ARS-50 CLASS OPERATIONS HANDBOOK

Transcription

1 0901 LP VOLUME 1 REVISION 1 [SGML Version See Change Record ] ARS-50 CLASS OPERATIONS HANDBOOK DISTRIBUTION STATEMENT C: DISTRIBUTION AUTHORIZED TO U.S. GOVERNMENT AGENCIES AND THEIR CONTRACTOR; THIS PUBLICATION IS REQUIRED FOR OFFI- CIAL USE FOR ADMINISTRATIVE OR OPERATIONAL PURPOSES: (DATE OF PUBLICA- TION). OTHER REQUESTS FOR THIS DOCUMENT MUST BE REFERRED TO THE NAVAL SEA SYSTEMS COMMAND (SEA-09T). WARNING: THIS DOCUMENT CONTAINS TECHNICAL DATA WHOSE EXPORT IS RESTRICTED BY THE ARMS EXPORT CONTROL ACT (TITLE 22, U.S.C. SEC ET. SEQ.) OR EXECUTIVE ORDER VIOLATIONS OF THESE EXPORT LAWS ARE SUBJECT TO SEVERE CRIMINAL PENALTIES. DESTRUCTION NOTICE: DESTROY BY ANY METHOD THAT WILL PREVENT DISCLO- SURE OF CONTENTS OR RECONSTRUCTION OF THIS DOCUMENT. THIS TECHNICAL MANUAL SUPERSEDES NAVSEA SS500-AM-MMO-010, DATED 1 JANUARY 1987, AND ALL CHANGES THERETO FOR. PUBLISHED BY DIRECTION OF COMMANDER. NAVAL SEA SYSTEMS COMMAND 30 DEC 2002 TITLE-1 / (TITLE-2

2 TITLE-2

3 RECORD OF CHANGES CHANGE NO. DATE TITLE OR BRIEF DESCRIPTION ENTERED BY NOTE THIS TECHNICAL MANUAL (TM) HAS BEEN DEVELOPED FROM AN INTELLIGENT ELECTRONIC SOURCE KNOWN AS STANDARD GENERALIZED MARKUP LANGUAGE (SGML). THERE IS NO LOEP. ALL CHANGES, IF APPLICABLE, ARE INCLUDED. THE PAGINATION IN THIS TM WILL NOT MATCH THE PAGINATION OF THE ORIGINAL PAPER TM; HOWEVER, THE CONTENT IS EXACTLY THE SAME. ANY CHANGES RECEIVED AFTER RECEIPT OF THIS TM WILL ONLY FIT IN THIS PAGINATED VERSION. RECORD OF CHANGES-1 / (RECORD OF CHANGES-2 Blank)

4 RECORD OF CHANGES-2

5 FOREWORD Ships, training activities, supply points, depots, Naval Shipyards and Supervisors of Shipbuilding are requested to arrange for the maximum practical use and evaluation of NAVSEA technical manuals. All errors, omissions, discrepancies, and suggestions for improvement to NAVSEA technical manuals shall be forwarded to: COMMANDER CODE 5E30 NAVSURFWARCENDIV 4363 MISSILE WAY PORT HUENEME CA on NAVSEA Technical Manual Deficiency/Evaluation Report, form NAVSEA 4160/1. All feedback comments shall be thoroughly investigated and originators will be advised of action resulting there from. One copy of form NAVSEA 4160/1 is at the end of each separately bound technical manual 8-1/2 x 11 inches or larger. Copies of form NAVSEA 4160/1 may be requisitioned from the Naval Systems Data Support Activity Code 5E30 at the above address. Users are encouraged to transmit deficiency submittals via the Naval Systems Data Support Activity Web page located at: < Individual electronic TMs do not contain NAVSEA 4160/1 but are linked to an electronic version on the resident CD-ROM. Therefore, we encourage the user to transmit deficiency submittals via the Naval Systems Data Support Activity Web page located above. FOREWORD-1 / (FOREWORD-2 Blank)

6 FOREWORD-2

7 TABLE OF CONTENTS Chapter/Paragraph Page 1 GENERAL INFORMATION INTRODUCTION PURPOSE SCOPE ARRANGEMENT AND USE MISSION MAJOR FSO CAPABILITIES Towing Salvage Beach Gear Off-Ship Firefighting Heavy Lift Diving Mooring Personnel Rescue Replenishment SHIP CHARACTERISTICS OPERATIONAL CAPABILITIES AND LIMITATIONS Kort Nozzles Bow Thruster Rudder Design Controllable Reversible Pitch Propellers DESIGN FEATURES Structural Operational COMMAND, CONTROL, AND COMMUNICATIONS FSO EQUIPMENT WORKBOAT AND DAVIT Rigid Hull Inflatable Boat (RHIB) INFLATABLE BOATS TOWING MACHINE RETRACTABLE TOW ROLLERS POWER BLOCKS AND ROPE TRANSPORT TRAY LATERAL CONTROL WINCH MAIN DECK REMOTE CONTROL STATION TOW FAIRLEADS TOW BOWS SALVAGE SUPPORT EQUIPMENT SEVEN AND ONE-HALF TON FORWARD BOOM i

8 TABLE OF CONTENTS - Continued Chapter/Paragraph Page FORTY-TON AFT BOOM PORTABLE DAVITS BEACH-GEAR AFT CAPSTANS FORWARD ANCHOR CAPSTAN WINDLASS HEAVY LIFT DIVERS LIFE SUPPORT SYSTEM DIVERS DAVITS OPEN OCEAN MOORING OFF-SHIP FIREFIGHTING AND TUNNELING SYSTEM FITTINGS DECK LIGHTING TRANSIENT BERTHING SHIP S PHYSICAL APPEARANCE LEVEL LEVEL LEVEL LEVEL LEVEL MAIN DECK FIRST PLATFORM DECK MACHINERY SPACES HOLD DOUBLE BOTTOM REFERENCES BOATS SECTION 1 BOATS SYSTEM DESCRIPTIONS SYSTEM DESCRIPTION WORKBOAT WORKBOAT EXTERNAL ARRANGEMENT Mooring and Towing Fittings Lifting Gear and Fittings FUELING SYSTEM WORKBOAT STOWAGE AND HANDLING SYSTEM INFLATABLE UTILITY BOAT AND RHIB RIGID HULL INFLATABLE BOAT (RHIB) MK-3 RHIB Characteristics Slewing Arm Davit Characteristics BOAT OPERATING PROCEDURES ii

