115039 8621-04 1200 1207 ¢7 11207¢7 8399-06 1400 1002-25 11002.2 8245.09 1600 850-465 10856-5 8131-34 1800 733-02 10733 8043-33 2000 638 -8 42 10638 -8 7972075 2200 561-137 1056161 T91 4-52 2406 495-499 10495e5 7865-33 2600 438 0945 10438 09 1822-95 2800 389 - 38 1038924 7785-81 3000 345 286 103453 1752676 3200 305-537 103055 71722 097 3400 269-272 1026903 7695.8 3600 235-824 102358 7670-73 3800 204-662 10204-7 1647-38 4000 175-358 101754 1625 42 84 Cc E a RHO s 3000 2 e88E+07 1550S 1-98 9-27E-03 M= 1700 CD= 1 RHO-CABLE= 2-2-1891 Ub= 5 T2 9 LENGTH DYNAMIC L@&AD TOTAL LBAD TOTAL STRESS 50 6645-01 18645 1397206 15 101156 2011566 15074-7 100 1161465 2161465 161979 200 121481 22148 o1 165978 300 8794.88 187949 14084-9 400 6129-29 1612923 12087-3 500 4438 058 14438 -6 1082003 600 3396 086 1339609 100396 700 2725-74 2725-7 9536-68 800 226665 12266-7 9192-63 900 1935243 1193504 89 44-42 1000 1685-95 1168529 8757-46 1200 1335-62 1133526 BAP 4092 1460 1101.22 111012 8319 -26 1600 932-943 1093209 B1930e1S 1800 805-852 10805-9 8097-91 2000 1060114 10706e1 6023-17 2200 625-451 10625e5 7962072 2400 558-609 105586 791263 2600 502-094 105021 7870-27 2800 45349 104535 7833-85 3000 411-074 1G411l-i 71802006 3200 3736582 1037366 17173097 3400 340 067 103401 1748-85 3600 309.805 10209 8 1726017 3800 282-23 1028262 7705-51 4000 2560894 102569 1686652 85 Cc E A RHO S 3000 2-88E+07 15565 1-98 9-27TE-63 Mz 1700 CD= 1 RH@®-CABLE2 2.1891 U@= 7 Ts S LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS 50 54008 -9 64008 -9 4796823 vs) 43250 53250 3990-6 100 330724 43072-4 32276 -5 200 ; 13597-4 23597.4 1768369 300 7964-08 17964el 13462.3 400 5575-44 15575.4 11672-2 500 4271-78 14271 -8 1069523 600 3450-9 13450 -9 10080 -1 700 2885-36 12885-4 965603 g00 2470-96 12471 9345.74 900 2153-31 12153.2 9107-7 1000 1901-3 {1901.3 8918-84 1200 1524-6 11524-6 8636-54 1400 1253-79 11253-.8 8433-6 1600 1047-2 11047-2 8278-78 1800 882-346 10882-.3 8155-23 2000 746-005 10746 8053-06 2200 629 -873 10629-9 7966-03 2400 528-446 10528-4 1890-02 2600 437-904 104379 T822017 2800 355-489 10355-5 1760¢ 4) 3000 279-13 10279 1 7703-18 3200 207-213 10207-2 71649 -29 3400 138-424 10138.4 71897274 3600 71-649 100716 T54TeT7 3800 5090167 10005-9 1498-43 4000 59-7826 10059 -8 7538-81 86 Cc E A RH@ s 3000 2-88E+07 155-5 1.98 9-27TE-03 M= 1700 CD= 1 RHO-CABLE= 21891 UG= 7 T= 7 LENGTH DYNAMIC L®AD TBTAL L&AD TOTAL STRESS 50 257695 35769-5S 26805-7 i) 284513 38451-3 2881524 100 2739161 3739101 28020-9 200 16508 -9 26506 09 198658 300. 9981-66 19981-9 149744 400 6741-64 167416 12546¢2 500 4998 -88 149989 11240-2 600 3947-33 1394763 10452-1 700 3251-07 1325161 9930-36 800 2757-49 1275765 9560.47 900 2389-46 12389-5 9264-67 1000 2104-28 12104.3 9070-95 1200 1690-25 116902 8760-68 1400 1402-87 1140209 6545-32 1600 1190-49 11190-5 8386-16 1800 1026.13 1102661 8262-99 2000 894-315 10894-3 6164-2 2200 7185 0S47 1078565 8062-69 2400 693-666 106937 8013-84 2600 614-499 10614-5 7954-51 2800 $45-113 1054561 7902051 3000 483-386 104834 7856025 3200 427-739 10427.7 7614655 3400 376-971 10377 1776651 3600 3302145 1033061 1741-42 3800 286-S2 102865 7708-72 4000 2452494 10245-5 1677-98 87 Cc E A RHO s 3000 2e88E+07 1550¢5 1098 9e2TE-03 Mz 1700 CD= 1 RH®-CABLE= 2-2-1891 U@= 7 T= 9 LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS 30 13024-2 230242 1725424 7S 1503665 2503665 18762-4 100 16595 26595 19930-3 200 1523165 25231°5 18908-5 300 110576 210576 15780-6 400 ; 7987039 1798724 13479 -8 500 9967-98 15968 11966.4 600 465165 1465125 10979 -& 700 3768-01 13768 1031728 800 3148-95 13149 9853-83 900 2696.16 12696-2 93514651 1000 2352-38 12352-4 9256-88 1200 1866-59 1186606 8892-83 1400 1540-12 115406] 8646217 1600 1305-26 11305-3 8472-16 1800 1127-68 11127-7 8339-09 2000 988-235 10988-2 8234-59 2200 875-415 10875-.4 8150-04 2400 781-902 107819 807996 2600 702-822 10702 «8 8020-7 2800 634-804 106348 1969 eT3 3000 575044 10575-4 1925-24 3200 522-965 10523 71885091 3400 476-055 10476. 1 7850-76 3600 433-694 104337 7819-02 3800 395-094 103951 7790-09 4000 359 628 10359 -6 7763051 88 REM THE FOLLOWING 9 SETS ARE FOR THE 8" POLYPR@OP CABLE Cc 2800 M= 1700 Us 2 LENGTH 30 1 100 200 300 400 500 600 700 800 900 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 E 2e16E+07 CD= 1 Tz 5 DYNAMIC L®AD 119358 14738 18571¢4 2147667 11540-5 6794-88 4708.2 3579-81 2875-89 2394-21 2042-9 1774-48 1388.93 1122.39 924-378 7169 -28 642-675 §35-799 442.992 360-401 2865-264 2156 149-758 86-4593 24-5895 36-9042 98-9778 155¢5 RHO-CABLE= 1-75 TOTAL L@AD 219358 24738 2857124 3147667 2154065 16794-9 14708 -2 13579 -8 12875-9 12394-2 12042-9 VI774-5 113889 11122.4 1092424 10769-3 10642-7 105358 10443 10360-4 1028503 10215¢6 10149.8 10086-5 100246 1003609 10099 89 RHO 1-98 TOTAL STRESS 431534 4666-62 5620-75 6192-3 4237-58 3304 2893-49 2671-51 2533-03 2436-27 2369016 2316-35 2240-5 2188-07 2149-11 2116-6 2093-7 2072-67 2054-41 2038 017 2023-39 2009 - 68 1996673 1964-27 19721 1974-52 1986¢- 4 0-0353 Cc E A RH® Ss 2800 2-16E+07 15565 1-98 0-0353 M= 1700 CD= 1 RH@-CABLE= 1-75 U6= 2 Tz 7 LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS 50 510954 1510965 2972¢45 LS) $583.85 15583-8 3065-76 100 6149 037 1614924 3177-01 200 9686-64 1968666 3872-88 300 1243404 2243404 4413-44 400 107632 20763-2 408 4- 68 S00 7900 08 17900-8 3521256 600 56538 156538 3079 652 700 4229 -25 14229 -2 2799627 800 3331-81 13331 8 2622-72 900 2732 -87 127329 2504-89 1000 2308 -82 12308 -8 2421-47 1200 1750-36 1175024 2311-61 1400 1398-54 11398-5 2242.4 1600 1155-35 1115504 2194-55 1800 976-042 10976 2159 28 2000 837-402 10837-4 2132 2200 7260199 1072602 2110-13 2400 6342343 10634e3 2092-06 2600 556-604 10556-6 2076-76 2800 489-451 10489-5 2063-55 3000 430-407 10430¢4 2051-94 3200 377-678 103777 2041-56 3400 329 931 10329 09 2032.17 3600 286015 10286-1 2023-56 3800 245-539 10245-5 2015¢57 4000 207-465 