A0-A185 351 SINGLE AND TANDEM ANCHOR PERFORMANCE OF THE NEW NAUY 1/2

MOORI1NG AN4CHOR: THE NAUMOOR AMCHOR(U) NAUAL CIULI ENGINEERING LAB PORT HUENEME CA R J TAYLOi JUL 37umCLA:SIFIED NCELTN-1774 FIG. 13/2 MIL

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MICROCOPY RESOLUTION TEST CHIART

NATIONAL BUREAU OF STANARDS 1%3-A

AD-A185 351 40 l1, XFEllE COEY N-1774

July 1987By Robert J. Taylor

Sponsored By Naval FadlitlesTe h ialN t Engineering CommandTechnical Note and Naval Sea Systems Command

Single and Tandem Anchor Performanceof the New Navy Mooring Anchor

The NAVMOOR AnchorABSTRACT "'A new Navy mooring anchor (NAVMOOR), hasbeen designed to satisfy a variety of Navy anchor applica-tions. Various sizes of anchors have been designed, fab-ricated, and structurally and operationally proof-tested.This report describes the NAVMOOR Anchor, presents theresults of prototype single and tandem anchor tests in sandand mud seafloors, provides anchor performance specifica- c- _ltions, and presents Navy fleet mooring anchoring guidelines. , p -4rThe NAVMOOR Anchor was shown to be structurally and orijoperationally superior to the Navy's STATO Anchor which b ..in the past was the most effective general purpose anchorfor Navy applications. The NAVMOOR Anchor was effectivein dense sand and soft mud seafloors when used in singleand tandem anchor leg configurations. Tandem anchor sys-tem holding capacity was shown to be at least twice thecapacity of a single NAVMOOR Anchor. The Navy's fleetmooring requirements from class C (100-kip capacity) toclass AAA (500-kip capacity) can be satisfied with only twosizes of NAVMOOR Anchor, the 10,000-pound and 15,000-pound NAVMOOR, used in various single and tandem anchorleg configurations.,

NAVAL CIVIL ENGINEERING LABORATORY PORT HUENEME. CALIFORNIA 93043

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REPOT DCUMNTATON AGEREAD INSTRUCTIONSREPOT DCUMNTATON AGEBEFORE COMPLETING FORM

I EOT NUMBER ]2. GOVT ACCESSION NO. 3. RECIPIENT'S CATALOG NUMBER

TN-1 774 DN665003

SINGLE AND TANDEM ANCHOR PERFORMANCE OF Final; Oct 1984 - Dec 1986

THE NEW NAVY MOORING ANCHOR: THE PEFRIGO.RPRTNMR

NAVMOOR ANCHOR7AUYI-OR(., 11 CONTRACT OR GRANT NumBER(,)

Robert)J. Taylor

I PERFORMING ORG0ANIZATION NAME AND ADDRESS 10 PROGRAM ELEMENT.' PROJECT. TASK(

NAVAL CIVIL ENGINEERING LABORATORY AREA1N 42WOK-060NMBR

Port Hueneme, California 93043-5003 671;4-6

11 CONTROLLING OFFICE NAME AND ADDRESS 12 REPORT*DATE

Naval Facilities Engineering Command July 198713 NUMBER OF PA-.ES

Alexandria, Virginia 22332 8714 MONITORING AGENCY NAME AS ADDRESS(iI dIII.,enI Ir-, CowIfind Office.) IS SECURITY CLASS lot tis, rtpo~tI

Naval Sea Systems Command UnclassifiedWashington, DC 20362-5 101 Ii. DECLASSIFICATION DOWNGRADING

IS DISTRIBUTION STATEMENT '..( this Repo,1

Approved for public release; distribution unlimited.

III DISTRIBUTION STATEMENT (of INe abstract st,ed-, Block 20. If diffe,*n1 from Report)

IS SUPPLEM4ENTARY NOTES

It KEY WORDS (ConrI,,. on ... 1 . i IPof O s aryAd idvnlIly bv block. umb.,)

Anchors, seafloor, anchor holding capacity, moorings

20 ABSTRACT (Con..n ... .~. P18W It ...... 1end identify by block fIb~

A new Navy mooring anchor (NAVMOOR), has been designed to stisfy a variety of

Navy anchor applications. Various sizes of anchors have been designed, fabricated, andstructurally and operationally proof-tested. This report describes the NAVMOOR Anchor,presents the results of prototype single and tandem anchor tests in sand and mud seafloors,provides anchor performance specifications, and presents Navy fleet mooring anchoringguidelines. The NAVMOOR Anchor was shown to be structurally and operationally superior

D I JANW, 1473 EDITION OF I NOV 61 IS OBSOLIETE Unclassified continuedSECURITY CLASSIFICATION Of TRIS PAGE IB9I.I 0.si. E-1I*,d)

UnclassifiedSECURITY CLASSIFICATION Of THIS PAGE(IA.., Does Rn..Id)

20. Continued

to the Navy's STATO Anchor which in the past was the most effective general purpose anchorfor Navy applications. The NAVMOOR Anchor was effective in dense sand and soft mudseafloors when used in single and tandem anchor leg configurations. Tandem anchor systemholding capacity was shown to be at least twice the capacity of a single NAVMOOR Anchor.The Navy's fleet mooring requirements from class C (100-kip capacity) to class AAA (500-kipcapacity) can be satisfied with only two sizes of NAVMOOR Anchor, the 10,000-pound and15,000-pound NAVMOOR, used in various single and tandem anchor leg configurations.