9 TABLE OF CONTENTS - Continued Chapter/Paragraph Page SECTION 2 OPERATING PROCEDURE OP2-1 WORKBOAT PRELAUNCH PREPARATION OP2-2 WORKBOAT LAUNCH OP2-3 WORKBOAT RECOVERY TOWING SYSTEM SECTION 1 TOWING SYSTEM DESCRIPTION SYSTEM DESCRIPTION SHIP TOWING LIVERPOOL BRIDLE Rigging the Liverpool Bridle Deployment of Liverpool Bridle Adjusting the Liverpool Bridle Shifting the Liverpool Bridle From Starboard to Port Recovery of the Liverpool Bridle MULTIPLE TOWS Christmas Tree Rig Tandem Rig Honolulu Rig TOWING EQUIPMENT TOWING MACHINE Wire Rope Drum Traction Heads Level Wind Electrohydraulic Drives POWER BLOCKS AND ROPE TRANSPORT TRAY LATERAL CONTROL WINCH RETRACTABLE TOW ROLLERS MAIN DECK REMOTE CONTROL STATION PILOTHOUSE INSTRUMENT AND ANNUNCIATOR PANELS TOWING FAIRLEADS TOW BOWS CAPRAIL TOW WIRES SYNTHETIC LINES TOWING FITTINGS TOWING HARDWARE Shackles Flounder Plates Plate Shackles Carpenter Stopper iii

10 TABLE OF CONTENTS - Continued Chapter/Paragraph Page Detachable Links Pelican Hook Type Chain Stopper Chafing Gear Synthetic Rope Couplings Salvage Balloons MESSENGERS Make Up of Messengers PASSING OF THE MESSENGER Heaving Line Bob Line-Throwing Gun WIRE ROPE TOWING OPERATING PROCEDURES SECTION 2 OPERATING PROCEDURE OP3-1 TOWING MACHINE PRE-TOW CHECKOUT OP3-2 RESCUE TOW WIRE RIGGING OP3-3. TOW WIRE HOOK-UP TO POWERED SHIP OP3-4 TOW WIRE HOOK-UP TO UNPOWERED SHIP OP3-5 EMERGENCY TRIP OUT OF SINKING TOW USING CLUTCH/BRAKE RELEASE OP3-6 TRANSFER OF AN UNMANNED TOW TO ANOTHER TOWING VESSEL OP3-7 DISCONNECTING THE TOW OP3-8 TOWING SAFETY PRECAUTIONS OP3-9 USE OF LIVERPOOL BRIDLE SALVAGE SUPPORT AND HANDLING SYSTEM DESCRIPTION SALVAGE SUPPORT EQUIPMENT SALVAGE STOREROOM DIVERS SALVAGE STOREROOM SALVAGE STOREROOM & WIRE ROPE STOWAGE SALVAGE SHOP Equipment and Capabilities Swage Press Monorail and Hoist iv

11 TABLE OF CONTENTS - Continued Chapter/Paragraph Page 4.3 SALVAGE HANDLING SYSTEM AFT 40-TON BOOM SYSTEM Boom System Control Unit Aft Boom System Stability FORWARD 7-1/2 TON BOOM SYSTEM Forward Boom System Rigged Aft Forward Boom System Stability When Rigged Aft Shifting the Forward Boom System Forward Boom System Rigged Forward Forward Boom System Rigged Forward Stability PORTABLE DAVITS BEACH GEAR SECTION 1 BEACH GEAR SYSTEM DESCRIPTION SYSTEM DESCRIPTION RETRACTING A STRANDED VESSEL BEACH GEAR STATO ANCHOR CROWN BUOYS BEACH GEAR CHAIN BEACH GEAR WIRE ROPE BEACH GEAR HYDRAULIC PULLER SYSTEM Puller Assembly Control Console Hydraulic Puller Power Units Portable Unit Installed Unit System Rigging and Operation BEACH GEAR NINE-PART PURCHASE TACKLE BEACH GEAR DECK FITTINGS Pipe Rail Cleats Chock Pad Eyes Fairlead Sheaves Plate Shackles and Special Fittings Miscellaneous Fittings Mooring Roller Chocks LIVERPOOL BRIDLE BEACH GEAR OPERATING PROCEDURES SECTION 2 OPERATING PROCEDURE v

12 TABLE OF CONTENTS - Continued Chapter/Paragraph Page OP5-1 RIGGING AND DEPLOYING THE BEACH GEAR GROUND LEG OP5-2 RIGGING THE STATO ANCHOR OP5-3 RIGGING THE HYDRAULIC PULLERS OP5-4 RECOVERY OF THE PULLING WIRE OP5-5 RECOVERY OF THE BEACH GEAR LEGS OP5-6 ASSEMBLING AND POSITIONING THE STATO ANCHOR IN THE ANCHOR CHUTE HEAVY LIFT SYSTEM SECTION 1 HEAVY LIFT SYSTEM DESCRIPTION SYSTEM DESCRIPTION HEAVY LIFT EQUIPMENT HEAVY LIFT ROLLERS Main Bow Rollers Auxiliary Bow Rollers Stern Rollers HEAVY LIFT TACKLE HEAVY LIFT LINES OPERATING PROCEDURES SECTION 2 OPERATING PROCEDURE OP6-1 SALVAGE OPERATIONS USING A HEAVY LIFT OP6-2 RIGGING THE BOW PURCHASE TACKLE FOR HEAVY LIFT OP6-3 RIGGING HYDRAULIC PULLER AND PURCHASE TACKLE OP6-4 RIGGING THE TOWING MACHINE FOR HEAVY LIFT OPEN WATER MOORING SECTION 1 OPEN WATER MOORING DESCRIPTION SYSTEM DESCRIPTION TYPES OF MOORS FOUR-POINT MOOR THREE-POINT MOOR vi

13 TABLE OF CONTENTS - Continued Chapter/Paragraph Page TWO-POINT MOOR MOORING LEG MOORING EQUIPMENT CAPSTANS ANCHOR WINDLASS WITH CAPSTAN OVER WILDCAT TRACTION MACHINE SPRING BUOY MOORING FITTINGS MOORING LINES MOORING HARDWARE Mooring Leg Hardware Other Mooring Leg Hardware Pendants Shackles Pelican Hook Synthetic Line Rope Couplings Pear-Shaped Detachable Links MOORING OPERATING PROCEDURES SECTION 2 OPERATING PROCEDURE OP7-1 RIGGING AND LAUNCHING THE MOORING LEG OP7-2 RIGGING AN AFT MOORING LEG USING THE TRACTION MACHINE OP7-3 MOORING LINE HOOKUP TO MOORING BUOY OP7-4 TRIPPING OUT OF THE MOOR OFF-SHIP FIREFIGHTING AND TUNNELING OFF-SHIP FIREFIGHTING AND TUNNELING SYSTEM OPERATION MONITORS MANIFOLDS TUNNELING AQUEOUS FILM FORMING FOAM SYSTEM AFFF TANKS AFFF SYSTEM CONTROLS AND VALVES SUPPORT SERVICES INTRODUCTION vii