10207-5 2008-08 90 E 2-16E+07 CDs 1 Tz 9 DYNAMIC LOAD 2897-71 3046-12 3209 -98 4071-64 $396-87 6935-35 7860-19 1097 -O7 6118-4 5044-77 4099 -22 3356-4) 2361-7 1815-31 145537 1207-79 1026-92 888-61 779 -007 689 -648 615-075 581-617 496-712 448-517 405-675 367-161 332-165 A 155-5 RH@-CABLE2 1-75 TOTAL L@AD 12897-7 1304601 13210 14071 -6 1539609 1693503 17560-2 17097-1 161184 15044-8 14099 .2 13356-4 12361-7 11815.3 11455.4 11207-8 11026-9 10888 -6 10779 10689 -6 1061512 105516 10496-7 10448-5 10405-7 10367.2 103322 91 RH@ 1098 TOTAL STRESS 2537-32 256652 2598-75 2768 -26 3028-97 3331-63 3454.56 3363-45 3170.92 29597 2773-69 2627-56 2435-81 2324-38 2253-58 2204-87 2169-29 2142-08 2120-52 2102-94 2088 -27 2075-78 2064-98 2055-5 2047-07 2039-49 203206) 0-0353 Cc E A RHO S 2800 2-16E+07 15565 1298 00-0353 M= £700 CD2 1 RHO-CABLE® 1-75 U@= 5 Tz 5 LENGTH DYNAMIC L®AD TOTAL L@AD TOTAL STRESS 50 32378 08 42378 -8 8337-04 i) 38908 -7 48908-7 9621-63 100 4399604 $399604 1062225 200 373116 473116 9WT7.44 309 24082-5 3408265 6704-93 400 1598609 2598609 5112-31 500 11498-9 21498 09 A229 24 600 8852-88 1885209 3708 -86 700 7147-79 1714728 3373-42 800 596454 1896405 3140-65 900 5095-59 150956 296907 1000 4429-17 144292 2538 06 1200 3469 029 134693 2649677 1400 2804-41 12804.4 2516-97 1600 2310-05 12310 2421-71 1800 1922-63 1192226 234565 2000 1606-3 1160623 2283027 2200 1339-22 11339-2 2230-72 2400 1107-27 1110723 2185-09 2600 900.833 10900-8 2144-48 2800 713-071 1O7136l 2107-54 3000 $38 -882 10538 69 2073-28 3200 3740294 1037403 2040-9 3400 216007 1021604 2009.77 3600 61-4877 1066165 1979-36 3800 9224541 10092-5 1985-45 4000 247-591 10247-6 2015-97 2 Cc E A RHA s 2800 2el6E+O7 15565 1298 0-0353 M= 1700 CD= i RH®-CABLE= 1-75 UO= 5 T= 7 LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS 50 1373509 23735-9 4669 - 48 7S 15108.4 25108-4 4939249 100 16676 26676 5247-081 200 22640 -6 32640-6 6423-27 300 22350 -6 32350-6 6364-22 400 18756-5 2875665 5657-17 300 15023-8 25023 -8 4922-84 600 11948-2 21948 -2 4317-79 7100 9608 -B6 19608 9 3857-58 800 T862.4 17882-4 3517-94 900 6607-8 166078 3267019 1000 5650-19 IWS6506e 3078 -81 1200 4332-01 14332 2819-49 1400 3477-03 13477 2651-29 1600 2878-54 12878-5 2533-55 1800 2434-53 1243405 2446-2 2000 2090-08 12090-1 2378-44 2200 1813-225 {1813-2 2323-98 2400 1584-3 1158423 2278 -94 2600 1390-39 113904 2240-79 2800 1222-78 1122268 2207-82 3000 1075-36 11075-4 2178 -82 3200 943-673 1094367 2152-91 3400 824-402 1062404 2129-45 3600 715-018 10715 2107.93 3800 6130544 1061365 2087.97 4000 51804 10518-4 2069 -25 93 Cc E A RHO s 2800 2016E+07 15565 1-98 0-0353 M= 1700 cD= 1 RH@-CABLE= 175 UB= 5 T= 9 LENGTH DYNAMIC L@AD TOTAL LOAD T@TAL STRESS 30 T7418 177A o8 3490.28 i) 6176034 18176-3 3575-77 100 8653-62 186653-6 3669 066 200 10979 .2 20979 -2 4127-16 300 — 132918 2329128 4582011 400 14134-5 24134045 4747-89 500 135213 2352165 4627-27 600 12248 04 22248 -4 4376-86 700 108139 20823-9 4094-65 800 9437 19437 3823-77 900 8202-99 18203 3581-01 1000 T137¢57 17137°6 3371 ed) 1200 5488017 15488 -2 3046-93 1400 4348 -21 14348 -2 2822-67 1600 3550-97 13551 2665-84 1800 2974-58 129746 2552-44 2000 2542.08 12542-1 2467-36 2200 2206-26 12206-3 2401-3 2400 1937-72 119237.7 2342 6 46 2600 71765 1271765 2302-14 2800 1533-03 11533 2268.65 3000 1375-65 113756 2237-84 3200 1239-23 112392 2211-05 3400 1119-32 Be er) 2187-247 3600 1012-63 1101266 2166-48 3800 9160647 109166 2147-59 4000 829-431 10629.4 2130-44 94 C E A RHo 3 2800 2e16E+07 15565 1298 0.0353 M= 1700 CD= 1 RHO-CABLE= 1-75 U®= 7 T= 5 LENGTH DYNAMIC L@AD TTA LEAL TOTAL STRESS 50 466261 S8t5¢e0«! 14935¢4 15 56461 66461 13074-¢ 100 6009768 7009768 1379001 200 46447 -B 56447 -2 11104e8 300 30988-5 40988-S BCO3B> de 400 2143524 3143524 6ik 4.47 500 1576702 25767-2 5069.09 600 122616 22261 26 4379 044 700 9946-01 19946 3923.91 800 8318-91 183189 3603-81 900 7116-03 17116 3367-18 1000 6190 16190 3185 1200 4852-26 14852.3 2921-83 1400 3923-73 1392327 2739 017 1600 3232-65 1323206 2603-21 1800 2690.78 126908 2496-61 2c00 2248.2 12248.° 2409-55 2200 1874046 L1d7404 2346002 2400 1549.83 11549 € 2272-16 2600 1260.9 11260.9 2215-32 2800 998-077 109986} 2163-61 3000 1540247 10754-2 21150°65 3200 523-853 1022.9 2070.32 3400 302-374 10302. 4 2026675 3600 86-1049 10086. . 1984.2 3800 129-744 1012907 1992.79 4000 346.86 103469 2035-5 95 c E A RHO Ss 2800 2e16E407 155-5 1-98 060353 M= 1700 CD= 1 RH@-CABLE= 1-75 U6= 7 T= 7 LENGTH DYNAMIC L@AD TOTAL LGAD TOTAL STRESS 50 20636 30636 6026-92 75 22758-5S 32758-5 6444-46 100 25028-5 35028-5 6891-02 200 30762 40762 8018-97 300 : 2817503 38175¢3 751061 400 23347 03 33347 -3 6560-29 500 1895S2-1 289526¢1 5695-64 600 15420 25420 5000-8 700 12686-7 22636-7 4463-07 800 105971 20597 el 4051-99 900 8997-Q6 18997-1 3737-23 1000 1758.59 17758 -6 3493-58 1200 6003-97 16004 3148-4 1400 4839-58 14839-6 2919-34 1600 4015-14 1401Se2 2757-15 1800 3399 81 13399 8 263601 2000 2920-81 12920-8 2541-87 2200 2535-05 12535 2465-98 2400 2215.59 12215-6 2403-13 2600 1944-77 11944-8 2349 -85 2800 1710-57 11710-6 2303-78 3000 1504-47 11504-5 2263-23 3200 1320.32 11320-3 2227-01 3400 1153-49 I2153e5 2194-19 3600 1000.46 11000-5 2164-08 3800 858.48 10858-5 2136-15 4000 7252344 107253 2109 -96 96 Cc E A RHO s 2800 2e16E+07 15565 1-98 0-0353 Ms 1700 CD= 1 RH@-CABLE= 1-75 U6= 7 T= 9 LENGTH DYNAMIC L®AD TOTAL L@AD T@TAL STRESS SO 11579.4 2157924 4245-24 7 12271-2 2227162 4381-34 100 13020.2 23020-2 4528-67 200 1630061 263001 5173-92 300 18 467-6 28467 -6 5600-33 400 18397 -2 28397-2 35866 48 S00 170194 270194 9315044 600 15243-7 252437 4966-11 700 1347724 2347704 4618-63 800 11865-8 2186528 4301-58 900 10448 -2 20448-2 4022-7 1000 9223-85 1922368 3781.84 1200 7285-74 1726S5-7% 3460-56 1400 5885-17 1586S-z2 3125.03 1600 4864-73 148647 2924-29 1600 4104-95 14105 2774-82 2000 3523671 13523-7 2660-47 2200 3066-74 136667 2570-57 2400 