Library Card

Naval Civil Engineering LaboratorySINGLE AND TANDEM ANCHOR PERFORMANCE OF THE NEWNAVY MOORING ANCHOR: THE NAVMOOR ANCHOR (Final), byRobert J. Taylor

TN-1774 87 pp illus July 1987 Unclassified

1. Anchors 2. Anchor holding capacity I. 42-060

A new Navy mooring anchor (NAVMOOR), has been designed to satisfy a variety of Navy

anchor applications. Various sizes of anchors have been designed, fabricated, and structurally andoperationally proof-tested. This report describes the NAVMOOR Anchor, presents the results ofprototype single and tandem anchor tests in sand and mud eafloors, provides anchor performancespecifications, and presents Navy fleet mooring anchoring -i.delines. The NAVMOOR Anchor wasshown to be structurally and operationally superior to the Navy's STATO Anchor which in the pastwas the most effective general purpose anchor for Navy applications. The NAVMOOR Anchor waseffective in dense sand and soft mud seafloors when used in single and tandem anchor leg configura-tions. Tandem anchor system holding capacity was shown to be at least twice the capacity of a

single NAVMOOR Anchor. The Navy's fleet mooring requirements from class C (0O-kip capacity)to clam AAA (500-kip capacity) can be satisfied with only two sizes of NAVMOOR Anchor, the10,000-pound and 1 5,000-pound NAVMOOR, used in various single and tandem anchor leg

configurations.

I _____

Unclassified

SECURITY CLASSIFICAYION Of THIS PAGrWhe, Does Fnfeed)

II

CONTENTS

Page

INTRODUCTION . 1

BACKGROUND .. ........................... 1

ANCHOR DESCRIPTION AND OPERATIONAL FEATURES .. ........... 1

General. ................ .. ........... 1Anchor Design .. ....................... 2

ANCHOR APPLICATIONS. .. ...................... 5

Navy Fleet Moorings. ................. .... 5Navy Salvage. .. ....................... 5Amphibious Operations. ..................... 6

ANCHOR TESTING PROGRAM .. ..................... 6

Test Locations. .. ...................... 6Test Procedures and Equipment. ................. 7

SINGLE ANCHOR TEST RESULTS AND ANALYSIS .. ............. 8

Port Hueneme Beach Tests .. .................. 8Port Hueneme Sand Single Anchor Tests. ............ 9San Francisco Bay Mud Single Anchor Tests .... ...... 11Summary of Single Anchor Tests. ... ............ 13

TANDEM ANCHOR TEST RESULTS AND ANALYSIS. ... .......... 13

Port Hueneme Sand Tandem Anchor Tests .... ........ 13San Francisco Bay Mud Tandem Anchor Tests .... ...... 15Summary of Tandem Anchor Tests. .... ........... 16

NAVMOOR ANCHOR SIZE GUIDELINES FOR NAVY FLEET MOORINGS. ...... 16

FurSUMMARY AND CONCLUSIONS. .. .................... 17 -

'RA&I

REFERENCES. ................... ...... . . 18 !AS L

Appendix -Design Drawings for NAVMOOR Anchors ....... . . A-1

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INTRODUCION

The Naval Civil Engineering Laboratory (NCEL) has developed a newanchor suitable for a wide range of mooring applications. The new anchoris called the NAVMOOR Anchor. This development was initiated by theNaval Facilities Engineering Command in response to expanded Navy fleetmooring requirements from 300,000 pounds (class AA) to 500,000 pounds(class AAA). Support for this development was also provided by theSupervisor of Salvage, Naval Sea Systems Command.

This report describes the NAVMOOR Anchor design and operationalfeatures and presents the results of small-scale anchor tests on thebeach and tests of full-size single and tandem NAVMOOR Anchors in sandand mud. Performance specifications of the NAVMOOR Anchor for sand andmud seafloors are also provided.

BACKGROUND

A program was established at NCEL in 1979 to improve the Navy's fleetmooring capability. Detailed anchor testing programs were conducted atseveral sites to determine the performance of Navy and commercial anchors(Ref 1 through 5). These tests provided data to support development ofimproved methods for predicting the performance of drag embedment anchorsand methods for improving the performance of anchors (Ref 6 through 11).

Refined mooring load determinations and a reassessment of the Navy'smooring needs resulted in an upgrade in the Navy's mooring requirementsto 500,000 pounds maximum. An analysis of high efficiency (high holdingcapacity to weight ratio) anchor options was performed (Ref 12). Theanalysis concluded that the Navy's expanded mooring requirements couldbe satisfied with a structurally and operationally improved version ofthe Navy's STATO Anchor used in single and tandem anchor leg configura-tions.

Before proceeding with the new anchor development, a program of modeland small-scale tests of anchors was conducted (Ref 13) to evaluate thepracticality and effectiveness of using anchors in tandem and to evaluateSTATO Anchor configuration changes to enhance performance. Results werepositive and justified prototype anchor development and testing to quan-tify single and tandem anchor performance in sand and mud seafloors.