14 TABLE OF CONTENTS - Continued Chapter/Paragraph Page 9.2 OCEAN ENGINEERING TETHERED VEHICLE HANDLING EQUIPMENT LOAD-OUT RIGGING AND DEPLOYMENT SALVAGE LIFT WITH REMOTLY OPERATED VEHICLE (ROV) RECOVERY ESCORT/TARGET SERVICES ESCORT SERVICES TARGET SERVICES RELENISHMENT SOLID CARGO AND PERSONNEL TRANSFER STATION FUEL RECEIVING STATION VERTICAL REPLENISHMENT Positioning of Aft Boom for VERTREP A.1 GENERAL INFORMATION.... A-1 A.2 PRINCIPLE OF OPERATION... A-1 A.2.1 DESCRIPTION.... A-1 A.2.2 BRIDLES... A-1 A Wire Rope Bridle.... A-1 A Chain Bridle.... A-4 A.3 OPERATION... A-4 A.3.1 OPERATING PROCEDURES.... A-5 A.4 INSPECTION AND MAINTENANCE... A-6 A.4.1 MINOR REPAIRS.... A-6 A.4.2 LUBRICATION.... A-7 Technical Manual Deficiency/Evaluation Report(TMDER) viii

15 LIST OF TABLES Table Title Page 1-3 EQUIPMENT REFERENCE DOCUMENTATION TASK REFERENCE DOCUMENTATION WORKBOAT CHARACTERISTICS TOWING MACHINE PERFORMANCE CHARACTERISTICS MAIN DECK REMOTE CONTROL STATION CONTROLS, INDICATORS, & ALARMS TOWING FITTINGS TOWING HARDWARE Towing Plate Shackle pin Dimension SYNTHETIC LINE ROPE COUPLINGS SALVAGE SUPPORT EQUIPMENT PIPE AND PIPE FITTINGS PATCHING MATERIALS SALVAGE SHOP EQUIPMENT AFT BOOM CHARACTERISTICS AND CAPABILITIES PORTABLE DAVIT CAPACITIES AND SOCKET LOCATIONS BEACH GEAR COMPONENTS FOR ONE LEG COMPARATIVE RATINGS OF ANCHORS INSTALLED HYDRAULIC PULLER POWER SUPPLY SPECIFICATIONS HEAVY LIFT EQUIPMENT MATRIX HEAVY LIFT DECK FITTINGS HEAVY LIFT TACKLE MOORING FITTINGS MOORING SHACKLES OFF-SHIP FIREFIGHTING MANIFOLD EQUIPMENT TETHERED VEHICLE EQUIPMENT /2 INCH HOSE ASTERN FUELING/WATERING RIG ix

16 LIST OF TABLES - Continued Table Title Page A-1 LIST OF DRAWINGS FOR CARPENTER STOPPERS CARRIED ON BOARD.. A-3 A-2 LIST OF DRAWINGS FOR CARPENTER STOPPERS IN OTHER AVAILABLE SIZES... A-3 x

17 LIST OF ILLUSTRATIONS Figure Title Page 1-1 ARS-50 (SAFEGUARD) Class Ship ARS-50 Class Ship Arrangement Deck Fittings Upper Levels O2 Level Level Main Deck First Platform Main Machinery and Auxiliary Machinery Rooms (Lower Level) Main Machinery and Auxiliary Machinery Rooms (Upper Level) Hold Double Bottom Workboat General Arrangement Helm Station Hoisting Sling and Lifts Workboat Davit Inflatable Utility Boat Multiple Tows Christmas Tree Rig Tandem Rig Honolulu Rig Towing Machine Components Towing Machine and Traction Winch Lateral Control Winch Double and Single Retractable Tow Rollers Main Deck Remote Control Station Arrangement (1 of 3) xi

18 LIST OF ILLUSTRATIONS - Continued Figure Title Page 3-9 Operator Console (2 of 3) Towing Machine Instrument Panel (3 of 3) Towing Machine Panels in Pilot House (1 of 3) Pilothouse Annunciator Panel (2 of 3) Pilothouse Instrument Panel (3 of 3) Towing Fairleads Tow Bows Caprail Flounder Plates Towing Plate Shackles Carpenter Stopper Detachable Links Towing Adapters Pelican Hook Type Chain Stopper Chafing Gear Synthetic Rope Coupling Messenger Arrangement Securing Messenger to Towline Tow Wire with Floats Attached Tow Wire Hookup on Towed Vessel Tow Wire Disconnect on ARS Liverpool Bridle Salvage Storeroom ( A) Six Inch Diesel Pump Three Inch Diesel Pump Six Inch Hydraulic Salvage Pump xii

19 LIST OF ILLUSTRATIONS - Continued Figure Title Page 4-5 Four Inch Hydraulic Salvage Pump Four Inch Submersible Pump Sump Pump Portable LP Air Compressor Thirty Kilowatt Diesel Generato Five Kilowatt Diesel Generator Hydraulic Tensiometer Salvage Shop Arrangement Aft 40 Ton Boom System Aft 40 Ton Boom System Reeving Diagrams Boom Control Unit Auxiliary Hoist Stability-Calm Sea Auxiliary Hoist Stability-Good Sea and Benign Sea Main Hoist Stability-Calm Sea and Benign Sea Forward Boom Rigged Aft Forward Boom System Reeving Diagrams Forward Boom Stability Rigged Aft-Calm Sea Forward Boom Stability Rigged Aft-Good Sea Forward Boom Stability Rigged Aft-Benign Sea Forward Boom Transfer Components Shifting the Forward Boom Forward Boom Rigged Forward Forward Boom Stability Rigged Forward-Calm Sea Portable Davit Beach Gear Ground Leg Tandem Anchor Arrangement xiii

20 LIST OF ILLUSTRATIONS - Continued Figure Title Page 5-3 Stato Anchor Beach Gear Buoy Hydraulic Puller Unit Hydraulic Puller Control Console Portable Hydraulic Puller Power Pack Installed Hydraulic Puller Power Pack Beach Gear Ground Leg Purchase Tackle Pipe Rail Special Fittings Beach Gear Ground Leg Rigged on Deck Beach Gear Ground Leg (Anchor in Chute) Beach Gear Ground Leg (Anchor in Aft Pocket) Beach Gear Ground Leg (Anchor in Forward Pocket) Beach Gear Ground Leg (Two Anchors in Tandem) Letting go of the Anchor Rigging the Stato Anchor Rigging the Cable Puller Messenger Reeved to Recover Pulling Wire Two Tow Wire and Beach Gear Tackle Rigged for Pulling Recovering Beach Gear Anchor Positioning Stato Anchor in Chute Reeving Heavy Lift Tackle Ton Bow Lift with the Forward Capstan, Aft Capstan and Nine-Part 5/8 inch Tackle Ton Bow Lift with the Forward Capstan, Aft Capstan, and Nine-Part 7/8 inch Tackle and 75 Ton Bow Lifts with the Hydraulic Puller xiv