2698-33 1269623 2498-1 2600 2394-58 12594-6 2438-34 2800 2139618 121392 238801 3000 1920-71 117207 2345-12 3200 1730-99 11731 2307-8 3400 1564 11564 2274-95 3600 1415.87 114153 2245-69 3800 1281-35 1128163 2219-34 4000 1159.59 111596 2195039 97 REM THE FOLLOWING 9 SETS ARE FOR THE 0-7" DIAM STEEL CABLE Cc 11200 M= 1700 U@s 2 LENGTH 50 i) 100 200 300 400 200 600 700 800 900 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 E 2-16k+09 CD= | T= 7 DYNAMIC L@AD 371312 3793-83 3878-06 4255-09 4710-12 5266-07 5949 o71 6781-6 1744e25 8729-78 9542-08 10019 -6 9934067 8962-74 7661 -61 6373-45 5271-7 4401-58 3735-05 3224017 2826-69 2511-36 2256-27 2046019 1870.41 1721-24 1593-11 155-5 RH@-CABLE2 13-4 T9STAL LOAD I3ZTIBel 13793-8 13878 oi 14255 1 1471061 152661 1594907 167816 177443 18729 -8 195421 200196 1993407 18962-7 17661 06 16373-4 152717 14401-6 13735 13224-2 12826.7 1251124 12256-3 12046.2 118704 11721-2 115931 98 RH® 1°98 TOTAL STRESS 924563 930005 9356824 9611064 991783 102927 107536 1213145 119635 126260 131756 134976 134403 127850 119078 110393 102965 97098 -1 926042 BI1S907 86479 -8 6 4353-8 82634 1217-6 80032-4 7190267 78 162-8 S 1°O3E-03 Cc E A RHO s 11200 2e16E+09 155-5 1-98 1°-O03E-03 M= 1700 CD= 1 RH®-CABLE= 13-4 U@s= 2 Tz 5 LENGTH DYNAMIC LOAD TOTAL L@AD TOTAL STRESS 30 7158465 17584-6 118559 7S 1927-18 17927-2 120868 100 301-41 18301 -4 123391 200 10209 6 20209 -8 136258 300 13048 -8 23048 -8 155399 400 16759 -2 26759 02 180415 500 19447-3 2944723 198539 600 19557.7 2955767 199284 700 1786065 27860¢5 187841 800 15424 25424 171413 900 12929 22929 154592 1000 10740 8 20740-8 1298 38 1200 T6214 1762124 tigso7 1400 5759-99 15760 106257 1600 4593-25 1459363 98390-3 1800 3807-49 138075 9309226 2000 3245-53 13245¢5 893038 2200 2824-46 12824-5 8646408 2400 2497-3 1249763 84259 2600 2235-73 1223507 8249565 2800 2021-71 12021-7 8105205 3000 1843-21 11843-2 7198 49 o} 3200 1691-96 11692 718829 -3 3400 1562-04 11562 TTI9S304 3600 1449.14 11449 of TT19202 3800 1350.04 11350 16524 4000 126226 1126263 7593202 99 Cc E A RHO BS) 11200 2e16E+09 155.5 1-98 1°eO3E-03 Mz 1700 CD= 1 RHO-CABLE= 13-4 UG= 2 Tz 9 LENGTH DYNAMIC L®AD TOTAL LOAD TOTAL STRESS 50 2209-4 12209 .4 82318 75 2237-91 12237¢9 82510-2 100 2267-16 1226722 8270724 200 2392-01 12392 83549 2 300 2531-01 12531 84486-3 400 2686-52 12686-5 B85534-8 560 2861.37 128614 8671367 600 3058-83 13058-8 8804409 700 3282-54 132825 89553-3 800 3536-25 13536-3 9126308 900 3822-99 13823 931971 1000 4143657 141436 953585 1200 4861-93 148619 3100202 1400 555606 1555626 104885 1600 6019-31 1601963 108005 1800 6154-8 1615406 108919 2000 601001 1601001 107943 2200 56768 15676-8 105696 2400 5236016 15236-2 102725 2600 4749 -28 14749 03 9944203 2800 4260-15 142602 9614405 3000 3798-77 13798 8 93033-8 3200 3382-79 13382 8 90229 -2 3400 3019-26 130193 87778-2 3600 2707-49 12707-5 8567602 3800 2442-45 1244224 83889 -.2 4000 2217-45 1221765 B2372-2 100 Cc E A RHO s 11200 2c16E+09 158-5 1-98 1eO03E-03 Mz 1700 CD= 1 RHO-CABLE2 13-4 U@= 5 Te § LENGTH DYNAMIC L@AD TOTAL L®@AD TOTAL STRESS 50 20248 -9 30248 -9 203944 7S 21255-3 3125503 210729 106 22351-5 323515 218120 200 27661 -6 376616 253922 300 33493 43493 293238 400 36855-7 4685527 315909 500 36619 03 4661903 314316 600 34203¢7 44203-7 298029 700 30952 el 40952 -1 276106 800 27571 09 3757109 253317 900 243822 34382 -2 231811 1000 21513302 31513-2 212468 1200 168508 26850-8 181033 1400 13474 23474 158266 1600 11059 21059 141984 1800 9305-31 1930503 130160 2000 7997 17997 121339 2200 6992249 16992-S 114566 2400 6200-5 16200-S 109227 2600 5561-38 1556324 104918 2800 §$035-24 1503S5-2 101370 3000 4594-63 145946 98399 6 3200 4220.18 14220.2 95875 3400 3897 -88 13897.9 95752 3600 3617-38 13617-4 9151068 3800 3370-85 13370-8 90146-T7 4000 3152-31 13152.3 88679-2 101 Cc E A RH® BS) 11200 2-16E+09 15505 1-98 1-03E-03 M= 1700 CDs 1 RH@-CABLE= 13-4 U@2 5 Tz 7 LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS SO 9871-01 19871 133974 75 10107-5 20107-5 135569 100 10354.7 2035407 137235 200 114593 2145963 144683 300 127646 22764-6 153483 400 142561 2425601 163539 500 1583264 25832.4 174166 600 172779 27277-9 163912 700 1863442 28344-2 191102 800 18896-3 28896-3 194824 900 18956 28956 195226 1000 186313 286313 193037 1200 172909 27290-9 184000 1400 1556507 2556507 172369 1600 13804e9 23804-9 160497 1800 121619 22161-9 149419 2000 10696-7 2069667 13954) 2200 9425-15 1942561 130968 2400 8340-15 183402 123653 2600 7423-29 17423-3 117471 2800 665104 166514 112267 3000 6006.97 16001 107881 3200 5450.59 154506 104171 3400 4981-97 14982 101011 3600 4580-01 14580 983011 3800 4232-57 142326 95958 -6 40C0 3929 093 13929 9 9391861 102 Cc £ A RHO Ss 11200 2 16E+09 155-5 1-98 1-03E-03 M= 1700 CD= |i RHO-CABLE= 134 U@= 5 Tz 9 LENGTH DYNAMIC L®AD TOTAL L@AD TOTAL STRESS 50 5863-46 15863-5 106954 1S 594677 15946-8 107516 100 6032 32 16032¢3 108093 200 6398 -21 16398 .2 110560 300 6805013 16805-1 113303 400 71256246 17256065 116346 500 1753-37 1775364 119696 600 8292.59 182926 123332 700 6863.58 18863-6 127182 800 9445-87 194459 131108 900 10009 20009 134904 1060 105169 20516-9 138328 1200 112452 212452 143239 1400 12513-6 2151306 145049 1600 11385-2 21385-2 144183 1800 10988 -1 20988 -1 141505 2000 104354 204354 137779 2200 9806.63 19806.6 133540 2400 9152-38 191524 129129 2600 8503-83 185038 124756 2800 1879 059 17879 -6 120547 3000 7290635 172904 116575 3200 6741 -81 1674) 8 112876 3400 6236-39 16236-4 109469 3600 $774e34 1577423 106353 3800 5354-44 15354.4 103522 4000 4974-45 14974.4 100960 103 Cc E A RHO s 11200 2016E+09 155-5 1-98 1°03E-03 M= 1700 CD= 1 RH@-CABLE= 13-4 U@= 7 T= 5 LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS 50 302689 40268-9 271500 15 31878 41878 282349 100 3361169 436119 29.4039 200 4136765 5136765 346329 300 4761004 57610-4 388 420 400 490459 590459 398098 500 467189 5671809 382409 600 