Nuclear Submarine Runs Aground South of Guam

The Associated Press ^ | Jan 8, 2005 | The Associated Press

[SS Guy]

...they have read Clancy.

Clancy looses it in the details. I can't read him.Little stuff that the public doesn't catch since he nor they have really ever been there and lived it. Yeah he rode a boat or two for a few days, so what.

Probably the best book for the true feel, (you can taste and smell the diesel and lube oil), is Stephen Douglas's "Blow Negative". (out of print and getting up to $35.00 for a paper back now days) That is the way it was on a smoke boat. You want more read Dex Armstrong's stuff in the "After Battery" http://www.olgoat.com/ (click on after battery)

Mercurio (sp) is suppose to be good but I haven't read any of his stuff.

SS Guy

[PogySailor]

Navy officials say the Los Angeles class submarine was cruising at approximately 40 mph at a depth of 525 feet Saturday when it slammed into an undersea "mound" about 350 miles southeast of Guam.

Wow. I'm surprised there weren't more serious injuries or deaths. Bravo Zulu to the crew for bringing her home.

[PogySailor]

Thanks for posting that.

[Doohickey]

Photographs of the USS San Francisco returning to Apra Harbor in Guam Monday show the submarine's sonar sphere and forward ballast tanks were heavily damaged when it hit an undersea mountain, experienced submariners said.

One man was killed in the collision, and 23 others, about one of every six crewmen on board, were injured and evacuated from the submarine, making the incident one of the most serious undersea accidents in memory.

“This is the first time in my memory that anyone was ever killed in one of these accidents,” said retired Navy Capt. John W. “Bill” Sheehan of Waterford, who commanded a submarine in the 1970s.

The bow of the submarine normally rides high in the water, but the San Francisco's was steeply angled down as the submarine passed the Orote cliffs in Guam, Navy photos showed. That indicated it was carrying many extra tons of water.

Sources said the sonar sphere was cracked, which would allow in about 20 tons of water. The ballast tanks were cracked and flooded as well, the sources said, and portions of the hull near the bow were buckled.

Retired submariners said the sonar dome, which is always flooded, probably absorbed enough of the impact to keep the pressure hull from cracking, allowing the crew to save the ship.

The reactor, located amidships, and the rest of the propulsion plant in the rear of the ship were undamaged, the Navy said.

Navy sources said the ship was traveling more than 500 feet below the surface at more than 30 knots, about 35 mph, when it collided with the sea mount about 350 miles south of Guam.

Retired Navy Capt. John C. Markowicz of Waterford said the injuries were not surprising.

“Put yourself in an automobile going 35 mph and you hit a brick wall without even having a seat belt on,” he said.

The crewman who was killed, Machinist Mate 2nd Class Joseph A. Ashley, 24, of Akron, Ohio, died from a head wound he sustained when he was thrown against a pump in the machinery spaces.

•••During the Cold War, the Navy focused on charting the Atlantic because of the threat the Soviet Union posed from that direction. Submariners said that until recently some of the Pacific Ocean charts carried warnings based on soundings made by Captain Cook in the 18th century, and even modern charts can be based on soundings taken 20 miles or more apart.

Local submariners say the area where the sub was traveling is notorious for no-warning sea mounts; the water depth can change 1,000 fathoms in seconds.

“We know more about the backside of the moon than we do about the bottom of the ocean,” said retired Navy Capt. James Patton, president of Submarine Tactics and Technology in North Stonington.

The area in which the San Francisco was traveling, through the Caroline Islands chain, is one of the worst, with dozens of islands rising out of the water and many more uncharted seamounts between them.

“It's just bad water,” Patton said.

Submariners said that if the navigation team was operating a Fathometer, the San Francisco probably would have had time to change course no matter how steep the seamount. But if it thought it was in deep water, it might not have been running that piece of equipment.

“The Fathometer sends a signal out, and you can be tracked when you're sending that signal,” said retired Navy Capt. Raymond D. Woolrich of Waterford, a previous commander of the Undersea Surveillance Program in the Pacific.

“One of the things I found running the undersea surveillance system is that earthquakes happen all the time in the Pacific, and that's how the earth changes,” Woolrich said. “Could there have been an unknown, uncharted seamount? Sure there could have been.”