ANCHOR DKSCRIPrION AND OPERATIONAL FEATURES

General

The NAVMOOR Anchor (Figure 1) was designed for single and tandemanchor leg applications. A tandem anchor leg configuration is illus-trated in Figure 2 with the NAVMOOR Anchor. In this example, chain is

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used to connect the anchors but wire is also acceptable. The NAVMOORAnchors are designed to structurally tolerate a tandem system capacityof up to 2-1/2 times the capacity of a single anchor. Model and small-scale tests (Ref 13) showed that two anchors of the STATO type (whenrigged in tandem) could develop a total system holding capacity of2-1/2 times the capacity of a single anchor. This design and applica-tion approach contrasts with normal commercial practice in the use oftandem anchors.

Normally, when a tandem anchor (also called a piggyback) is used incommercial practice, the primary anchor has failed to hold to its designload. The tandem anchor is added to bring the total capacity of thesystem up to the capacity originally required of the primary anchor. Incontrast, the NAVMOOR Anchor system is structurally designed and opera-tionally capable of being used to satisfy loads associated with muchlarger single anchors. The fact that anchor efficiency decreases asanchor size increases and that the efficiency of two anchors rigged intandem is equal to or greater than that of the individually pulled an-chors, results in less total weight for a tandem anchor system comparedto a single anchor. Also, smaller anchors in a tandem system are easierto handle and recover, particularly in mud seafloors.

Anchor Design

Two views of a NAVMOOR Anchor, 1,000-pound nominal size, are shownin Figure 1. The general configuration of the STATO Anchor was used asthe basis for the NAVMOOR Anchor design. For comparison, a STATO Anchoris shown in Figure 3. Plan dimensions of these two anchor types aresimilar for anchors of comparable nominal weight to ensure at least thesame single anchor performance. For reference, design drawings for twoversions of the NAVMOOR Anchor are provided in Appendix A. They includethe 2,000-pound NAVMOOR Anchor with standard stabilizers designed forcauseway mooring applications and the 6,000-pound NAVMOOR Anchor forsalvage with folding stabilizers.

There were three principal problems with the STATO Anchcr that neededto be corrected to provide an anchor type that would satisfy the Navy'sanchoring requirements. The STATO Anchor is not structurally suited totandem anchor use, has experienced performance problems in hard soil, andhas had general structural problems. The NAVMOOR Anchor was designed toeliminate these problems. Other changes were made to simplify construc-tion, improve handling, and expand fabrication options.

The design process began with the design of a 10,000-pound NAVMOORAnchor for fleet moorings. Finite element analysis techniques were usedto optimize the structural integrity of the anchor within a given weightspecification. After the design was completed, an exact scale model(about 200 pounds) was designed, constructed, and tested in sand. Somedesign changes were found to be necessary to simplify construction;otherwise, the design and anchor performance were acceptable. For ex-ample, when tested with the 200-pound STATO Anchor (actual weight was280 pounds), the NAVMOOR Anchor held 25 percent more than the 30 percentheavier STATO Anchor. Next, the 10,000-pound NAVMOOR Anchor was fabri-cated, instrumented with strain gages, and structurally tested to itsdesign load. The strain gage layout is shown by Figure 4. Twenty single

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and rosette gages were used principally in the vicinity of the anchorcrown. The anchor was loaded several times at the third point of thefluke (measured from the fluke tip) to its design proof load of 210

kips. The anchor's proof load was established as 70 percent of thetotal expected anchor holding capacity, which for the 10K NAVMOOR Anchorwas 300 kips. Some changes were needed in the anchor stopper design toreduce stress concentrations; otherwise the design was sound. This cali-brated design could then be used as a basis for larger or smaller NAVMOORAnchor designs.

The NAVMOOR Anchor, like most other anchors, is described by a nominalweight which often differs from actual anchor weight. Anchor weight canexceed nominal weight by as much as 10 to 15 percent depending upon fabri-cation means, anchor application, and the designers choice of plate thick-ness. External anchor dimensions are controlled to ensure consistent andpredictable performance. The nominal weights of the NAVMOOR Anchor werebased on the STATO design. The 6,000-pound STATO design was used as thebasis for extrapolation of all NAVMOOR Anchor sizes. The STATO Anchor

weights were based on anchor weight without mud palms. Mud palms addabout 10 percent to the anchor weight; in addition, normal weight varia-tions to accommodate available plate sizes could be as much as 10 percent.As an example, the 6,000-pound NAVMOOR Anchor has two configurations; onefor fleet mooring applications and one for salvage applications. Theweights of these anchors are 5,940 pounds and 7,200 pounds respectively,even though external dimensions and actual performance are comparable.The higher weight of the salvage anchor results from a strengthened anchorpalm to support the stabilizer hinge mechanism and the heavier folding

stabilizers.The principal features of the NAVMOOR Anchor are described in the

following paragraphs. Use Figures 1 and 2 as reference for the follow-ing discussions.

Anchor Flukes. The plan size of the NAVMOOR and STATO Anchor flukesare similar. The NAVMOOR flukes are of box-like construction to reducefluke stress and to lighten and streamline the flukes. The STATO flukesare comprised of a central plate with external rib stiffeners. Thestiffeners trap sand during penetration in sand resulting in higher pene-tration resistance and poor hard soil performance. The primary penetra-tion resistance on the anchor during the initial embedment phase is onthe flukes; this resistance is a function of fluke roughness. The smoothNAVMOOR flukes cause significantly less penetration resistance than therough STATO flukes. Model and small-scale tests showed at least a 30percent improvement in anchor capacity for a smooth-fluked anchor insand.