21 LIST OF ILLUSTRATIONS - Continued Figure Title Page Ton Stern Lift with the Towing Machine and 2-1/2 inch Wire Rope or 2 1/4 inch Chain and with the Hydraulic Puller Ton Stern Lift with the Towing Machine and 1-5/8 inch Wire Rope and with the Hydraulic Puller Mooring Data (Sea State 3) Mooring Data (Sea State 4) Mooring Data (Sea State 5) Standard Four Point Moor Forward Mooring Legs Aft Mooring Legs Nest of Ships in a Four Point Moor Three Point Moor Two Point Moor Standard Mooring Leg Aft Capstan Capstan Windlass Restowing the Spring Buoy Mooring Roller Chock SPM Thimble and Shackle Reeving the Traction Machine Removing Mooring Line from Stowage Removing Eight Inch Line from Bin Mooring Line on Workboat Pelican Hook with Lanyard Off-ship Firefighting Manifold Tunneling Nozzle Deep Drone Loadout CURV III Loadout xv

22 LIST OF ILLUSTRATIONS - Continued Figure Title Page 9-3 Salvage Lift with Deep Drone Target Towing Arrangement Positioning Aft Boom for VERTREP Forward Kingpost Replenishment Station Fueling at Sea Station A-1 Carpenter Stopper Assembly... A-2 A-2 Wire Rope Bridle... A-4 A-3 Chain Bridle... A-5 A-4 Carpenter Stopper Lubrication... A-8 xvi

23 SAFETY SUMMARY The following are general safety precautions that are not related to any specific procedures and therefore do not appear elsewhere in this publication. These are recommended precautions that personnel must understand and apply during many phases of operation and maintenance. KEEP AWAY FROM LIVE CIRCUITS Operating personnel must at all times observe all safety regulations. Do not replace component or make adjustments inside the equipment with the high voltage supply turned on. Under certain conditions, dangerous potentials may exist when the power control is in the off position, due to charges retained by capacitors. To avoid casualties, always remove power and discharge and ground a circuit before touching it. DO NOT SERVICE OR ADJUST ALONE Under no circumstances should any person reach into or enter the enclosure for the purpose of servicing or adjusting the equipment except in the presence of someone who is capable of rendering aid. RESUSCITATION Personnel working with or near high voltage should be familiar with modern methods of resuscitation. Such information may be obtained from the Naval Medical Command. WARNINGS AND CAUTIONS and are repeated here for emphasis. The following warnings and cautions appear in the text in this volume, WARNING IDENTIFIES AN EXPLANATION OR INSTRUCTION WHICH, IF NOT STRICTLY OBSERVED, CAN RESULT IN PERSONNEL INJURY OR LOSS OF LIFE. (Page 1-3) WARNING NO PERSONNEL SHOULD BE ONBOARD BOAT WHILE HOISTING/ LOWERING BOAT WITH HOISTING SLING. PERSONAL INJURY COULD RESULT FROM PITCHING. (Page 2-7) WARNING ENSURE THAT CREW IS STANDING OUTBOARD SUITABLY EQUIPPED WITH LIFE JACKETS AND HARDHATS, AND IS TENDING MONKEY LINES WHILE BOAT IS LOWERED AWAY. (Page 2-13) xvii

24 WARNING ENSURE THAT CREW IS STANDING OUTBOARD, SUITABLY EQUIPPED WITH LIFE JACKETS AND HARD HATS, STANDING OUT- BOARD, AND TENDING MONKEY LINES WHILE BOAT IS BEING HOISTED. (Page 2-14) WARNING ENSURE ALL PERSONNEL ARE CLEAR OF OPEN MAIN DECK PRIOR TO DEPLOYING LIVERPOOL BRIDLE. (Page 3-3) WARNING THE TOW WIRE SHOULD BE CAPTURED BETWEEN THE STERN ROLLERS WHENEVER THE LIVERPOOL BRIDLE IS BEING CON- NECTED OR DISCONNECTED. (Page 3-3) WARNING THE STRAIN ON THE TOW WIRE AND LIVERPOOL BRIDLE CAN NOT BE MEASURED. THE BRIDGE WATCH AND TOW WATCH MUST BE CONSTANTLY AWARE OF CHANGES BY OBSERVATION OF THE TOW WIRE. SPEED CHANGES MUST BE DONE IN SMALL INCRE- MENTS TO PREVENT EXCESSIVE LOADS. (Page 3-3) WARNING ENSURE ALL PERSONNEL ARE CLEAR OF MAIN DECK AFT OF FRAME 60 PRIOR TO RELEASING CLUTCH/BRAKE WHEN TOW HAWSER IS UNDER TENSION (Page 3-27) WARNING ENSURE ALL LINES AND PERSONNEL ARE CLEAR PRIOR TO RELEASING CHAIN STOPPER TO TRANSFER TOW. (Page 3-60) xviii

25 WARNING ALL UNNECESSARY PERSONNEL ARE TO STAND CLEAR OF DIS- CONNECT PAD EYE AREA. (Page 3-61) WARNING ENSURE ALLWIRE ROPE IS FREE FOR RUNNING. (Page 5-22, page 5-23) WARNING ENSURE ALL PERSONNEL ARE CLEAR OF ALL CHAIN AND WIRE BIGHTS PRIOR TO LETTING GO. (Page 5-23) WARNING KEEP ALL UNNECESSARY PERSONNEL CLEAR OF PURCHASE GEAR AREA (Page 6-7) WARNING BUOY IS HELD BY LASHING ONLY. (Page 7-29) WARNING REMEMBER THAT CARPENTER STOPPER IS STILL HIGHLY LOADED AND ACCIDENTAL OPENING COULD CAUSE BODILY HARM. KEEP ARMS AND LEGS CLEAR FROM THIS POINT ON. (Page A-6) WARNING REPLACEMENT PARTS MUST BE OF QUALITY EQUAL TO DRAW- ING SPECIFICATIONS. USE OF INFERIOR MATERIAL MAY CAUSE ADDITIONAL DAMAGE TO CARPENTER STOPPER AND/OR INJURY TO PERSONNEL. (Page A-7) xix