428008 528008 355992 700 3853165 48531-5 327208 800 34440-7 4444067 299627 900 30721 8 407218 274553 1000 2742503 3742503 252328 1200 2204161 320411 216027 1400 1801601 2801661 188890 1600 1501961 2501901 168683 1800 1276509 2276509 153492 2000 110416 2104106 141866 2200 9694.36 1969404 132783 2400 8619-43 1861924 125536 2600 1744.93 1774409 119640 2800 1020.95 170209 114758 3000 6412.24 1641262 110654 3200 5893.44 1589324 107156 3400 5445.94 1544529 104139 3600 5055.85 1505509 101509 3800 471206 147126 99195 4000 4408 -02 14408 9714165 104 Cc E A RH@ Ss 11200 2c 16E+O09 15565 1-98 1-03E-6¢ M= 1700 CD= 1} RHO-CABLE= 13.4 U6= 7 T= 7 LENGTH DYNAMIC LOAD TOTAL LOAD TOTAL STRESS 30 14703-3 24703-3 166554 i) 15083-5 25083-5 169118 100 154802 25480-2 171792 200 17234 27234 163617 300 19222 j 29222 197020 400 21291-8 31291-8 210975 500 2314206 331426 223453 600 24448-5 34448 -5 232258 700 25055 +6 350556 236351 800 25022¢7 3502267 236129 900 2451266 3451266 232690 1000 236921 33692 « I 227158 1200 2160263 31602-3 213068 1400 19373-2 293732 198039 1600 17260.4 272604 183795 1800 13535363 25353-3 170937 2000 136719 2367169 159600 2200 12208 -2 22208 -2 149732 2400 109433 20943.3 141203 2600 9854-29 19854-3 133861 2800 8918-01 18918 t27549 3000 8112-4 18ile.4 122117 3200 T4I17-45 1741765 117432 3400 6815-67 168157 113374 3600 6292-08 1629261 109844 3800 5834-07 15834.1 106756 4000 5431-18 15431-2 104040 105 Cc E A RHO Ss 11200 2e16E+09 195-5 1-98 1eO3E-03 Mz 1700 CD= 1 RH@-CABLE= 13¢4 U@s 7 T= 9 LENGTH DYNAMIC L@AD TOTAL L@AD TOTAL STRESS 50 8720-85 18720-9 126219 rh) 8854-73 1685407 127122 100 8992016 189922 128049 200 9578-51 195785 132002 300 10224-4 20224-4 436357 400 10926-6 209266 141091 500 116727 2167267 146121 600 12438 22438 151281 700 131838 23183-8 156309 800 138626 2386226 160886 900 14428.4 2442824 164700 1000 14848.4 248 48-4 167532 1200 152166 25218 66 170029 1400 15054-8 250548 168924 1600 1453767 2453767 165437 1800 1382526 23825°6 160636 2000 130255 2302565 155242 2200 12202.4 22202-4 149693 2400 1139326 213936 144240 2600 106195 2061925 139020 2800 9890.29 1989023 134104 3000 9210-53 1921025 129521 3200 8581-24 18581 -2 125278 3400 8001-48 18001-5 121369 3600 7469 023 174692 117781 3800 6981-8 16981-8 114494 4000 6536019 1653602 111490 106 TOTAL LOAD (LBS.) TOTAL LOAD (LBS.) TOTAL LOAD (LBS.) 32,000 24,000 16,000 8,000 24,000 16,000 8,000 24,000 16,000 8,000 8" POLYPROPYLENE 4%" NYLON | | | | anil | | ! | 400 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 LENGTH OF LINE (FT.) D-S. Total Line Load When U, =2andT=5. 4,000 8" POLYPROPYLENE 0.7" DIA. STEEL 4%" NYLON | | ! | | 400 800 1,200 1,600 2,000 2,400 2,800 3,200 LENGTH OF LINE (FT.) D-9. Total Line Load When U, = 2and T= 7. 8” POLYPROPYLENE 0.7” DIA. STEEL 44" NYLON 400 800 1,200 1,600 2,000 2,400 2,800 3,200 LENGTH OF LINE (FT.) D-10. Total Line Load When TT = 2and T= 9. 107 3,600 3,600 4,000 4,000 TOTAL LOAD (LBS.) 56,000 48,000 40,000 32,000 24,000 16,000 8.000 0.7” DIA. STEEL 8 POLYPROPYLENE 800 1,200 1,600 2,000 2,400 2,800 LENGTH OF LINE (FT.) D-11. Total Line Load When U, =Sand T=5. 108 3,200 3,600 4,000 TOTAL LOAD (LBS.) TOTAL LOAD (LBS.) 40,000 32,000 24,000 16,000 8,000 48,000 40,000 32,000 24,000 16,000 8,000 0.7” DIA. STEEL 8” POLYPROPYLENE 4%" NYLON 400 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 LENGTH OF LINE (FT.) D-12. Total Line Load When Up, =S5Sand T= 7. 0.7” DIA. STEEL 8’ POLYPROPYLENE 4%" NYLON | 400 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 LENGTH OF LINE (FT.) D-13. Total Line Load When U, = Sand T= 9. 109 4,000 4,000 TOTAL LOAD (LBS.) 72,000 56,000 48,000 40,000 32,000 24,000 16,000 8,000 8” POLYPROPYLENE 0.7" DIA. STEEL 400 800 1,200 1,600 2,000 2,400 2,800 LENGTH OF LINE (FT.) D-14. Total Line Load When Wr = 7and T= 5. 110 3,200 3,600 4,000 TOTAL LOAD (LBS.) TOTAL LOAD (LBS.) 40,000 32,000 0.7” DIA. STEEL 24,000 8’ POLYPROPY LENE 16,000 8,000 0 400 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000 LENGTH OF LINE (FT.) D-15. Total Line Load When Wn = 7and T= 7. 32,000 one I 8” POLYPROPY LENE 7" DIA. STEEL 16,000 8,000 44" NYLON 0 l eo ean ies [Ralabes ment (wae oa l eee | 0 400 800 1,200 1,600 2,000 2,400 2,800 3,200 3,600 4,000 LENGTH OF LINE (FT.) D-16. Total Line Load When UY = 7and T= 9. 111 7 : = a | < a 7 i j Fatal - 4 Tok, : ty : — - ; = ' uy ce ; an i ~~ : \ ea ~ “ Ip oe ‘ 4 . t . J 3 . a a = | ~ 5 . we i . i ( my —— : \ rf ' : \ , 5 ¢ A Fs aa 4 3 P, ~ Ne Fi ‘ | aly : . ; Bs APPENDIX E SALVAGE CORRESPONDENCE R 221932Z Jul 69 FM NAVSHIPSYSCOMHQ TO OCEAN SYSTEMS INC 11440 ISAAC NEWTON INDUSTRIAL SQUARE NORTH, RESTON, VIRGINIA 22070 INFO NAVXDIVINGU NRL OCEANOGRAPHIC INSTITUTE WOODS HOLE MASS UNCLAS ALVIN SALVAGE OPS 1. SUPERVISOR OF SALVAGE US NAVY SENDS. ALL FOLLOWING CONFIRMS PHONECON THIS DATE BY MY MR LAWRENCE TO YOUR MR KUTZLEB, 2. OCEAN SYSTEMS,INC 1S TASKED TO PROVIDE ALUMINAUT AND ITS SUPPORT SHIP OCEANIC FOR THE ABOVE OPERATION. BOTH ARE DESIRED AT WOODS HOLE OCEANOGRAPHIC INSTITUTE ON OR BEFORE 4 AUG. NS R 22193324 JUL 69 FM NAVSHIPS YSCOMH@Q TO NRL INFO WOODS HOLE OCEANOGRAPHIC INSTITUTION, WOODS HOLE, MASS. 02543 NAVOCEANO COMSERVLANT ONR CNO CNM NAVXDIVINGU UNCLAS ALVIN SALVOPS A. PHONECON MY LAWRENCE YOUR BUCHANAN OF 18 JUL AND 22 JUL 1. SUPERVISOR OF SALVAGE, U.S. NAVY SENDS; ALL FOLLOWING CONFIRMS REFERENCE A. 2. REQUEST OPERATIONAL CONTROL OF USNS MIZAR BE PASSED THIS OFFICE FOR PERIOD OF SUBJECT OPE RATION. 3. MIZAR ASSISTANCE TO THIS EFFORT WILL BE REQUIRED FOR APPROXI- MATELY FOURTEEN DAYS AND WILL INCLUDE: A. SUPPORT DRV ALUMINAUT IN SEARCH AND LOCATION OF ALVIN B. PROVIDE LIFT CAPABILITY FOR RAISING ALVIN AS A FIRM DETAILED PLAN IS DEVELOPED USNS MIZAR WILL BE INFORMED. 4, IT IS DESIRED USNS MIZAR BE DIRECTED TO BE DOCK SIDE AT WOODS HOLE OCEANOGRAPHIC INSTITUTE (WHOI) ON 1 AUGUST FOR FITTING OUT AND TRAINING. SHIFT OF OPERATIONAL COMMAND IS DESIRED UPON HER ARRIVAL. 