Markowicz recalled that during a transit to the North Pole, passing near Iceland, where a lot of volcanic activity occurs, the water depth could shift hundreds of fathoms in four or five seconds, which would not have been enough time to turn a 7,000-ton submarine traveling at 35 mph.

“The slope comes up very quickly,” Markowicz said. “You have very little reaction time, and you may not even have as much warning in the Pacific (where the slopes can be even steeper.) I'm sure that the board of investigation will look at the situation very carefully.”

[rwa265]

The following came from my son, who is an E-6 nuke R.O. and was assigned to the San Francisco until February 2003. He will be reporting for duty on the Boise later this month. Although it's public knowledge by now, I thought it would be better to not show the dead sailor's name.

It looks like a determining factor in deciding what disciplinary action will be taken is whether a submarine has ever taken the route.

"Guam Pacific Daily News
Tuesday, 11 January 2005

Submarine bow damaged
By Theresa Merto
Pacific Daily News

Photo: Somber homecoming: Crewmembers of the USS Houston stand on deck and render honors as the USS San Francisco returns to its home port, assisted by a tug boat, at Apra Harbor on Guam yesterday afternoon. Petty Officer 2nd Class XXX, 24, died as a result of injuries sustained when the nuclear-powered submarine USS San Francisco ran aground Saturday.

It was a somber moment yesterday, when hundreds of sailors stood on the decks of submarines and ships, and flags were flown at half-staff, as the USS San Francisco slowly made its way into Apra Harbor carrying the body of a 24-year-old sailor.

Petty Officer 2nd Class XXX, died as a result of injuries sustained when the nuclear-powered submarine ran aground around noon Saturday while traveling about 350 miles south of Guam. A Navy official said yesterday the submarine struck something topographical underwater.

XXX, who was a machinist mate, suffered "significant trauma to the head" while he was working in one of the ship's engineering spaces, said Lt. Cmdr. Jeff Davis, spokesman for the U.S. Navy Pacific Submarine Force. He was initially in critical condition, but died Sunday afternoon. XXX's family members have been notified of his death, but they are off island, Davis said.

About 23 out of the submarine's 137-member crew who were on board at the time of the accident suffered a range of injuries, including broken bones, lacerations and a back injury. Their injuries were serious enough that they could not stand watch, Davis said. On top of the nearly two dozen sailors, many others suffered minor injuries including scratches and bruises, he said.

"The first thing we have to do is get the injured persons off and get them to the hospital, where they can get appropriate medical treatment," Davis said.

The USS San Francisco, one of the three nuclear-powered submarines based on Guam, was on its way to Brisbane, Australia, for a routine port visit when the submarine ran aground.

Just before 3 p.m. yesterday, the submarine made its way -- using its own power -- into Apra Harbor and was moored at Sierra Pier, where dozens of family members of crewmembers waited.

"This is something we are deeply saddened by. A loss of one of our shipmates, one of our fellow submariners, is a tragedy," Davis said.

Davis said the submarine struck "something topographical" underwater and said the Navy has absolutely no reason to believe that it struck another submarine or vessel.

'Damage in the bow'

"We know that there is damage in the bow, but we are not going to be able to evaluate that damage completely until that submarine is at pier side," Davis said.

When asked how could a high-tech submarine hit something underwater, Davis said, "I wouldn't want to speculate on the cause. We are going to have a complete investigation. We are going to look at this very, very carefully, make sure that we have all the answers, and try to prevent anything like this from happening again."

No action has been taken against any crewmembers, pending an investigation.

An investigating officer will likely be appointed to look into the cause of the accident, Davis said. One of the things they will look into is whether the San Francisco or any other submarine has taken that route before.

He said the Navy could not release what speed the submarine was going or what depth it was in during the accident.

"There will be classified and unclassified components of it. Things like depth, we guard pretty closely," Davis said.

He also could not speculate on how long the investigation will take.

"This is something that submariners, all over the world, not just our Navy, but a lot of the foreign navies we work with, are grieving over," Davis said.

'Grieving process'

The Navy has chaplains and counselors that the submarine's crew have a chance to meet with to help "with this grieving process," Davis said.

"Any time you have a tragedy of this nature about a submarine, we want to do everything we can to take care of our Navy family aboard," Davis said.