26 CAUTION IDENTIFIES AN EXPLANATION OR INSTRUCTION WHICH, IF NOT STRICTLY OBSERVED, CAN RESULT IN DAMAGE TO EQUIPMENT. (Page 1-3) CAUTION DO NOT EXCEED A-FRAME WORKING LOAD OF 500 POUNDS ALTHOUGH A-FRAME WINCH CAPACITY IS 2 TONS. (Page 2-1) CAUTION TOWING THROUGH CLOSED CHOCK MAY PUT BOAT IN IRONS. (Page 2-7) CAUTION DO NOT OPERATE EMERGENCY SHUTDOWN CONTROL HANDLES FOR NORMAL SHUTDOWN. ENGINE DAMAGE MAY OCCUR WHEN EMERGENCY SHUTDOWN CONTROLS ARE USED TO SHUT DOWN ENGINE. (Page 2-12) CAUTION ENSURE THAT WORKBOAT DOCKING PLUGS BETWEEN FRAMES 6 AND 7 AND AFT OF FRAME 11 ARE INSTALLED AND TIGHT. (Page 2-13) CAUTION BOAT CAN CAPSIZE IF FORWARD FALL IS RELEASED FIRST. (Page 2-13) CAUTION DO NOT PULL EMERGENCY STOP HANDLES EXCEPT FOR EMER- GENCY SHUTDOWN. (Page 2-14) xx

27 CAUTION BOAT CAN CAPSIZE IF STEPS ARE NOT PERFORMED IN GIVEN ORDER. (Page 2-14) CAUTION ROLLERS ARE ALWAYS TO BE STOWED IN LOWERED POSITION TO PROTECT PISTONS FROM CORROSION AND DAMAGE. (Page 3-19) CAUTION ENSURE TOW CREW DOES NOT TAKE TURNS ON CAPSTAN BEFORE BITTER END IS RETURNED TO ARS. (Page 3-56) CAUTION GRID PIPES ARE NOT TO BE CUT INTO OR WELDED TO. STORE- ROOM DECK IS TOP OF FUEL TANKS ( F, F). (Page 4-1) CAUTION CAUTION MUST BE EXERCISED WHEN TOPPING OR SLEWING BOOM BEYOND STABLE LIMITS WHEN OPERATING BOOM SYS- TEM IN A SEA STATE. (Page 4-36) CAUTION DO NOT OPERATE BOOM AT SLEW AND TOPPING COMBINATIONS WHICH EXCEED WINCH POWER OR RIGGING SAFE WORK LOAD. (Page 4-45) CAUTION DO NOT TOP BOOM BEYOND STABLE LIMIT FOR DESIRED SLEW AND SEA STATE WHEN OPERATING BOOM SYSTEM. (Page 4-45) xxi

28 CAUTION RIG AUXILIARY CAPSTAN POWERED VANG LINE TO ENSURE BOOM LATERAL STABILITY WHEN SLEWING BOOM TO ITS MAXI- MUM SLEW ANGLE. (Page 5-11) CAUTION SET PULLER CONTROL PANEL RELIEF VALVE AT 2,600 PSIG. (Page 5-13) CAUTION SET COMPENSATOR PRESSURE AT 2,500 PSIG. (Page 5-14) CAUTION MONITOR HYDRAULIC FLUID TEMPERATURE DURING FULL LOAD STALLED CONDITIONS TO ENSURE FLUID TEMPERATURE DOES NOT EXCEED MAXIMUM SAFE OPERATING CONDITIONS. (Page 5-14) CAUTION LOADS APPLIED TO PAD EYES MUST BE IN THE PLANE OF THE EYE. (Page 5-19) CAUTION WHEN USING THE FORWARD BOOM, THE BOOM MUST BE RIGGED AFT FOR A STARBOARD SLEW. RIG AUXILIARY HAND- TENDED VANG LINE TO ENSURE BOOM LATERAL STABILITY WHEN SLEWING BOOM TO MAXIMUM SLEW ANGLE. (Page 5-47) CAUTION THE HEAVY LIFT SYSTEM MUST NOT BE ALLOWED TO DEVELOP A LIFT WIRE PULL GREATER THAN THE SAFE WORKING LOAD OF THE WEAKEST COMPONENT. (Page 6-2) xxii

29 CAUTION THE PREFERRED METHOD FOR HEAVY LIFT IS HYDRAULIC PULLERS. IF THE TOW MACHINE MUST BE USED AND THE TOW HAWSER IS REPLACED WITH A LIFT WIRE, CONTACT NAVAL SUR- FACE WARFARE CENTER MECHANICAL ENGINEER FOR ASSIS- TANCE. (Page 6-23) CAUTION HIGH STRAINS CAN BE EXPERIENCED ON ONE OR MORE OF THE MOORING LINES DURING THIS EVOLUTION. ENSURE ADEQUATE TURNS ARE TAKEN AROUND THE CAPSTAN AND THE PROPER NUMBER OF PERSONNEL ARE TENDING THE LINES TO PREVENT UNCONTROLLED SURGES AROUND THE CAPSTAN. (Page 7-5) CAUTION DO NOT ATTEMPT TO USE CARPENTER STOPPER WITH WIRE ROPE OF DIFFERENT SIZE OR OTHER THAN SIX-STRAND, RIGHT REGULAR LAY CONSTRUCTION. (Page A-6) xxiii / (xxiv Blank)

30 xxiv

31 CHAPTER 1 GENERAL INFORMATION 1.1 INTRODUCTION The ARS-50 (SAFEGUARD) Class ships, shown on Figure 1-1, combines a proven hull design with stateof-the-art machinery and equipment. The ship is designed to perform combat salvage, lifting, emergency repair, and rescue towing of combatant or support ships. The ship may also be selected as a ship-of-opportunity to conduct open ocean or in-shore oil pollution operations with load-out equipment. The ship is manned by U. S. Navy personnel who will perform various tasks to accomplish the ship s assigned mission. This handbook provides physical descriptions, functional descriptions, and operating procedures for the equipment on board the ARS-50 Class ship used while conducting Fleet Support Operations (FSO) tasks. 1.2 PURPOSE The purpose of this handbook is to provide descriptions and operational procedures for equipment in the mission areas of the ARS-50 Class ships. The procedures contained in this manual are functional guidelines and may be changed to suit conditions or doctrine as required. The information is provided on a system level for the information, education, and training of ARS-50 Class ship personnel and other fleet groups that interface with the ARS. This handbook does not replace any other ARS-50 Class manuals. It supplements the system and equipment manuals for the equipment covered herein. Volume II of this handbook is the technical manual for the Divers Life Support System (DLSS). 1.3 SCOPE Figure 1-1 ARS-50 (SAFEGUARD) Class Ship This handbook provides a detailed description of mission tasks, characteristics, and the physical arrangement of the ARS-50 Class ships. It also details descriptions and functional operating procedures for the various tasks 1-1