The initial design of the NAVMOOR Anchor flukes used internal ribstiffeners located at the folds in the fluke cover plates; this compli-cated fluke construction. Subsequently, a more refined finite elementanalysis was performed to see if the ribs could be eliminated withoutcreating an unacceptable weight increase. The ribs could be eliminatedwith a minor increase in cover plate thickness. All current NAVMOORAnchor designs employ hollow flukes with no internal rib stiffness.

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Stopper Assembly. The stopper assembly consists of a fixed stopperto restrict the fluke angle to 50 degrees for mud use and a welded-onsand wedge to reduce the fluke angle to 32 degrees for sand use. Anotherrestriction to the design is that the anchor penetration angle be 65 de-grees to ensure penetration in hard soil. The penetration angle describedin Reference 5 is the external angle between the fluke and seafloor whenthe fluke is open and the fluke tip and shank end are on the seafloor.

The STATO Anchor experienced structural problems, principally becauseof high stresses occurring at the stopper and trunnion area. The trunnionis the pin located in the anchor crown that connects the shank to thefluke assembly. A finite element analysis that concentrated on thishighly stressed area identified specific problem areas and enabled con-fident design. The analysis was supplemented and calibrated by full-scale instrumented testing of a NAVMOOR Anchor prototype.

Anchor Mud Palms. The NAVMOOR Anchor mud palms are an integral partof the anchor and are used in sand and mud seafloors. The STATO Anchormud palms are welded add-ons when the anchor is to be used in mud. Thereis a small performance reduction in sand due to the permanent NAVMOORAnchor mud palms but this is compensated for by the enhanced performancecaused by the smooth flukes.

Anchor Stabilizers. Simple pipes are used for the standard NAVMOORAnchor stabilizers compared to the welded, tapered construction for theSTATO Anchor stabilizers. Model tests showed that the pipe was equal ormore effective in controlling anchor roll than the tapered units. TheNAVMOOR Anchor stabilizers are bolted or tac-welded in place. They areeasily removed for shipping and storage ease.

Shank Assembly. The NAVMOOR Anchor shank is significantly differentthan the STATO Anchor shank. The STATO shank terminates at the trunnionpin within an enclosed anchor crown as do most anchors. For these anchors,padeyes are connected directly to the anchor crown. The flukes must befixed open to prevent fluke closure when load is applied by a tandemanchor. The NAVMOOR shank extends through the anchor crown. This enablesconnection of the tandem anchor directly through the anchor shank. Thepinned tandem link (shown in Figure 1 in the lower view) provides themeans for the tandem connection and moves independent of anchor flukemovement. Loading by the tandem anchor does not cause fluke closurewith resulting loss of primary anchor capacity.

As mentioned earlier, model and small-scale tests demonstrated thattwo anchors in tandem could develop a capacity 2-1/2 times the capacityof a single anchor. These tests showed that the tandem or piggybackanchor could hold 50 percent more than a single, individually pulledanchor. The anchor shank and connecting hardwara are structurallydesigned to safely hold 2-1/2 times the capacity of a single anchor.The tandem link is sized for a load 1-1/2 times single anchor load.

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ANCHOR APPLICATIONS

A variety of NAVMOOR Anchor sizes have been designed to satisfy manyanchoring applications. Several of the prototypes are shown in Figure 5.

Navy Fleet Noorinas

The Navy maintains about 300 permanent fleet moorings at harborsworldwide. These moorings currently range up to 300,000 pounds incapacity. However, the Navy has designs for and is procuring hardwarefor storm moorings to 500,000 pound capacity. NAVM00R Anchor designswere developed to satisfy requirements typically above 300,000 poundsbut can be used effectively for lesser capacity moorings. Twelve10,000 pound (nominal weight) NAVMOOR Anchors (shown to the right inFigure 5) have been fabricated for the Navy's inventory for preproduc-tion evaluation. A design for a 15,000-pound NAVMOOR Anchor was alsocompleted for the fleet mooring program.

To reduce production costs, the 10,000-pound NAVMOOR Anchors werepartially cast. The anchor shank and palm were cast and the flukes werefabricated and then welded to the cast palm. The "cast" NAVMOOR Anchorweight was equal to the fully fabricated anchor weight. In addition,anchor stresses, as measured during structural proof testing were alsocomparable to those of the fabricated anchor.

Navy Salvage

The Navy Supervisor of Salvage identified the need for an improveddrag anchor for salvage operations. It had to be compatible with theARS 50 class ships, hold 100,000 pounds in a broad range of seafloorconditions, and be suitable for free-fall deployment. A 6,000-poundNAVMOOR Anchor satisfied holding requirements but the anchor had to bemodified to adapt to stowage in existing anchor pockets on the ARS 50class ships. A prototype 6,000-pound NAVMOOR Anchor is shown in Fig-ure 5 with one stabilizer in the open position. The stabilizers remainclosed while on deck but can open during free fall to the seafloor. Thestabilizers fully open on the seafloor from drag force on the plates onthe end of the stabilizers when the anchor is proof set.