5. FOR INFORMATION THE DESIGNATED SUPSALVREP AND OPERATIONAL COMMANDER THIS SEARCH/RECOVERY EFFORT IS LCDR W.I. MILWEE, U.S. NAVY. MY WASHINGTON, D.C. PROJECT MANAGER THIS EFFORT IS MR. EARL F. LAWRENCE, PHONE: WORK (202) 696-3084, HOME (703) 528-4694. 6. AN INITIAL PLANNING MEETING WILL BE HELD WHOI 1000, 23 JUL. REQ NRL REP ATTEND. 114 R 2601164 JUL 69 FM NRL WASHDC TO NA VSHIPSYSCOMHQ INFO COMSTS COMSTSLANT USNS MIZAR NAVOCEANO COMSERVLANT CNO ONR CNM NAVXDIVINGU WOODS HOLE OCEANOGRAPHIC INSTITUTION WOODS HOLE MASS UNCLAS ALVIN SALVOPS A. YOUR 2219334 JUL 69 (NOTAL) 1. REFERENCE A REQUESTS USE OF USNS MIZAR FOR SALVAGING ALVIN. 2. A PRELIMINARY STUDY OF THIS PROBLEM INDICATES THAT UN- CONTROLLABLE RESONANCES MUST BE EXPECTED AT SHORT LINE LENGTHS AND MAY ALSO BE PRESENT NEAR MAXIMUM DEPTH. 3. IT IS OUR OPINION THAT USE OF THE EQUIPMENT AND FACILITIES WHICH ARE NOW AVAILABLE FOR THIS PURPOSE INVOLVE UNACCEPTABLE RISKS. 4. IN ABSENCE OF A COMPLETE STUDY OF DYNAMIC FORCES, RECOMMEND AGAINST EMPLOYMENT OF RECOVERY SYSTEMS CONSIDERED TO DATE. 5. USNS MIZAR SAILING WILL BE DELAYED UNTIL 30 JULY PENDING RESOLUTION OF THESE UNCERTAINTIES. DELAY BEYOND 30 JULY WILL PRECLUDE MEETING PRESENTLY SCHEDULED NRL COMMITMENTS. 115 P 3117102 JUL 69 FM NAVSHIPSYSCOMHQ TO NRL INFO COMSTS COMSTSLANT USNS MIZAR NAVSHIPYD BSN NAVOCEANO COMSERVLANT CNO ONR CNM NAVXDIVINGU WOODS HOLE OCEANOGRAPHIC INSTITUTE SUPSHIP THREE UNCLAS DRV ALVIN SALVOPS A. NRL MSG 260116% JUL 69 1. SUPERVISOR OF SALVAGE U.S. NAVY (SUPSALV) SENDS.SUPSHIP THREE PASS TO ASSTSUPSALV NYK. 2. CONCUR ANALYSIS OF STUDIES DYNAMIC RESPONSE PROPOSED HANDLING OVERSIDE INDICATES RISK OF EXCESSIVE LINE TENSION EXIST. 3. HANDLING THROUGH CENTERWELL FEASIBLE. STUDY DYNAMIC RESPONSE INDICATES ACCEPTABLE LINE TENSIONS UNDER ALL LENGTHS AND CONDITIONS. 4, INSPECTION OF USNS MIZAR ON 29 JULY SHOWED RIGGING AND FAIRLEADS CAN BE INSTALLED TO HANDLE 4 1/2-INCH NYLON LINE THROUGH CENTER WELL. 5. ALL MATERIAL FOR ABOVE WILL BE AVAILABLE AT BOSTON NAVSHIPYD. WORK REQUEST AND FUNDS HAVE BEEN PROVIDED TO BOSTON NAVSHIPYD. 116 R 0618174 AUG 69 FM ONR WASH TO NAVSHIPS YSCOMHQ INFO CNO CNM CINCLANTFLT COMSUBLANT OCEANAV COMSERVLANT COMSTSLANT NRL NAVXDIVINGU WOODS HOLE OCEANOGRAPHIC INSTITUTION UNCLAS EFTO NAVSHIPS FOR SHIPS OOC ALVIN SALVOPS A. SUPSALV SALVAGE PLAN DATED 4 AUG 69 NOTAL B. OPNAVINST 4740. 2B 1. REF (A) REVIEWED AND CONCURRED WITH. 2. REQ SUPSALV ASSUME SALVAGE RESPONSIBILITY IAW REF B AND PROCEED WITH RECOVERY. 3. REQN TRANSFERRING INITIAL PAYMENT BEING FORWARDED. P 1217102 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMH@ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP ONE 1. LCDR MILWEE SENDS. 2. COMPLETION OF NAVSHIPYD WORK AT 121035Q VICE 112400Q DELAYED SAILING OF MIZAR ON HOUR FOR HOUR BASIS. 3. USNS MIZAR UNDERWAY FOR SALVAGE SITE AT 121136Q. WILL COMMENCE SEARCH UPON ARRIVAL ABOUT 130400Q. 4, ALUMINAUT UNDERWAY BY 121600Q FOR DRESS REHEARSAL IN PROVINCE- TOWN HARBOR THENCE TO SALVAGE SITE. FIRST ALUMINAUT DIVE ON BEST DATUM SKED MORNING OF 15 AUG. 5. WEATHER FORECAST FOR OP AREA POSSIBLE GALE WINDS AND VERY ROUGH SEAS. 118 P 1323102 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ ONR WASHDC UNCLAS ALVIN SALVOPS SITREP TWO 1. LCDR MILWEE SENDS. 2. USNS MIZAR ARRIVED SALVAGE SITE 130400Q AUG AND COMMENCED BATHYMETRIC RUNS. UPON COMPLETION BEGAN FIRST TEN HOUR CAMERA RUN AT 1043Q. 3. STACEY TIDE WITH ALUMINAUT IN TOW UNDERWAY FROM BOSTON 121940Q AUG. FOG DELAYED ARRIVAL PROVICETOWN UNTIL 131100Q. UNABLE TO SATISFACTORILY FIT REEL USING FLOTATION ARRANGE MENT IN HAND. CON- SIDER REHEARSAL WITH TOGGLE BAR AND SATISFACTORY HANDLING ARRANGE - MENT MANDATORY. HAVE ALLOWED ALUMINAUT FINAL 24 HOUR DELAY WITH ARRIVAL ON SCENE NLT FIRST LIGHT SATURDAY. FURTHER DELAY UN- ACCEPTABLE BECAUSE OF OP AREA WEATHER AND USNS MIZAR SKED. 4, WEATHER IN OP AREA CURRENTLY IDEAL. FCST FAVORABLE. SD P 1500254 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP THREE 1. LCDR MILWEE SENDS. 2. RESULTS FROM FIRST TWO CAMERA RUNS BY USNS MIZAR NEGATIVE. THIRD DELAYED BY EQUIPMENT DIFFICULTIES. ANTICIPATE MAXIMUM OF FIVE CAMERA RUNS PRIOR TO ARRIVAL OF ALUMINAUT. IF ALVIN NOT LOCATED BY USNS MIZAR WHEN ALUMINAUT READY TO DIVE INTEND DIVE ALUMINAUT FOR SEARCH ABOUT BEST ESTIMATED POSITION. 3. ALUMINAUT REEL HANDLING DIFFICULTIES UNDER CONTROL. ALUMINAUT TO SAIL FROM PROVINCETOWN ABOUT 1500004 TO ARRIVE SALVAGE SITE SATURDAY MORNING IN READY TO DIVE CONDITION. 4. WEATHER CONTINUES FAVORABLE. 119 P 1523552 AUG 69 FM USNS MIZAR TO | NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP FOUR 1. LCDR MILWEE SENDS. 2. ONE PHOTOGRAPH OF ALVIN OBTAINED DURING THIRD CAMERA RUN. FOURTH AND FIFTH RUNS MADE FOR VERIFICATION AND ADDITIONAL INFO. 3. CRAWFORD AND ALUMINAUT ENROUTE SALVAGE SITE. CRAWFORD ETA 160600Q AUG. ALUMINAUT DELAYED PROVINCETOWN UNTIL 150300Q. PROCEEDING AT FIVE KNOTS. ETA EARLY SATURDAY AFTERNOON. FOUR HOURS PREPARATION FOR DIVE REQUIRED. INTEND NIGHT DIVE TO FIT LIFTING BRIDLE. 4. INTEND START RIGGING FOR LIFT ABOARD USNS MIZAR SATURDAY MORNING. 5. WEATHER DETERIORATING SLIGHTLY. EXPECT SUITABLE WEATHER FOR OPERATIONS. P 170120% AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP FIVE 1. LCDR MILWEE SENDS. 2. ADDITIONAL PHOTOGRAPHS OBTAINED FOURTH AND FIFTH CAMERA RUNS BY USNS MIZAR GIVE NO SIGNIFICANT ADDITIONAL INFORMATION. 3. ALL UNITS AT SALVAGE SITE, ALUMINAUT ARRIVING ABOUT 161900Q AND COMMENCED SIX HOUR RIGGING JOB. WEATHER MAY PROLONG RIGGING OPERATION. IMMEDIATELY UPON COMPLETION OF RIGGING INTEND MAKE DIVE TO PLACE LIFTING BRIDLE. 4. COMPLETED RIGGING ABOARD USNS MIZAR. 5. WEATHER CONTINUED TO DETERIORATE, WIND 18 TO 20 KNOTS, SEAS FOUR FEET, SWELL DEEPENING. 120 P 1723202 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP SIX 1. LCDR MILWEE SENDS. 