On Sunday, medical personnel were flown by helicopter to the submarine, Davis said, adding that submarines don't usually have doctors on board.

"Submarines have an independent duty corpsman who can do a lot of the things doctors can do, very similar to an emergency medical technician, not actually a doctor. In this case, urgent medical attention was needed, so a
doctor was put aboard the ship," Davis said.

[SS Guy]

retired Navy Capt. James Patton, president of Submarine Tactics and Technology in North Stonington.

Wonder if this is the same Jim Patton I sailed with in the mid to late 60's. I know one of my skippers is active in the Naval Submarine League and another officer is retired as former head of BUPERS and another as a former head of Naval Reactors.

Pretty common name it may be just a coincidence.

SS Guy

[SS Guy]

This is a shot of the San Francisco in Dry Dock a while back. The picture show the sonar dome area that has to have been badly damaged by the collision.

[Nukie]

We try not to have many flame wars, and lots of people have a great sense or humor, using sarcasm, satire, puns, etc. I hope you enjoy FR, but be forewarned - it has a definite 'Conservative' flavor to it. ;^D

Here is a good link to a fundraiser for the SF on a submariner's BBS site:


Thanks for the welcome. I've read many threads here over the years, but just never got around to joining myself. I look forward to sharing news, ideas, and poking fun at each other along with the rest of ya.

Thanks too for the link over to rontini's page. I'm a member there also, but wasn't sure if I should provide a link myself or not. It was nice to see postings there from a current crewmember cutting thru the BS and sharing his recollections of what went on.



FWIW - here's a link over to my favorite Sub page for those who wonder what it takes mentally to be one who wears the dolphins. See FOR I AM A SUBMARINER

http://www.csp.navy.mil/mission.htm

[VMI70]

Does Guam have a drydock? I would imagine that repairing damage this extensive would require one.
What happens in a case like this? Do they fix it just enough to get it back to the states, so the manufacturer can fix it?

I'd like to be on your ping list, but the overuse of acronyms and abbreviations make most of the cogent posts unintelligible. If you decide to spell it out a little bit(which I think would broaden your base), then please add me.

[colorado tanker]

Thanks for posting that informative article. Looks to this landlubber like we'll just have to wait on the official investigation to find out the details of what happened.

[Robert A Cook PE]

Sorry about the abbreviations: Addressing an answer to one level of user (a knowledgeable, previously-qualified submariner from another class of subs) is very, very different from one addressed to families, and to another user who's general public, other military, or even other Navy ships.

Please be patient with us, and let us know what terms aren't useable. But, for example, if I'm talking directly to another sub vet about main ballast tanks, abbreviating them MBT's is natural, quick, and appropriate. Further, on different subs, even Aux Machinery Room 1 (AMR1) means something that sometimes can't be explained without a ship diagram - which obviously you don't have.

Those terms are more recognizable to a sub vet, than, for example, LOL or ROFLMAO or IMHO to a long-time net user.

[Robert A Cook PE]

It's not real clear, at least from the several sites I've found: Google = "Guam, drydock, submarine, navy" ...

There have been floating drydocks at Guam since the middle of WWII: but the last one seems to have been re-leased to Manila. Don't know what replaced it. My sister was an ETC (nav) on the tender at Guam for severla years, but that was before they disposed of the AFDM-7.

http://www.globalsecurity.org/military/systems/ship/afdm.htm

"AFDM Auxiliary Floating Dry Dock, Medium

A floating dry dock is a piece of marine equipment that can be submerged under a marine vessel and then raised to lift the vessel out of the water for repairs or maintenance. In essence, a floating dry dock is like a garage and lift for marine repairs. Dry docks come in varying lengths and capacity in order to raise and lower differently sized vessels.
AFDM-2