Tests conducted in soft mud in San Francisco Bay and user tests offthe ARS 50, USS SAFEGUARD in sand and coral off Hawaii confirmed theruggedness of the design and the operation of the folding stabilizers.The 6,000-pound NAVMOOR Anchor is shown in Figure 6 on the SAFEGUARDbeing released from the forward and after pockets.

As a result of the tests, some design changes were made to easehandling, reduce maintenance, and reduce cost. Bosed upon the positiveresults achieved with the cast version of the 10,000-pound NAVMOORAnchor, the preferred construction method for the NAVMOOR Salvage Anchoris also a combination of cast and fabricated elements.

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Aphibious Operations

Three sizes of anchors were designed for anchoring applicationsassociated with amphibious logistics:

1. A 100-pound NAVMOOR Anchor was designed to provide side-staysfor a floating fuel line. The anchor replaces a 200-pound STATO Anchor(280 pounds actual weight) which was too heavy for manhandling and a150-pound LWT which was ineffective in mud. Several hundred 100-poundanchors have been procured.

2. A 1,000-pound NAVMOOR Anchor was designed as a replacement forthe 2,500-pound LWT for the Navy's new Powered Causeway Section (PCS)because of space limitations on the PCS. Although lighter, the NAVMORAnchor will hold several times more than the LWT in mud and roughlytwo-thirds as much in sand. To date, 25 PCS's have been outfitted.Some design changes have occurred as a result of inservice use. Theanchor shank has been strengthened to better tolerate off-line loading.The sand wedges used to reduce the fluke angle to 32 degrees are nowlightly welded in place rather than bolted in place. This last changehas been made for all the NAVMOOR Anchors.

3. A 2,000-pound NAVMOOR Anchor was designed as the new mooringanchor for the Army Corps of Engineers causeway system. This anchorreplaces the LWT because of the general ineffectiveness of the LWT inmud seaflours. Also, the tandem anchoring capability of the NAVMOORAnchor allows procurement of a single anchor size to satisfy varyingloads along the causeway by using single and tandem anchor leg con-figurations.

AMOR TESTING PROGRAM

Anchor testing progressed through various stages including labora-tory model testing, small-scale testing on the beach at Port Hueneme,California, and prototype testing in sand off Port Hueneme and in mudoff Hunters Point, San Francisco Bay. The model test program (Ref 14and 15) will not be discussed in this report. These tests were simplyused to guide preliminary design to ensure at least comparable perfor-mance of the NAVMOOR Anchor to the proven STATO Anchor design and toevaluate minor configuration changes to enhance anchor performance.

Test Locations

Port Ruenme. The seafloor material at this ocean test site con-sisted of a dense well-graded gravelly fine sand. A typical grain sizecurve for a sample is provided in Figure 7. This site has changedconsiderably since 1981 when prior anchor tests were conducted (Ref 5).At that time, the site consisted of a poorly-graded fine sand. Forreference, the 1981 distribution is also plotted on Figure 7. The sea-floor material at this site provided a good test of the penetratingcapability of the NAVMOOR Anchor in hard seafloor conditions.

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San Francisco Bay, Hunters Point. The Hunters Point site wasselected because there was a significant amount of historical data onthe STATO Anchor (Ref 16) and the site was previously classified as anormally consolidated silty clay (mud). The grain size distribution forthe Hunters Point mud is shown in Figure 8. The soil classified as anorganic clayey silt. Undrained soil shear strength data taken fromthree cores are plotted in Figure 9. Historical data from previous NCELtests (Ref 14) are also plotted for comparison. The historical data wasgenerated from unconfined compression tests whereas the current datacame from vane shear testing. Vane shear testing causes less sampledisturbance, thus higher average values; nonetheless, results are simi-lar. A reasonable approximation for the strength profile can be statedas the soil strength increases at the rate of 10 psf/ft of depth.

Test Procedures and Equipment

Small Scale Testin . Tests were performed on the beach at PortHueneme for comparative evaluations of anchor performance prior toprototype testing. The beach material consisted of a poorly graded,medium dense, fine sand. The testing procedure was unsophicticated butvery effective. Anchors were pulled with a bulldozer as shown in Fig-ure 10. Total load was recorded using a dynamometer at the bulldozer.Drag distance was visually recorded by observing the travel of a markedline attached to the anchor relative to a fixed point. Other measure-ments taken at the completion of the test were anchor roll angle, anchorshank pitch angle, anchor chain angle, and anchor depth.

Prototype Testi z. The ocean test setups used at Port Hueneme andSan Francisco Bay are shown schematically in Figures 11 and 12. Thetest setups were different but both produced the data needed to estab-lish anchor performance. The test setups and equipment capabilitieswere suitable for testing either single or tandem anchors.

Each anchor was instrumented to determine anchor depth, anchor shankpitch, anchor roll, and anchor load. A load cell was located betweenthe chain and anchor shackle. An instrument package was strapped to theanchor shank (Figure 13). It contained inclinometers to measure pitchand roll, a pressure transducer to measure anchor depth, all signal con-ditioning equipment, and load cell amplifiers. A hose attached to thepressure transducer was buoyed off to ensure that it remained in thewater column to avoid false readings. The measurement system(s) wasconnected to the instrumentation onboard the test barge via a 1,000-foot-long electrical well-logging cable. Mooring line load and line angle atthe barge and barge displacement relative to a fixed spar buoy weremeasured. These data were needed to calculate true anchor drag distanceas well as to determine the contribution of the bottom resting chain tototal anchoring capacity.