2. RIGGING OF ALUMINAUT SECURED AT ABOUT 162300Q BECAUSE COMBINED HAZARDS OF DARKNESS AND ROUGH SEAS PRESENTED UNACCEPTABLY DANGEROUS CONDITIONS. RIGGING RESUMED FIRST LIGHT. DAMAGE SUSTAINED BY LINE REEL AND ALUMINAUT REEL SUPPORT BRACKET DURING RIGGING ATTEMPT NECESSITATED MODIFICATION OF SALVAGE PLANS SUNDAY AFTERNOON. 3. INTEND USE FOUR AND ONE HALF INCH COLUMBIAN PLIMOOR HUNG FROM SURFACE AS PRIMARY LIFTING LINE. LIFTING BRIDLE COMPONENTS TO BE STAYED OFF ON LIFT LINE AND CARRIED TO ALVIN AND PLACED BY ALUMINAUT. RIGGING OF LIFT LINE UNDERWAY ABOARD USNS MIZAR. ALUMINAUT PREPARING FOR DIVE. IN VIEW ANTICIPATED WORSENING WEATHER AND EFFECTS FROM HURRICANE CAMILLE INTEND ROUND THE CLOCK OPERATION THROUGH RIGGING, LIFT AND TOW. 4. WINDS NOW 20-25 KNOTS, SEAS 5-6 FT BUILDING SLIGHTLY. Ee SEE) P 1823354 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP SEVEN 1. LCDR MILWEE SENDS. 2. SOME DELAYS ENCOUNTERED BECAUSE OF RIGGING AND EQUIPMENT DIFFICULTIES. AT 181856Q USNS MIZAR AND NRL TRACKING TEAM SUCCEEDED IN PLACING CLUMP WITHIN ONE HUNDRED YARDS OF ALVIN WRECK. 3. PROCEEDING TO PASS LIFT LINE TO BUOY. ALUMINAUT STANDING BY TO DIVE AS SOON AS LIFT LINE IS CAST OFF. 4. WEATHER REMAINS STABLE. WIL P 1923052 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC INFO COMSTSLANT UNCLAS . ALVIN SALVOPS SITREP EIGHT 1. LCDR MILWEE SENDS. 2. ALUMINAUT DIVED 182005Q LOCATED AND INSPECTED ALVIN. FOUND LOWER HATCH OPEN, MANIPULATOR ON, AND FOREBODY SECURE TO AFTER- BODY. LOCATED CLUMP AND DEPLOYED TOGGLE. UNABLE TO INSERT TOGGLE IN HATCH. SURFACED AT 190830Q AFTER EXPENDING ALL BATTERY AND LIFE SUPPORT SYSTEM ENDURANCE. DURING DIVE ALUMINAUT SUFFERED CASUALTIES TO STRAZA SONAR, VERTICAL MOTION MOTOR AND MANIPULATOR WHICH INHIBITED SEARCH AND TOGGLE BAR EMPLACEMENT. HEAVY SEAS PREVENTED CONDUCTING BATTERY CHARGE FOR SECOND DIVE. MOISTURE IN SUBMARINE CAUSED NUMEROUS GROUNDS THROUGHOUT ELECTRICAL SYSTEM. 3. IN VIEW NUMEROUS CASUALTIES SERIOUSLY REDUCING ALUMINAUT EFFEC- TIVE NESS AND WORSENING WEATHER IN OPAREA HAVE TEMPORARILY SUSPENDED SALVAGE OPERATIONS AND AM PROCEEDING INTO WOODS HOLE. CONSIDER PROBABILITY OF SUCCESS WITH PROPERLY OPERATING SUBMARINE VERY HIGH. 22 P 211500% AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP NINE 1. LCDR MILWEE SENDS. 2. ALL UNITS IN WOODS HOLE. REPAIRS UNDERWAY ON ALUMINAUT STRAZA SONAR AND VERTICAL PROPULSION MOTOR. ALL NECESSARY MATERIAL ON > HAND. ETC ALUMINAUT REPAIRS FRIDAY AFTERNOON. INTEND ALUMINAUT UNDERWAY FOR SALVAGE SITE UPON COMPLETION OF REPAIRS, OTHER UNITS AFTERWARDS TO ARRIVE SITE SIMULTANEOUSLY. P 2415022 AUG 69 FM USNS MIZAR TO NAVSHIPS YSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP TEN 1. LCDR MILWEE SENDS. 2. MANIPULATOR DIFFICULTIES NECESSITATED ALUMINAUT BEING REMOVED FROM WATER.DECISION TO HAUL OUT AT NEW BEDFORD CHANGED DUE TO MARGINAL SAFETY OF ONLY AVAILABLE MARINE RAILWAY. ALUMINAUT NOW AT BOSTON NAVAL SHIPYARD LIFTED OUT OF WATER. 3. MANIPULATOR MOTOR REPAIRS SATISFACTORILY COMPLETED. FIT UP OF TOGGLE BAR IN PROGRESS ETC 242400Q. 4. EXPECT ALUMINAUT UNDERWAY UPON COMPLETION OF REPAIRS REACH SITE WEE HOURS WEDNESDAY. USNS MIZAR AND CRAWFORD TO SAIL MONDAY NIGHT FOR RENDEZVOUS AT SITE AND RECOVERY OF ALVIN. 123 P 2713302 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP ELEVEN 1. LCDR MILWEE SENDS. 2. STACEY TIDE UNDERWAY FOR SALVAGE SITE 25 AUG, USNS MIZAR AND CRAWFORD UNDERWAY 26 AUG FOR WEDNESDAY MORNING RENDEZVOUS. 3. STACEY TIDE STANDING BY BUOY LEFT AT SITE AT 270600Q. ALUMINAUT BEING PREPARED FOR DIVE COMMENCING WEDNESDAY AFTERNOON. 4, WEATHER SATISFACTORY FOR OPERATIONS. SEAS 3-5 FT WIND 15-20 KTS. P 2812502 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP TWELVE 1. LCDR MILWEE SENDS. 2. ALUMINAUT SUBMERGED AT 271323Q AUG AND AFTER FOURTEEN HOURS OF HERCULEAN EFFORT IN WHICH NUMEROUS. DIFFICULTIES WERE EN- COUNTERED AND OVERCOME SUCCEEDED IN FIRMLY IMPLANTING THE TOGGLE BAR IN ALVINS HATCH AND SUBSEQUENTLY SECURING THE TOGGLE BAR PENDANT TO THE MAIN LIFT LINE. ALUMINAUT SURFACED 280615Q AUG AFTER A DIVE OF NEARLY SEVENTEEN HOURS. A SPLENDID PERFORMANCE BY ALUMINAUT AND HER CREW. 3. TRANSFER OF MAIN LIFT SYSTEM FROM BUOY TO USNS MIZAR LIFT SYSTEM IN PROGRESS. INTEND TO MAKE LIFT ON TOGGLE BAR ONLY. 4. WEATHER MODERATING SEAS 1-2 FT-WIND 8-10 KTS. 124 P 2912502 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP THIRTEEN 1. LCDR MILWEE SENDS. 2. TRANSFERRED MAIN LIFT LINE TO USNS MIZAR MAIN LIFT SYSTEM AND LIFTED ALVIN TO WITHIN ONE HUNDRED FEET OF SURFACE AND CAPTURED ON NORMAL LIFTING BRIDLE, BECAUSE OF IDEAL WEATHER CONDITIONS EXTANT IN THE OPAREA ATTEMPTED TO FLOAT ALVIN FOR SURFACE RATHER THAN SUBMERGED TOW TO WOODS HOLE. DUE TO LEAKY BALLAST TANKS AND JAMMED TOGGLE BAR WHICH PRE VENTED INSERTION OF PUMP SUCTION HOSE IN PRESSURE SPHERE UNABLE TO OBTAIN ADEQUATE BUOYANCY FOR FLOTATION. WRAPPED ALVIN IN A NET AND SUSPENDED BENEATH THREE 8.4-TON SALVAGE PONTOONS FOR TOW TO VINEYARD SOUND AREA. TOW UNDERWAY 290220Q AUG WITH SOA OF TWO KNOTS. ETA VINEYARD SOUND EARLY SUNDAY MORNING. 3. ALVIN APPEARS ESSENTIALLY INTACT. DAMAGE CONFINED PRIMARILY TO FIBERGLASS FAIRINGS. ALL PROPULSION MOTORS ARE BROKEN OFF BUT ARE SECURELY LASHED TO THE WRECK. MANIPULATOR IS INTACT AND LASHED TO WRECK. 125 P 2923154 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP FOURTEEN 1. LCDR MILWEE SENDS. 2. CONTINUED TOW OF ALVIN TOWARD VINEYARD SOUND. ACTUAL SOA SLIGHTY LESS THAN TWO KNOTS. ETA VINEYARD SOUND SUNDAY AFTERNOON. DIVERS INSPECTION OF TOW REVEAL TOW TO BE IN GOOD CONDITION AND TOWING SATISFACTORILY. 3. RELEASED ALUMINAUT ABOUT 291330Q AFTER CROSSING FIFTY FATHOM CURVE. ALUMINAUT PROCEEDING TO BOSTON NAVSHIPYD. 4, WEATHER FRESHENING SLIGHTLY BUT REMAINS EXCELLENT. LS TN P 3023102 AUG 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC UNCLAS ALVIN SALVOPS SITREP FIFTEEN 1. LCDR MILWEE SENDS. 