32 performed by the ships crew to accomplish major FSO tasks. Operating procedures and appropriate illustrations, detailed to an equipment level, are presented which move equipment to and from their stowed positions, and through operational evolutions. 1.4 ARRANGEMENT AND USE This handbook is divided into two volumes containing a total of 19 chapters: Volume I Chapter 1 - General Information Chapter 2 - Boats Chapter 3 - Towing System Chapter 4 - Salvage Support and Handling Chapter 5 - Beach Gear Chapter 6 - Heavy Lift System Chapter 7 - Open Water Mooring Chapter 8 - Off-ship Firefighting Chapter 9 - Support Services Volume II Divers Life Support System Chapter 10 - System Description Chapter 11 - Component Description Chapter 12 - Instrumentation and Controls Chapter 13 - Normal Operation Chapter 14 - Emergency Operation Chapter 15 - System Limitations, Precautions, and Set-points Chapter 16 - Operations Checklist Chapter 17 - Handling Procedures Chapter 18 - DLSS Certification Requirements Chapter 19 - Ship s DLSS Instructions Chapter 1 provides information on the missions, capabilities, limitations, physical arrangement, installed equipment, and personnel requirements of the ARS-50 Class. This information is presented as it relates to the accomplishment of major FSO tasks. Chapter 1 also provides an overview of information in later chapters for those personnel who require familiarization with the ARS without the nuts and bolts. Chapter 2 through 8 address the tasks to be performed by the ship to accomplish her major FSO tasks. Each chapter provides a scenario of the task, equipment descriptions, and step-by-step operating procedures. The operating procedures are self-contained documents covering a single phase of a task which is unique to the ARS. The steps of each operating procedure are numbered sequentially but some can be accomplished concurrently. Each operating procedure has been assigned an identifying two-part number. The first number identifies the chapter in which the procedure is located and the second number is a sequential number within the given chapter. For example, OP4-9 is the ninth operating procedure presented with Chapter 4, Salvage Support and Handling. Chapter 9 provides coverage 1-2

33 of special projects and support services. Chapter 10 through Chapter 18, located in Volume II, comprise the technical manual for the DLSS. Chapter 19 is a tab only, provided for the convenience of the ship, for inserting copies of current ship s DLSS instructions. The following notations are used throughout the handbook as appropriate. WARNING IDENTIFIES AN EXPLANATION OR INSTRUCTION WHICH, IF NOT STRICTLY OBSERVED, CAN RESULT IN PERSONNEL INJURY OR LOSS OF LIFE. CAUTION IDENTIFIES AN EXPLANATION OR INSTRUCTION WHICH, IF NOT STRICTLY OBSERVED, CAN RESULT IN DAMAGE TO EQUIPMENT. NOTE IDENTIFIES ADDITIONAL INFORMATION OR HIGHLIGHTS FOR A PRO- CEDURAL STEP OR CONDITION. 1.5 MISSION The primary mission of the ARS-50 Class is to support Advance Force Operations, worldwide, in support of national policy. To support this mission, the ARS is capable of conducting operations in the following primary mission areas: a. Mobility (MOB) b. Command, Control and Communications (CCC) c. Fleet Support Operations (FSO) The ARS-50 Class also has secondary mission requirements to support: a. Warfare b. Intelligence c. Noncombat Operations This handbook addresses major FSO mission tasks MAJOR FSO CAPABILITIES. The ARS-50 Class has the installed equipment to support the following major FSO requirements. 1-3

34 Towing. ARS-50 Class ships are capable of rescue and open ocean towing. The ships have a designed bollard pull of 120,000 pounds and an installed double drum towing machine; each drum has a capability of 3000 feet of 2 1/4 inch wire rope. The capability to safely tow a vessel depends on a number of variables as described in the U. S. Navy Towing Manual, SL740 AA-MAN-010, Appendix G Salvage. A disabled ship may require varied assistance before towing can be attempted. The ARS-50 Class ship carries transportable cutting and welding equipment, power sources, dewatering gear, salvage and machine shops, and hull repair materials to effect temporary hull repairs on stranded or otherwise damaged ships. The ARS-50 Class ship also has a 7-1/2 ton capacity boom forward and a 40-ton capacity boom aft to off-load a disabled ship, load salvage equipment and materials on board a disabled ship, and handle heavy equipment during salvage operations Beach Gear. A stranded vessel may be retracted from the beach using up to six beach gear sets carried by the ARS-50 Class ships. The ARS may lay the six ground legs and place the heaving purchase and/or hydraulic pullers onboard the stranded vessel. Alternately, two beach gear ground legs can be rigged on board the ARS and up to four beach gear ground legs can be rigged on the stranded vessel Off-Ship Firefighting. There are two manually operated fire monitors at the forward and aft end of the 04 Level (top of the pilothouse), and a portable monitor on the forward end of the 01 Level. These monitors are supplied with up to 1,000 gallons per minute (GPM) of either seawater or Aqueous Film Forming Foam (AFFF) to fight fires on other ships or accessible pier structures Heavy Lift. A dynamic lift of 150 tons may be made over the main bow rollers or stern rollers (75 tons each roller) of the ARS-50 Class ships using combinations of deck machinery, hydraulic pullers, and purchase tackle. A dynamic 75 ton lift may be made over the main bow rollers, or stern rollers with deck machinery and purchase tackle, hydraulic pullers, or the towing machine. The auxiliary bow rollers have a 37.5 ton capacity for each roller. A dynamic lift of 300 tons may be made using the main bow rollers and the stern rollers (75 tons each roller) in unison. Under the stringent conditions discussed in Chapter 6, the ARS-50 may make a tidal lift of 350 long tons with a maximum load of 87.5 long tons on any one line Diving. MK 21 Mod 1 Underwater Breathing Apparatus (UBA) is the primary system providing the ARS-50 Class ship divers the capacity of tethered diving to depths of 190 feet of seawater (FSW). The divers descend to depth on a diving stage lowered by a powered diving davit. Decompression is completed in the water column or in the installed recompression chamber. For shallow underwater inspections, searches, and other tasks which require mobility, the divers can use the SCUBA system to accomplish their task. Augmented by equipment and personnel employing the Flyaway Mixed Gas System affords the capability to dive to a depth of 300 FSW. This system is designed to interface with the ships installed Diver Life Support System (DLSS) Mooring. The ARS-50 Class has the on board equipment to lay multi-point moors in support of diving, beach gear, heavy lift, and oceanographic operations. Moors can be deployed using the spring buoys, wire rope, Stato anchors, the ship s chain and bower anchors, chain and synthetic line with Stato anchor, and the traction machine. Moors can consist of any combination of these legs. Mooring is dependent on sea conditions. Chapter 7 provides data pertinent to laying moors in various depths of water during different sea state conditions Personnel Rescue. The ARS has a medical treatment room and a small ward for injured personnel. Portable berths are carried on board the ARS-50 Class and can be set up in the Crew Recreation Room to accomodate rescued personnel. 1-4