At Port Hueneme, anchor loading was accomplished by a 250-ton capacitychain jack that pulled the test barge at about 2 feet per minute towardthe restraint mooring that was located on the beach. At San Francisco,a 150-ton capacity winch was leased to speed the testing process. Becauseof winch capacity limits, the wire was two-parted through a sheave locatedon another YC barge (Figure 12). The barge system used at Hunters Point

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is shown in Figure 14 at the completion of a test series when the bargeswere near touching. There was sufficient wire to allow barge separationof almost 600 feet which enabled about five tests to be conducted beforethe wire had to be overhauled.

SINGLE ANCHOR TEST RESULTS AND ANALYSIS

Port Hueneme Beach Tests

General. Before fabricating the prototype 10,000-pound NAVMOORAnchor, a scale model was constructed to evaluate comparative perfor-mance against the STATO Anchor as well as to devise efficient fabrica-tion methods. An anchor of approximately 200-pounds (actual weight was211 pounds) was desired for comparison to the 200-pound STATO Anchor.It was later discovered that the actual weight of the 200-pound STATOAnchor was 280 pounds; nevertheless, a relative comparison was stillpossible. The model NAVMOOR Anchor was an exact scaled replica of theprototype. The stress levels in the model at design load are very lowcompared to the prototype. If the NAVMOOR model had been designed as aworking prototype, much smaller steel sections could have been used whichwould have resulted in a lighter, more streamlined anchor. However, thedual purpose of evaluating anchor constructability would not have beenserved.

Test Results for 200-Pound Anchors. Five tests each were conductedwith the NAVMOOR and STATO Anchors and the results are shown in Fig-ure 15 and 16. To minimize beach variability effects on test results,the anchors were alternately pull tested. The average estimated per-formance curve for each anchor was plotted on Figure 17. Drag distances

were nondimensionalized by reference to anchor fluke length to allowperformance comparison to larger or smaller anchors. It is clear fromFigure 17 that the NAVMOOR Anchor was more effective than the STATO Anchorin beach sand. The average holding performance advantage of the NAVMOORanchor was 25 percent. From an anchor efficiency standpoint, the advan-tage was significantly greater because of the actual weight difference.Anchor efficiency is defined as the ratio of anchor holding capacity tonominal anchor weight.

Figure 18 illustrates one reason why the STATO Anchor is less effi-cient than the NAVMOOR Anchor in sand even though their general configu-rations are similar. The external ribs on the STATO Anchor confine andtrap sand during the embedment process. This results in higher penetra-ting resistance that is a function of the friction between the anchorfluke and the penetrated medium. The coefficient of friction betweenthe rough-fluked STATO Anchor and the beach sand i related to the sandsintergranular friction, which for a medium density sand equals about0.7. The coefficient of friction between a smooth steel surface, likethe NAVMOOR Anchor fluke, and the beach sand is 0.3 to 0.4. From thesepreliminary test results it appeared that the goal to improve hard soilperformance had been achieved.

Test Results for 100-Pound Anchor. A 100-pound NAVMOOR Anchor wasdesigned for the specific application of side-stay anchor for a floating

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fuel line. The 100-pound weight was selected to enable manhandling.Beach tests were conducted to evaluate anchor stability, performanceconsistency, relative holding capacity, and penetrability. The resultsof the five tests conducted are shown in Figure 19. Two of the fivetests were run in wet dense sand near the water's edge. The remainingthree tests were performed in dry sand. Results were indistinguishable.The 100-pound NAVMOOR Anchor had no difficulty penetrating the densenear-shore sand.- The average performance was plotted in Figure 17.Interestingly, the 100-pound NAVMOOR Anchor held about 75 percent asmuch as the nearly 3 times heavier 200-pound STATO Anchor.

Later, in preparation for the final design of a 6,000-pound NAVMOORAnchor for salvage operations, the 100-pound NAVMOOR Anchor was modifiedto accept folding stabilizers scaled from the prototype NAVMOOR SalvageAnchor. The test model is shown in Figure 5. Comparative beach testswere performed with the standard 100-pound anchor and the 100-poundanchor with folding stabilizers. Results are not presented, but theperformance of these two anchors was indistinguishable and can be repre-sented by the curve of Figure 17. This was a surprise because the largerfolding stabilizers were expected to offer greater penetrating resistancewhich should have caused lower capacity.

Port Huenme Sand Single Anchor Tests

General. Various sizes of NAVMOOR Anchors (1,000, 6,000 and 10,000pounds nominal weight) were tested as single anchors. The 1,000-poundsize is shown ready for tests as a single anchor in Figure 13. Typicalload-drag distance data describing the performance of a single anchor isshown in Figure 20. The cyclic character of the data does not reflectactual anchor performance; rather, it reflects the effect of the testmethod on the results. The chain jack used to apply the test loadhauled in about 3-1/2 feet of chain before it had to be reset to pullagain. During the resetting process, up to 1 foot of chain was let out.This caused the large drop in anchor load which was a function of moor-ing geometry rather than anchor slippage. To simplify evaluation ofanchor performance, the data were replotted to show peak values thatcorrectly represent anchor capacity.