2. CONTINUED TOW OF ALVIN TOWARDS VINEYARD SOUND ETA REMAINS LATE SUNDAY AFTERNOON. DURING EARLY MORNING HOURS OF 30 AUG ONE PONTOON BECAME DEFLATED AND SECOND BEGAN TO LOSE AIR. RIGGED ADDITICNAL PONTOON TO TOW AND HAVE TWO MORE STANDING BY ON DECK. TOW RIDING WELL. 3. ARRANGEMENTS COMPLETED FOR LIFT OUT BY CRANE AND BARGE MONDAY MORNING. INTEND FORMAL TURNOVER OF WRECK TO WHOI PERSONNEL WHEN WRECK HAS BEEN LANDED AND SECURED ON BARGE. 126 P 0100154 SEP 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALYV) ONR WASHDC INFO COMSTSLANT UNCLAS ALVIN SALVOPS SITREP 16 1. LCDR MILWEE SENDS 2. USNS MIZAR ANCHORED IN MENEMSHA BIGHT AND PREPARED ALVIN FOR FINAL LIFT. ALL PREPARATIONS COMPLETE FOR LIFT MONDAY. P 0114554 SEP 69 FM USNS MIZAR TO NAVSHIPSYSCOMHQ (SUPSALV) ONR WASHDC INFO COMSTSLANT UNCLAS ALVIN SALVOPS SITREP 17 AND FINAL 1. LCDR MILWEE SENDS. 2. ALVIN LIFTED ABOARD BARGE IN VINEYARD SOUND FOR DELIVERY TO WHOI. 3. USNS MIZAR DETACHED TO PROCEED TO WASH DC TO OFFLOAD EQUIP. CRAWFORD DETACHED TO PROCEED TO WOODS HOLE. SALVOPS COMPLETED. 127 APPENDIX F COMMAND AND ADMINISTRATION The following organizations and their personnel contributed to the successful recovery of ALVIN. An organizational chart of the recovery operation is given in Figure F-1. Supervisor of Salvage, USN Supervisor of Salvage CAPT E. B. Mitchell, USN On-Scene Commander LCDR W.L Milwee, Jr., USN Salvage Master Mr. E. F. Lawrence Woods Hole Oceanographic Institution S. Daubin W. O. Rainnie, Jr. A. Eliason W. M. Marquet R. G. Graham A. F. Medeiros F. Omohondro M. McCamis C. Winget Ocean Systems, Inc. F. W. Hobbs R. Kutzleb Reynolds Submarine Services C. Morris R. Canary Naval Underwater Weapons Research and Engineering Station, Newport Diving Team BMCS (DV) M. Oranczak, USN MM1 (DV) G. A. Landrum, USN DC1 (DV) R. F. Ottinger, USN 129 Naval Research Laboratory Office of Naval Research Submarine Development Group One Boston Naval Shipyard U.S. Coast Guard Underwater Safety Military Sea Transportation Service USNS MIZAR Potomac Research, Incorporated Commandant Ist Naval District Public Affairs Naval Ship Systems Command Public Affairs Battelle Memorial Institute MAR-LOR Crane Rental Service C. L. Buchanan R. Bridge J. D. Clamons L. S. Greenfield D. E. Shirley G. Worthington J. J. Gennari E. W. Carey R. B. Patterson J. Campbell G. J. Gant E. Czul LCDR. J. D. Donnelly, USN LCDR J. R. Finlen, USN CAPT R. C. Gooding, USN’ LT H. T. Suzuki, USCG CAPT C. A. Reichert, MSTS L. Campomenosi E. Bain CDR M. Romano, USN J. Harrington S. Harrison D. Hackman D. Clark 130 OCEAN SYSTEMS, INC. REYNOLDS SUBMARINE SERVICES M/V STACEY TIDE DRV ALUMINAUT NAVAL SHIP SYSTEMS COMMAND PUBLIC AFFAIRS OFFICE COMONE PUBLIC AFFAIRS OFFICE OFFICE OF NAVAL RESEARCH BOSTON NAVAL SHIPYARD COAST GUARD STATION WOODS HOLE SUPERVISOR OF SALVAGE (SUPSALV) ON-—SCENE COMMANDER (SUPSALV) SALVAGE MASTER (SUPSALV) NAVAL UNDERWATER WEAPONS RESEARCH AND ENGINEERING STATION, NEWPORT WOODS HOLE OCEANOGRAPHIC INSTITUTION MILITARY SEA RIMICRAWECRD TRANSPORTATION SERVICE USNS MIZAR (T-AGOR-11) SUPPORT PERSONNEL EMERGENCY SHIP U.S. DIVERS UNITED STATES ALVAGE MATERIA: COMMERCIAL COAST GUARD POOL, DIVING BAYONNE DIVISION COAST GUARD UNDERWATER STATION SAFETY GAY HEAD DIVISION Figure F-1. Organizational Chart. 131 NAVAL RESEARCH LABORATORY SUBMARINE DEVELOPMENT GROUP ONE POTOMAC RESEARCH, INC. BATTELLE MEMORIAL INSTITUTE vil —— APPENDIX G NAVIGATION PLANS 133 NAVIGATION PLAN “A” Sequence of Operations (See figure G-1) 1. MIZAR arrives on station using Loran A and/or other surface navigation aids. 2. MIZAR conducts local area bathymetry survey to establish best estimate of ALVIN location. Bottom marker No. 1 is dropped as near ALVIN as possible (accuracy goal is 300- 400 yards). 3. MIZAR stays on station using her three-dimensional computer system. 4. MIZAR tracks ALUMINAUT on the surface with radar. 5. MIZAR talks ALUMINAUT into position over marker No. 1. 6. ALUMINAUT dives to bottom. MIZAR tracks ALUMINAUT during descent. 7. ALUMINAUT is given courses to steer to home in on marker No. 1. 8. ALUMINAUT conducts CTFM sonar search for ALVIN. During this search she uses the CTFM transponder as a local navigation bottom reference. The surface also tracks ALU- MINAUT. Depth contours will be a valuable guide. 9. ALUMINAUT finds ALVIN and her position relative to marker No. 1 is recorded. Failure Mode Reactions for Navigation Plan “A” 1. If AMF transponder on marker No. 1 nearest ALVIN fails, call it back and set an- other. 2. If the CTFM transponder on marker No. | fails, continue with ALUMINAUT search using surface tracking navigation. Set another if required. 3. If the CTFM sonar on ALUMINAUT fails and if ALUMINAUT is on the bottom, continue with a visual search using surface tracking navigation. Repair ALUMINAUT’s CTFM sonar. Install WHOI backup SM500 CTFM sonar. 4. If MIZAR’s computer tracking fails, shift to Navigation Plan “B”’. 134 MIZAR S ~ \- x XN 10 kHz ~ \ CTFM SONAR\ AMF TRANSPONDER 37 kHz FLOAT PINGER \ CTFM TRANSPONDER BOTTOM a MARKER Bare hee NO. 1 \ ALVIN AMF TRANSPONDER ALUMINAUT AND RELEASE WEIGHT Figure G-1. Navigation Plan “A”. 135 NAVIGATION PLAN “B” General This backup plan assumes that MIZAR’s computer tracking may be inoperative and that the CTFM sonar equipment is working. Sequence of Operations (See figure G-2) 1. Based on surface navigation and bathymetry, MIZAR sets two bottom markers. Marker No. 1 is set as near ALVIN as possible. Marker No. 2 is set at the same depth as No. 1 and about 2,000 yards from No. 1. 2. MIZAR alternately interrogates the two markers and plots her position relative to the markers. 3. MIZAR tracks ALUMINAUT on the surface with radar and talks her into position over marker No. 1. 4. ALUMINAUT dives to the bottom and is tracked by MIZAR. 5. MIZAR plots her position relative to the markers. 6. If necessary MIZAR (who is tracking ALUMINAUT) guides ALUMINAUT toward marker No. 1. 