35 Replenishment. The ARS-50 Class ship is provided with two solid cargo transfer stations and two fuel receiving stations. The solid cargo transfer stations can receive a Standard Tensioned Replenishment Alongside Method (STREAM) using a Standard Underway Replenishment Fixture (SURF), STREAM with synthetic outhaul, housefall, and synthetic highline. The ARS-50 Class ship can send only a synthetic highline. The fueling at sea (FAS) connections are located at Frame 58 on the port and starboard sides of the 01 Level. FAS is conducted using either the alongside or astern methods. Vertical replenishment can be received in the marked zone on the stern of the main deck. The ship is capable of Level III, Class 4 operations of H1, H3,CH46, H47, H60, and H65 type helicopters. 1.6 SHIP CHARACTERISTICS The principal characteristics of the ARS-50 Class ships are as follows: HULL SHIP CHARACTERISTICS Length, overall 255 FT Length, between perpendiculars 240 FT Breadth, molded maximum 52 FT Depth, molded, at side to main deck amidships 23 FT Height, maximum to DWL 115 FT Displacement, light (approximate without margin) 2,160 Tons Displacement, full load (approximate without margin) 3,282 Tons Draft, full load 17.5 FT MACHINERY Number of propulsion shafts 2 Design full power ahead, shaft horsepower 4,200 HP Design full power ahead, shaft revolutions per minute 150 RPM Endurance at 8 knots 8,000 miles Speed, 100 percent power, free route 14.5 knots Speed, sustained, not less than 13.5 knots Speed, maximum economical 8.0 knots ELECTRICAL Number of diesel generators, 60 Hz, 750 kw, 450 V, 3 phase 3 BOLLARD PULL 120,000 pounds ARMAMENT Single.50 Cal MK 53 MOD 0 machine gun mounts 4 MK mm Machine Gun 2 ACCOMMODATIONS Officers 8 CP0 8 Enlisted 84 Transients 16 PROVISIONS AND STORES Dry 75 days Chilled 30 days Frozen 75 days DEMOLITION LOAD Demolition charges 1-5

36 SHIP CHARACTERISTICS - Continued TNT blocks Blasting caps LIQUID LOAD Fuel 123,492 Gallons Potable water 30,745 Gallons Ballast, 4 Tanks 87,847 Gallons Tons Tons Tons OPERATIONAL CAPABILITIES AND LIMITATIONS. The ARS-50 Class ship has been designed with features which the previous classes of ARSs did not have. The equipment improves the ability of the ARS to accomplish its assigned missions Kort Nozzles. The ARS-50 Class ship has a fixed Kort nozzle installed around each propeller. The Kort nozzle produces greater thrust than the conventional unshrouded propeller and improves ship performance during heavy weather. The water moving through the nozzle ring stabilizes the flow during heavy weather as compared to an open water propeller. The entrained water that is carried in the nozzle during pitching and thrust is directed aft. In the conventional propeller, thrust is wasted in the direction of pitching. The Kort nozzle also increases bollard pull by approximately one-third by making the propeller more effective at high loads. The Kort nozzle thus allows more efficient use of the thrust in heavy weather and during towing. On the ARS-50 Class ship the Kort nozzles are aligned parallel to the ship s centerline rather than parallel to the shaftline. This was done to minimize the fairing of the hull at the top of the nozzle and to improve flow to the propeller Bow Thruster. A 500-horsepower thruster is installed in an athwartship tunnel located between Frames 12 and 14 in the hold. The bow thruster is effective at low ship s speed of up to 5 knots. The bow thruster can be of great assistance during various tasks of the ARS. The bow thruster can be used during hookup of the Liverpool bridle and later when the Liverpool bridle is switched from side-to-side. The bow thruster can improve the ARS s ability to hold position while fighting a fire alongside another ship. The size of the bow thruster motor requires that one ship service generator be dedicated to it Rudder Design. The rudders are designed with sufficient clearance that fouling of the rudder with wire rope or fiber line is not likely to occur Controllable Reversible Pitch Propellers. The ARS-50 Class ships have a Controllable Reversible Pitch (CRP) propeller on each shaft. Pitch control is integrated with main propulsion engine operation and controlled by the machinery central control system. In the event the machinery central control system fails, the propeller may be controlled at a local hydraulic control located near each reduction gear. If the electric and gear driven hydraulic pumps fail, a hand pump may be used to position the propeller at a given pitch. Propeller pitch is controllable in two modes: remote manual and programmed. Remote manual mode is available only at the Main Control Console located in the Engineering Log Room ( C). Programmed mode is available at the Main Control Console and also at the Ship Control Console located in the Pilothouse ( C). Switching between the two modes is controlled by the Main Control Console. In remote manual mode, the CRP propeller can be commanded to assume any pitch between maximum astern and maximum ahead. The only permissive imposed on operation is that the propeller must be set for remote control. In programmed control, the propeller pitch command is a function of the position of the programmed throttle control lever, the number of engines on line, and the position of the maximum programmed control pitch potentiometer. 1-6

37 The programmed control logic is set up so that engines are at idle and propeller pitch is at the zero thrust position when the control lever is at the STOP (0) position. Successively higher ahead speed orders cause the propeller to go to higher and higher pitches, while the engine remains at idle speed. Pitch increase stops when pitch reaches the maximum programmed control pitch value. Higher ahead speed orders cause the pitch to remain at the maximum programmed control pitch value, and the engines to increase in speed; at the 10 position on the lever, the on-line engines are at full speed. Programmed control logic for astern orders is identical to that for ahead orders, except that the propeller assumes negative pitches. Under ordinary free route conditions, the maximum programmed control pitch potentiometer should be left at its full clockwise position. This essentially takes the potentiometer out of consideration when the control system calculates the maximum programmed control pitch value, which will be design pitch when two engines are on-line, and a lower value, about 87 percent of design pitch, when one engine is on-line. The values are selected to allow steady state operation without exceeding the engine mean continuous rating. Under other than free route conditions, particularly towing, the effective resistance of the ship increases and thus maximum programmed control pitch must be reduced in order to avoid engine overloading. This is accomplished via the maximum programmed control pitch potentiometer. The potentiometer should be set for approximately 50 percent pitch under bollard conditions, and set lower for higher propeller slip (e.g., when pulling a ship off the beach against an incoming tide). It is suggested that the potentiometer be operated by initially setting to a low value, slowly advancing it until the engines just overload, and then backing off a bit. An engine overload can be determined in two ways, either by using the engine fuel rack position values available on demand display, or by using the engine overload indications on the status/alarm section of the plasma displays. Each method has its problems. The fuel rack position method requires the operator to know the engine mean continuous rating curve. The engine overload indication method requires the operator to compensate for the time delay between overload onset and overload annunciation on the plasma display. The time delay is necessary to compensate for normal overloads caused by ship speed transients and wave encounter. The control system automatically sets maximum astern programmed control pitch at 70 percent of the ahead value. This is because design astern pitch is 70 percent of design ahead pitch DESIGN FEATURES. Many advances have been made in the design of ships since the last class of ARSs were built. Many design features have been incorporated into the ARS-50 Class and are recounted here Structural a. The hull below the waterline is ice-strengthened in excess of American Bureau of Shipping (ABS) Class C requirements. b. The bulwarks on the main deck aft have a large radius, hardened steel surface. c. The sheer on the main deck aft raises the tow wires and synthetic line between the transom and the tow machine. This provides greater work space on the forward part of the fantail. d. The kingposts are free-standing with no stay wires. e. The ship has been designed with two-compartment damage control criteria. f. The bridge wings extend outboard to the width of the hull; they are designed to be expendable. The vital equipment on the bridge wings are mounted sufficiently inboard to allow a 7-1/2 degree list while alongside another vessel without damage to the equipment. g. The spring buoys are stowed in board of the 01 Level deck edge but may be used as fenders by inserting 16-inch wooden chocks between the buoy and the stowage racks. 1-7