NAYHOOR 1,000-Pound Anchor Test Results. The performance of thesingle 1,000-pound NAVMOOR Anchor is shown in Figures 21 and 22. Thetest mooring leg from barge to anchor consisted of 36 feet of 2-1/2-inchchain and 45 feet of 1-1/2-inch chain. Total horizontal tension at thedeck and tension at the anchor were measured directly. The anchoringtension was determined by subtracting the load caused by the surfaceresting chain from total tension. The anchoring tension defines thetrue anchor holding capacity which includes loaa carried by the anchorand buried chain. In both anchor tests, load was still increasing at agradual rate when testing was stopped (Figures 21 and 22) so neitheranchor reached maximum capacity. The point at which maximum capacity isreached can often be difficult to detect during the test. Also, use ofthe chain jack was so tedious that tests were often stopped when perfor-mance appeared to be peaking. In both tests, the anchoring tension wasapproximately 30 kips at 40 feet of drag distance.

9

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The anchor was extremely stable during both tests; maximum anchorrotation varied from 2 to 5 degrees. The rotation angle remained nearconstant during drag suggesting that it was seafloor slope dominated.Anchor shank angle at maximum load was 8 to 9 degrees with the shank tipbelow the shank crown. This was comparable to past STATO Anchor testresults and to NAVMOOR Anchor beach test results.

N&VNOOR 10.000-Pound Anchor Test Results. The results of two testsrun with the NAVMOOR 10,000-pound Anchor are shown in Figures 23 and 24.The test mooring consisted of 360 feet of 2-1/2-inch chain. Resultswere consistent in the dense, gravelly sand. In both tests, all chainwas lifted off the seafloor before peak load was achieved. This hadlittle or no effect on performance because the anchor was nearing peakcapacity at the time and the chain angle at the seafloor was less thanone degree.

When the anchor was recovered after the first test, it was notedthat the stabilizers were bent backwards (Figure 25). To solve theproblem, the stabilizer pipes were strengthened and shortened by about15 percent. Shortening of the stabilizers was acceptable because theanchor had demonstrated excellent stability in all laboratory, beach,and prototype testing. Also, note on the anchor in Figure 25 that thepaint has been removed from fluke and stabilizer surfaces. Thisillustrates difficulty of maintaining a painted anchor used in granularseafloors. Maximum roll of the 10,000-pound NAVMOOR Anchor was 5 to6 degrees, which was consistent during drag again suggesting that it wasseafloor slope dominated. Maximum shank angle was 8 to 9 degrees withthe shank tip below the anchor crown, which was comparable to the1,000-pound NAVMOOR Anchor.

An interesting comparison was made between the results of the proto-type tests of the 10,000-pound NAVMOOR Anchor and the beach tests of the200-pound scale model of the 10,000-pound NAVMOOR Anchor. Results wereplotted in nondimensional form in Figure 26 as anchor efficiency (holdingcapacity to weight ratio) versus drag distance/fluke length. Althoughthe beach tests were in dry sand, the average beach test performancecurve was remarkably similar to the prototype performance curves. Thissuggests that more than relative performance evaluations of anchors insand can be accomplished very inexpensively by conducting tests ofmoderately sized scale model anchors in beach sand.

NAVNOOR 6,000-Pound Anchor Test Results. The 6,000-pound NAVMOORAnchor was tested twice and the data are plotted in Figures 27 and 28.The load cell at the anchor did not work reliably in either test; how-ever, anchoring load could still be determined by subtracting the bottomchain effect from horizontal deck load. At the point that all chain isoff the seafloor, anchoring load and deck load are equal.

For comparison, a 6,000-pound STATO Anchor was tested and resultsare presented in Figure 29. Comparative performance of the STATO andNAVMOOR Anchors is shown in Figure 30. All anchors remained very stableduring the test, but the STATO Anchor in particular had difficultypenetrating the dense sand. The second NAVMOOR test, 12-85 PH, alsoshowed the effects of the dense seafloor; anchor load built rapidly then

10

leveled off at about 150 kips. The first NAVMOOR Anchor test showed amore gradual load building during the 80 feet of drag. Load was stillincreasing when the test was stopped at 174 kips. The more gradualbuildup of load and the higher peak capacity for the first test sug-gested a lower soil density at this test location. When this anchor wasrecovered, there were no gravel remnants on the anchor as there had beenon the other anchors.

Historical STATO Anchor test data (Ref 14) at this site showed con-sistant load buildup to 180 kips and testing was stopped to avoid anchordamage. Reported soil properties showed a uniform sand of msdium density.The character of this site has changed and its effect on STATO Anchorperformance has been significant. The performance of the smooth-flukedNAVMOOR Anchor was better than the STATO Anchor in dense sand. The dif-ference in performance in a lower density sand should be less pronounced.