In October 1996 the Naval Sea Systems Command announced plans to lease floating dry dock AFDM 2 to a U.S. Port Authority-or U.S. owned, operated and licensed firm engaged in shipbuilding, ship repair-and/or overhaul within the United States, its territories and Puerto Rico. The dry dock will be leased on an ''as is, where is'' basis for use at the lessee's site. The lessee must take delivery and is responsible for all costs associated with preparing the AFDM 2 for tow, towing the AFDM 2 from its current location to an approved site, preparing an operating basin to receive the dry dock while complying with all federal, state and local environmental laws, mooring the dry dock in accordance with an approved plan, and making the dry dock fully operational. The lessee must also maintain the dry dock during the entire term of the lease at their own expense and without alteration or modification of the dry dock. In addition to the normally required levels of insurance, the lessee shall provide suitable levels of insurance for risk of loss of the AFDM 2 during any tow. Available dry dock manuals are located on the AFDM 2. The AFDM 2 was located at the MARAD Beaumont, Texas Reserve Fleet Facility under the custodial care of NISMF Portsmouth, VA. In October 1998 the US Congress authorized the sale to the Government of Venezuela, the medium auxiliary floating dry dock bearing hull number AFDM 2. In 1999 the Secretary of the Navy was authorized to transfer to the Government of the Dominican Republic the medium auxiliary floating dry dock AFDM 2. Such transfer shall be on a grant basis under section 516 of the Foreign Assistance Act of 1961.
AFDM-3

The Navy Drydock No. 9 (AFDM 3) was constructed in 1943 and has a designed lifting capacity of 18,000 tons. In January 1995 the Naval Sea Systems Command issued a solicitation for the lease of Floating Dock AFDM-3 to a U.S. Port Authority or U.S. owned, operated and licensed firm engaged in shipbuilding, ship repair, and/or overhaul. The Dry Dock was leased on an ''as is, where is'' basis for use at the Lessee's site. The AFDM-3 was located in the Mobile AL area and the Lessee was responsible for all costs associated with the transportation of the Dock from its current location. In addition to the normally required levels of insurance, the Lessee provided suitable insurance for risk of loss to the AFDM-3 while in transit. In 1999 The Secretary of the Navy was directed by the Congress to sell the drydock to the lessee [the Bender Shipbuilding and Repair Company, Inc.] at its fair market value, as provided by that law, upon receipt of a written notice from the lessee of its intent to exercise its option to purchase the leased property. For purposes of this provision, the term ``fair market value'' meant the value of the drydock in its present condition less the estimated cost of scrapping the vessel.
AFDM-5

'Auxiliary Floating Drydock Medium No. 5' (AFDM-5) was originally based at the former US naval base at Subic Bay until it was towed to Guam after the US Navy left Subic in 1992. The Guam Shipyard repaired Military Sealift Command ships and commercial vessels in a medium sized dry-dock (AFDM-5), while the AFDM-8 is being re-certified. On Tuesday, December 16, 1997, Typhoon Paka, with peak gust wind speeds of 240 mph, the highest wind speeds ever recorded over land, swept across the island of Guam. The Navy's floating drydock, AFDM-5, in Apra Harbor, took on water as a result of damage caused by the typhoon.

Malayan Towage, which is the Philippine's largest towage and salvage company, purchased the drydock in 1999 for an undisclosed amount. The drydock arrived at the Port of Manila's North Harbor terminal in late November 1999 where it was fitted with additional equipment including a 100 ton capacity floating crane. Malayan Towage negotiated with the Subic Bay Metropolitan Authority to station the drydock at its former home at Bravo Pier. AFDM-5 was projected to be operational by the second quarter of 2000.
AFDM-6

The USS COMPETENT AFDM6 was decommissioned in August of 1997 after serving the fleet for more than fifty years. Yard Floating Dock (YFD) 62, as she was originally designated, was built by the Everett Pacific Company in June 1944 as part of an effort to build one hundred and fifty-five dry docks to serve the growing United States Navy during World War II. She served in the Pacific theater from 1944 through the end of the war when she was re-designated Auxiliary Floating Dock Medium (AFDM) 6. It wasn't until 1979 that she received a name. The Secretary of the Navy designated her USS COMPETENT after the original COMPETENT, a highly decorated mine sweeper that served during W.W.II and Korea.

After spending twenty-three years in Pearl Harbor, COMPETENT moved to Subic Bay, Philippine Islands to continue to serve the Pacific Fleet providing docking services. Upon successful completion of her duty in the Philippines, she underwent a complete overhaul at the shipyard in Guam, M. I. When the USS LOS ANGELES SSN-688 visited Guam during WESTPAC 79, the dry dock's familiar shape could be seen across Apra Harbor. COMPETENT made her last at sea deployment in 1980 when she left the shipyard at Guam, her overhaul complete, to return to Pearl Harbor, Hawaii. USS LOS ANGELES SSN-688 was just one of a hundred submarines that docked within COMPETENT from 1980 through 1987. COMPETENT was one of the many ships throughout the Navy that participated in the Navy-wide gender integration efforts of the 1970's and 1980's. By the time she was decommissioned she had serviced thousands of ships and submarines while serving through World War II, the Korean War, and the Vietnam War.