38 Operational a. The vang wires on both booms are compensating vangs rigged to a single, split-drum winch. Slack is taken out of vang wire automatically, resulting in one-man, powered control of the vangs. This is true for the forward boom only when it is rigged on the aft gooseneck. When it is rigged forward the synthetic vangs are hand tended, capstan powered, and not compensating. b. The divers davit has a variable speed hoist with a constant RPM back-up mode. The davit is fully slewable. c. Large tanks have been provided in the AFFF system to support offship firefighting. d. A hydraulic system is installed in the Bow Thruster and Refrigerated Machinery Room ( E) to power the hydraulic beach gear cable pullers. e. Topside and fantail lighting for night operations has been greatly improved. f. Visibility from the aft end of the pilothouse has been greatly improved. g. The tow machine is out of the weather in the Tow Machinery Room COMMAND, CONTROL, AND COMMUNICATIONS. The machinery central control system provides for control of main engines from the bridge. Additionally, indicators and controls on the aft end of the pilothouse provide control of the tow machine. A Doppler speed log is installed on the bridge to measure speed-over-ground. 1.7 FSO EQUIPMENT The ARS-50 Class is equipped with the following deck machinery and equipment necessary to carry out its major FSO tasks. The machinery and equipment are shown on Figure WORKBOAT AND DAVIT. A davit-mounted, twin-screw, aluminum workboat is located between Frames 62 and 72, on the 01 level port side Rigid Hull Inflatable Boat (RHIB) A 24 foot Mk 23 RHIB and the hydraulic davit are located between Frames 62 and 72 on the 01 Level, starboard side INFLATABLE BOATS. The ARS carries two inflatable utility boats. The boats are stored in the Salvage Storeroom ( A) along with two 40-horsepower long shaft outboard engines. The inflatable boats are used on salvage, diving, or mooring tasks undertaken by the ARS TOWING MACHINE. The Towing Machine consists of two wire rope drums and a traction machine. The machine is located on the main deck between Frames 62 and 72. The wire rope drums each carry 3,000 feet of 2-1/4 inch wire rope. The traction machine can handle synthetic lines 3 to 14 inches in circumference. The towing machine is capable of being operated in either manual or automatic modes. The towing machine and traction machine are controlled locally or from the Main Deck Remote Control Station. The pilot-house has an annunciator panel and meters to monitor the towing machine and a clutch/brake control for emergency use RETRACTABLE TOW ROLLERS. One double retractable tow roller is installed on the centerline at the transom. Single retractable tow rollers are installed on the port and starboard bulwarks at Frame 99. The units are hydraulically operated and retract to a horizontal position on command. A 50,000-pound side load on the rollers 1-8

39 also causes the rollers to retract to the horizontal position, this will sound an audible alarm in the Main Deck Remote Control Station and the Pilot House. The tow rollers are controlled from the Main Deck Remote Control Station POWER BLOCKS AND ROPE TRANSPORT TRAY. Two portable hydraulic motor-driven power blocks are installed near the rope scuttles at either Frame 75 or Frame 77 on the port and starboard side. The unit s sheaves handle lines 3 to 14 inches in circumference. The Y-shaped rope transport tray is installed between Frames 73 and 66 to fairlead and support the line from the power blocks to the traction machine s drum LATERAL CONTROL WINCH. The lateral control winch is located at Frame 81 inside the lazarette. The winch controls are located in the Main Deck Remote Control Station. The winch has a maximum line pull of 2000 pounds MAIN DECK REMOTE CONTROL STATION. The Main Deck Remote Control Station ( Q), commonly called the Coop, is located on the main deck between Frames 76 and 79 on the starboard side inboard of the Salvage Shop. A door is provided at Frame 76 for entry and exit of the operator and affords a view of the towing machine. A window is provided at Frame 78 to enable the operator to view the fantail, towline, and tow. The Coop contains controls for manual and automatic mode operation of the towing machine, the towing machine relay transfer panels, and master switches and controls for the lateral control winch, retractable tow rollers, and power blocks TOW FAIRLEADS. The main tow wire fairleads are located in the Frame 78 bulkhead, on the main deck, port and starboard of the centerline. Each fairlead is in line with its respective towing machine drum. A roller fairlead for synthetic line off the traction machine is installed on the centerline between the two main tow wire fairleads TOW BOWS. Two tow bows are installed at Frames 86 and 96 and extend from bulwark to bulwark. The tow bows are removable in sections. The two bows serve as a smooth surface for the tow wire to bear on in the area between the towing fairleads and the transom. The bows also provide a safe haven for crewmen working aft during towing operation SALVAGE SUPPORT EQUIPMENT. Two salvage storerooms are located between Frames 78 and 86 and Frames 86 and 100 and are filled with equipment to support various salvage operations. The Salvage Storeroom and Wire Rope Stowage ( A) contains wire rope stored in bins and on reels, two chain lockers, and various sizes and types of connecting fittings. The Salvage Storeroom ( A) contains various salvage equipment consisting of pumps, generators, compressors, hydraulic wire pullers, light towers, Stato anchors (disassembled), and lumber and steel patching and shoring material SEVEN AND ONE-HALF TON FORWARD BOOM. The forward boom is located on the 01 Level at Frame 16. The kingpost is on the centerline with a boom step on the forward and aft sides. The boom can be shifted from aft to forward utilizing the portable cradle. The boom is normally rigged on the aft step. Four vang swivel pad eyes are located at Frames 16 and 25, port and starboard. The boom is rigged aft using a compensating wire vang system. In the forward position, non-compensating synthetic vangs must be rigged. The boom is controlled from a portable (chest harness) control unit consisting of two joystick levers. One lever controls the vang and topping winches. The other lever controls the hoisting winch. When the forward boom is rigged forward, topping is controlled with the chest pack and slewing is controlled with the capstans. 1-9