7. ALUMINAUT finds marker No. 1 with her CTFM sonar in transponder mode (max- imum range of 800 yards). 8. ALUMINAUT conducts sonar search for ALVIN using the CTFM transponder as a navigation reference. 9. ALUMINAUT finds ALVIN and reports her position relative to the CTFM transpon- der on marker No. 1. 136 MIZAR / \ \ 10kHz / / \ 10 kHz FLOAT Ll AMF \ MARKER TRANSPONDER NO. 2 WEIGHT SN —— — —— — AMF TRANSPONDER FLOAT CTEM 37 kHz SanyNs PINGER AMF TRANSPONDER AND RELEASE ALUMINAUT WEIGHT Figure G-2. Navigation Plan “‘B’’. G7) NAVIGATION PLAN FOR BACKUP CLUMP LOWERING PLAN “A” General This plan provides the navigation information necessary to position a MIZAR-lowered recovery clump near bottom marker No. 1 which has been moved by ALUMINAUT to a position next to ALVIN. Method (See figure G-3) 1. ALUMINAUT finds ALVIN and then moves marker No. 1 to a position very near ALVIN. ALUMINAUT departs. 2. MIZAR lowers recovery clump which has an AMF transponder in the line. 3. Using three-dimensional tracking, MIZAR positions the clump near ALVIN. 138 MIZAR AMF TRANSPONDER BOTTOM MARKER NO. 1 CTFM EF avetee N AMF TRANSPONDER AND RELEASE WEIGHT RECOVERY CLUMP Figure G-3. Navigation Plan for Backup Clump Lowering Plan “‘A”’. 39 NAVIGATION PLAN FOR BACKUP CLUMP LOWERING PLAN “B” General This plan provides the navigation information necessary to position a MIZAR-lowered recovery clump near ALVIN if MIZAR’s three-dimensional computer tracking equipment is inoperative. Method (See figure G-4) 1. ALUMINAUT finds ALVIN and moves bottom marker No. | to a position very near ALVIN. ALUMINAUT departs. 2. MIZAR plots her position using the AMF transponders on markers No. | and No. 2. 3. MIZAR lowers recovery clump which has a modified EDO transponder in the line. 4. MIZAR moves recovery clump near marker No. 1. The time difference between the receipt of the 10 kHz signal from marker No. 1 and the 8 kHz from the EDO transponder is used to indicate the distance of the clump from marker No. 1. 140 EDO TRANSPONDER AMF TRANSPONDER Baan AND RELEASE TRANSPONDER MARKER BOTTOM NO. 2 MARKER NO. 1 AMF TRANSPONDER AND RELEASE RECOVERY CLUMP Figure G-4. Navigation Plan for Backup Clump Lowering Plan “‘B’’. 141 7 1 " t “i on “4 me Ss v1 po i or i x 1 i peat APPENDIX H LIFT LINE LAUNCHING PROCEDURE The following lift line launching procedure was developed: 1. Run doubled line through eye splice at 18-foot point and reeve through sheave on U-frame. 2. Deploy Stimson anchor and headache balls over side and stop off. 3. Attach cherry picker hook to eye at 18-foot point and take a strain on the line. 4. Install pinger battery and connect up. Test for proper operation. Remove toggle cotter pin. 5. Shackle balls to end of line and take strain with the cherry picker. . Burden over to double line through U-frame. . When load is all on U-frame, remove hook from eye. . Burden main lift line to sheave in center well. Wo) (ee) SS, CD . Remove lowering line, if possible. 10. If necessary haul in main lift line until 18-foot eye is accessible and cut lowering line free. 11. Raise or lower main lift line until 83-foot eye is accessible from after door of center well. 12. Attach lower end of instrument string to 83-foot eye. 13. Continue to lower main lift line until 134-foot eye comes into view; at the same time deploy instrument string by hand. 14. Attach upper end of instrument string to 134-foot eye. 15. Lower away. 16. Lower carriage to bottom. 17. At beginning of cast-off phase, raise carriage. 18. When splice between main lift line and tag pendant comes into view, cut free of lift line and secure to messenger No. 1. 19. Bring tag pendant to deck via messenger No. 1; secure to lower (forward) end of pontoon which is lashed to gunwhale outboard. Launch pontoon. 143 20. Lower away and burden weight of main lift line to pontoon. 21. Up-behind on main lift line. When bitter end is in hand attach to messenger No. 2. Cast free in well. 22. Cast off pontoon painter. The lift line is now buoyed free of MIZAR. 144 APPENDIX I OUTFITTING AND TESTING OF VESSELS The following was accomplished at Boston Naval Shipyard for 1969 salvage operations: 1. Ran electrical power cable for traction winch. 2. Designed, fabricated, and installed foundation for traction winch. Installed traction winch and connected electrically. 3. Procured special block with load cell attachment capability. 4. Fabricated four wire pendants for block installation in overhead of center well. 5. Provided calibrated back-up dynamometer. 6. Installed and load-tested four pads in overhead of center well and padeye on fore- mast to 50,000 pounds. 7. Tested center well lift system simulating actual lift conditions as closely as possible to 20,000 pounds. 8. Made up 85-foot wire pendant (1-inch-diameter) with ‘“thard-eyes” for ALVIN tow pendant. 9. Manufactured new toggle bars to drawings furnished. 10. Unloaded ALUMINAUT from STACEY TIDE and commenced readiness for sea preparations. 11. Put spare lift line (Samson 4 1/2-inch braided nylon) aboard STACEY TIDE. 12. Installed and tested empty reels on ALUMINAUT. i3. Wound line on reels and determined weight of reel and line when immersed in water. Installed each reel and line on ALUMINAUT simulating at-sea loading. 14. Tested toggle in dummy hatch. Tested reels and line for payout and braking. 15. Rehearsed transfer of line to MIZAR, making certain that divers were familiar with procedure. 16. Provided additional rigging gear from salvage pool as needed. 17. Provided other industrial and logistic assistance as required. 145 i = Neil 1 i i f ’ , 1 ’ i 7 " i ~- r i } a it ; Th | ne ce Pa : { tee . anaes ; Fe i 2 1 “ ut mr a t J > - { 1 ie i J 1 ey 7 Vi eS) NS fy I } : ret all i * he; ks be ip } el i { cae! £4 ey rou a i ees | | RECOVERY OF NAVSHIPS 0994-—004-—5010 DEEP RESEARCH VEHICLE ALVIN