In June 1999 the Secretary of the Navy was authorized to transfer to the Government of Greece the medium auxiliary floating dry dock COMPETENT (AFDM 6). Such transfer shall be on a sales basis under section 21 of the Arms Export Control Act (22 U.S.C. 2761). Subsequently, this transfer did not take place.

Ahtna, Incorporated is one of 12 Alaska Native Regional Corporations established by Congress under terms of the Alaska Native Claims Settlement Act in 1971. Alaska Native Regional Corporation Ahtna, Inc.’s attempts to acquire the the dry-dock were suspended in 2000. The State of Alaska has one operational floating dry-dock. Most large ship repair, for ships plying Alaskan waters, is conducted outside the state. In a region currently devastated by economic hardship, marine support infrastructure offers much needed diversification for realizing sustainable marine commerce. But Alaska Ship and Dry-dock had serious concerns that bringing another dry-dock to Alaska would compete with the financially challenged AIDEA-owned and financed Ketchikan Shipyard, which has the only large dry-dock in the state. Decisions were made by Ahtna to abandon Clearwater’s Whittier Boat Harbor and Cruise Ship Dock as well as the pursuit of the dry dock the Ex-Competent. Neither Clearwater nor Ahtna had sufficient working capital or financing ficient working capital or financing to deal with either project, each by itself had the potential to bankrupt Ahtna.

Created under the Alaska Native Claims Settlement Act of 1971, Tanadgusix Corp., also known as TDX, is the trustee for all the Native land on St. Paul, home to the largest Aleut population in world. TDX also serves as the island's main economic development agency and is the island’s third largest employer.

The Ex-Competent was acquired from the Federal General Services Administration (“GSA”), which acted through its agent in Anchorage, the Alaska State Agency for Surplus Property (“SASP”). The surplus drydock, donated by the Navy to Tanadgusix Corporation (“TDX”), was intended to be used for the economic benefit of natives at St. Paul Island, Alaska. TDX is an Alaskan Native Village Corporation, considered an eligible donee in Alaska so long as it complies with all GSA donation rules. At the center of the drydock use controversy is TDX’s Letter of Intent, dated January 19, 2001, which, together with its attachments, proposes use of the drydock with TDX’s partner in Hawaii, Marisco Ltd., and their plans to “utilize it for services to our various clients.” However, three weeks later, the SASP transferred ownership of the drydock to TDX’s subsidiary, Bering Sea Eccotech (“BSE”) on February 14, 2001. Tanadgusix Corp. (TDX) states it never intended to bring the drydock to Alaska. It always planned to use the drydock in Hawaii as a training platform for individuals from St. Paul Island who would learn maritime skills while the drydock was used in a commercial shipyard there.

Marisco is using for ship repair work at Kalaeloa, formerly the Barbers Point Harbor. Upon completion of the most urgent repairs of the Ex-Competent, TDX and Marisco entered into the Interim Agreement, dated January 2, 2002, before the Ex-Competent began operations. Later in January, the Ex-Competent lifted the Coast Guard cutter JARVIS, allowing emergency repairs and saving the cutter a trip to the West Coast.

Pacific Shipyards International, a competitor of TDX’s partner in Hawaii fired the first shots in what has become a multi-front litigation battle against TDX’s drydock in Hawaii. On September 26, 2003, when the United States filed a complaint against TDX and Marisco charging them with making false statements to obtain federal property, an action under the Federal False Claims Act that seeks damages of more than $15 million dollars, for a drydock the Navy classes as scrap.
AFDM-7

In January 1995 the Naval Sea Systems Command issued a solicitation for the lease of Floating Dock AFDM-7 to a U.S.Port Authority or U.S. owned, operated and licensed firms engaged in shipbuilding, ship repair, and/or overhaul. The Dry Dock will be leased on an ''as is, where is'' basis for use at the Lessee's site in the Jacksonville, FL area. Lessee must take delivery of the AFDM-7 and move and install the dock at their approved Jacksonville homeport site. Lessee must also obtain and maintain Navy certification of the AFDM 7 for the duration of the Lease at their own expense and without alteration or modification of the dry dock. The Navy reserves the right to reject all offers and resolicit at a later date for operation of the AFDM-7 at a Government owned site. Dry dock drawings and technical manuals for all systems and dock equipment are available for prospective offerors review aboard the AFDM-7 (USS SUSTAIN) at Naval Station Norfolk, Virginia.

On March 4, 1998, the Navy issued the RFP at issue for drydocking facilities and repair services for four classes of Navy ships over a 5-year period. The solicitation provided that offerors could propose to use, as government-furnished property, a Navy floating drydock with the designation "AFDM-7" and the name Sustain which is currently in the Navy's inactive fleet, or alternatively, a contractor-furnished drydock.

On 14 January 2000, the EX-USS SUSTAIN (AFDM 7), parted its tow line in a storm off Cape Hatteras while being towed from Little Creek, VA to Jacksonville FL. No one suspected this was going to be the start of one of the largest rescue/ salvage/towing operations undertaken by the Navy. The task required close coordination among the Fleet, contractors, and SUPSALV, and spanned over 2000 nautical miles (NM) and took 6 weeks to accomplish.

SUPSALV mobilized its East Coast salvage and towing contractor DONJON Marine to relieve the USS GRAPPLE which was keeping station on the EX-SUSTAIN. DONJON Marine in turn sub-contracted Crowley Marine to provide tug support to recover the EX-SUSTAIN. During the initial ten days, Mother Nature threw an unprecedented series of winter storms at the drifting dock. Amazingly the EX-SUSTAIN managed to get east of the Gulf Stream and drift south until it was approximately 300 NM due east of Jacksonville. The tug ENSIGN was dispatched to render additional assistance. SUPSALV determined fleet assistance would be required to recover the tow as personnel were going to have to be placed onboard the dock to re-rig the tow bridle at sea. Divers from Mobile Diving and Salvage Unit TWO and SIMA, Mayport were tasked by Second Fleet to assist in recovering the EX-SUSTAIN. Second Fleet also provided USS SUPPLY (AOE 6) due to her speed and helo support capabilities from Jacksonville and USNS SATURN (T-AFS 10) from Norfolk with HC-6 embarked to transport the salvage team and equipment to effect the rescue of the EX-SUSTAIN. On 29 January, the first 8 members of the MDSU TWO, SIMA, and contractor salvage team led by MDSU TWO MDV Ken Brown boarded the EX SUSTAIN to commence rigging the dock for tow into Bermuda, which was now only 60 miles away. On 16 February 2000 EX-SUSTAIN cleared Bermudan waters under tow by CRUSADER enroute to Jacksonville. Finally, after an uneventful eight day tow, the dock arrived safely at Atlantic Marine and Dry Dock, Inc. in Jacksonville, FL.

After 58 years of service to the U.S. Navy, the Medium Auxiliary Floating Drydock Resolute (AFDM-10) was inactivated at a ceremony at Naval Station Norfolk 07 November 2003. Resolute was one of a kind, the last of her class serving submarines on the East Coast. Resolute was built by Chicago Bridge and Iron Works in Newburg, N.Y., in 1944, and entered active service designated YFD-67 in 1945. Designed to deploy near enemy lines and keep ships battle ready, Resolute was an invaluable asset to the war effort. Following World War II and subsequent service in the Mediterranean, the dock was placed in the Reserve Fleet. In 1958, the dock was leased to Jacksonville Shipyard, Jacksonville, Fla. In 1982, the lease expired and YFD-67 returned to naval service, redesignated Resolute (AFDM-10), the fifth auxiliary vessel to bear the name. After overhaul and modernization at the Philadelphia Naval Shipyard, Resolute was attached to Submarine Squadrons 8 and 6, respectively, in Norfolk, Va., to drydock fast-attack nuclear submarines. Since arriving in Norfolk, Resolute has safely docked 139 submarines and completed 55 Selected Restricted Availabilities (SRA) without incident. Resolute has been awarded seven Battle “E” Efficiency ribbons, two Meritorious Unit Commendations, two National Defense Service medals and was awarded the Chief of Naval Operations Safety Award in 2001 for outstanding contributions to fleet readiness. "

[Retired COB]

You got that wrong. I've ridden both LSTs and SSN's (And SSBN's).

The LST (Landing Ship Tank) is the only ship in the Navy that's designed to run aground. If you do run anything else aground though, you better sharpen up your resume.

If the sub was submerged when she went aground, the easiest solution is to blow the main ballest tanks and come to the surface.

[Nukie]

FYI - a nice background article on Cooter

http://www.ohio.com/mld/ohio/10616182.htm?1c

[VMI70]

I realize that any damage assessment so far is based on pure speculation, but you have a lot of common sense experience. My fundamental question is does a place like Guam, and/or the facilities on a sub tender handle the repairs on site, or will they have to just patch her up and send her stateside, or is there someplace closer to Guam that can handle this type of repair?

[bmwcyle]

HY-100 Steel is very hard. It all depends what sensors and external projections got broke.

[Ace_Bebop]

There are three models, or 'Flights' to the 688-class. Flight I is the compromise design. In Rickover's quest for 30+ knots, the reactor/engine came in about 100 tons overweight. Some of that came out of making the hull a little thinner (call it 2/3rds of the 637 class) and dropping the Vertical Launch System (VLS). Without the VLS, the center of balance on a 688 is a little off, that's why a Flight I usually rides 'bow up' on the surface. Flight II boats are closer to the oiginal design, and have a better sonar system (Q5-C when I was in, probably Q5-D, or perhaps even BSY-1 now) and they have a different reactor, too. That freed up enough weight to put the VLS back in. I was on one of the early VLS boats. Flight III or 'Improved' boats are almost totally redesigned. VLS, an even better reactor, the BSY-1 combat control system, and a redesigned sail for under-ice operations, including moving the fairwater planes to the bow and making them retractable. The hull may even be thinker / made of different material, I'm not sure.

[Robert A Cook PE]

Guam "could" do the work, given a LOT of people getting imported for a long period of time: tenders have the skills (welders, shipfitters, cranes, staging, painters, electricians (removing sonar cables and electronics so salvage ripout can begin...), but in limited numbers, for example.

For this, you need several months simply to cut and prefab replacement steel and frames. You'd have to ship out a complete new sonar dome, sonar sphere, fwd MBT hull structure and completely re-fabricate approximately 45 frames.

It's a several year process, with probably 6 months pre-fab and material setup: essentially, you're removing and rebuilding the first 100 feet of hull, ballast tanks, air tanks, ballast tank emergency air piping, and a complete sonar suite: see the photo of the sonar sphere held up the crane to get an idea.

This is a several hundred million dollar job.

If it's done at all. The boat, since the pressure hull is greatly stressed even aft of where it got folded and crushed, needs 100% weld inspections and checks as well, just to let the boat dive again.


My guess? Rebuild enough of the bow to float the boat, drive it home, and scrap it. Or rebuild the bow, and let the boat sit pierside back at the states until pre-fab is complete at Norfolk or EB, then put a complete new bow on.

Let the tender handle the emergency repairs it's capable of so the thing can drive back home.

[VMI70]

"My guess? Rebuild enough of the bow to float the boat, drive it home, and scrap it. Or rebuild the bow, and let the boat sit pierside back at the states until pre-fab is complete at Norfolk or EB, then put a complete new bow on."

That makes sense. I was reading about the Seawolf Class subs earlier today, and it appears that those are 100% modular construction. It seems to me that that would be a much more efficient way to build them. If memory serves, I think Kaiser Aluminum pioneered the modular method on a grand scale with the Liberty Ships of WWII fame.

Thanks for the feedback.

Oh, and I know it's been a long time, but I wanted to give you an attaboy for squarely nailing the cause of the Columbia breakup. I know I couldn't grasp the physics of it at the time, eg: how could a piece of foam insulation cause enough damage to bring it down, but you were exactly right, and very patient, I might add, in your explanations.

[SS Guy]

East Coast is a long way. Since Mare Island no longer is around the boat will no doubt go to Bremerton for refit. Dry docks, Graving Docks, shops, etc. Bremerton can handle just about any size boat/ship. Two of the Boomers are being refit for Tomahawk's there right now.

SS Guy