Single Anchor Performance Analysis in Sand. Performance curves forall prototype single NAVMOOR Anchor tests conducted in the dense gravellysand are provided in Figure 31. There is a common general degradationin anchor performance with increasing anchor size. Nominal rather thanactual anchor weight is used to develop the curves. These results shouldreflect conservative performance of the NAVMOOR Anchor in sand becausethe data were gathered in dense gravelly sand which is a difficult mate-rial to penetrate. These results demonstrate that the NAVMOOR Anchordoes improve the Navy's hard soil anchoring capability. The sharp,smooth flukes of the NAVMOOR Anchor enhance penetration in hard soils.

The actual performance curves for the NAVMOOR Anchor, plotted inFigure 31, were used to define an average curve for each anchor sizetested. These average performance curves are presented in Figure 32.Even though the trends in Figure 32 showed that maximum capacity was notgenerally achieved, it was assumed that it was achieved for purposes ofdefining anchor capacity. The maximum holding capacity for each anchor,from Figure 32, were plotted versus anchor weight in Figure 33. Theperformance of geometrically similar anchors can normally be representedas a straight line on a log-log plot of holding capacity versus nominalanchor air weight and these data followed that trend. The straight linethrough the test results is represented by the equation,

H = 31W A 0.94 (1)SmA

where H = anchor holding capacity - kipsm

WA = anchor air weight (nominal) - kips

San Francisco Bay Mud Sinile Anchor Tests

General. The 6,000-pound and 10,000-pouid NAVMOOR Anchors were usedto evaluate single anchor performance in mud. The 6,000-pound STATOAnchor was also tested to provide a baseline for comparison to NAVMOORAnchor performance and to historical STATO Anchor test data. Model tests

11

in soft clay with 1/20 scale models of 6,000-pound anchors showed thatperformance was comparable. Thus, it was expected that prototypebehavior would also be similar in mud.

Single Anchor Test Results. An actual data plot for a 10,000-poundNAVMOOR Anchor test in mud is shown in Figure 34. Horizontal deck load,anchoring load or true anchor holding capacity, and surface chain loadare plotted versus anchor drag distance. Anchoring load was determinedby subtracting the load caused by the surface resting chain from thedeck load. In all of the mud tests, testing was stopped before maximumload was achieved. At about 90 feet of drag the anchor crown buoy waspulled underwater and the instrument cable was near breaking so, thetests were stopped. Actually, achievement of maximum load can take 200to 300 feet of drag. At about 90 feet of drag, the anchor achieves 70to 80 percent maximum capacity and ultimate capacity can be projectedwith reasonable accuracy.

Figure 34 shows that the anchor was very stable throughout drag. Itsroll angle oscillated between 5 to 8 degrees from horizontal. Maximumanchor shank pitch was 8.1 degrees (shank shackle above the anchor crown).Based upon an analysis of STATO data from Ref 5, the maximum shank anglefor the 6,000-pound STATO Anchor at maximum load and embedment depth isabout 24 degrees (shank shackle up). It's obvious from this and allsubsequent tests in mud that the NAVMOOR Anchor, whose performance willbe shown to be similar to the STATO Anchor, was not at peak capacity.

Results of all 10,000-pound and 6,000-pound NAVMOOR Anchor tests areprovided in Figures 35 and 36. Note that all the tests for each sizeanchor are quite similar. The NAVMOOR Anchor flukes tripped open reli-ably and the anchor remained stable during the penetration process.Maximum shank angles were far below projected maximum so the anchorswould continue to embed.

Single Anchor Performance Analysis. Results of a 6,000-pound STATOAnchor test are superimposed on the NAVMOOR test data in Figure 36 andthe results are comparable. With the similarity of the NAVMOOR andSTATO data, historical STATO data for the site coul" be used to estimatemaximum NAVMOOR Anchor capacity. This, of course, assumed that thecurrent STATO data agreed with historical data; this comparison is excel-lent (Figure 37). Historical data for the 6,000-pound and 9,000-poundSTATO Anchors were used to define an average performance curve that couldbe used to project NAVMOOR Anchor test results for the 6,000-pound and10,000-pound NAVMOOR Anchors, respectively. For example, the estimatedaverage performance of the 9,000-pound STATO Anchor in mud is shown onFigure 38. The selected performance curves for this and the 6,000-poundSTATO Anchor conservatively represent anchor performance in mud. Normal-ized holding capacity-drag distance relationships for the two STATOAnchors were developed (Figure 39) from the average performance curvesand were then used to project NAVMOOR Anchor data to determine estimatedmaximum capacities. Average performance curves for the NAVMOOR Anchorswere developed from the test data (Figures 35 and 36) and extrapolated(Figure 40).

The maximum estimated capacities for the 6,000-pound and 10,000-poundNAVMOOR Anchors are 131 kips and 215 kips, respectively. These maximum

12

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values were plotted with historical STATO Anchor data to determine aperformance specification in mud (Figure 41). A curve, which reasonablyrepresents the data, is

H = 25W0 .94 (2)m

where H ff= anchor holding capacity - kipsU

WA = anchor air weight (nominal) - kips

Sumary of Sin le Anchor Tests

The performance of the NAVMOOR Anchor in sand was defined through aseries of small-scale and prototype anchor tests. The NAVMOOR Anchordemonstrated excellent stability throughout the tests and an ability topenetrate and hold consistently in a dense gravelly sand. NAVMOOR Anchorperformance exceeded that of the STATO Anchor in dense sand. A goal toimprove the Navy's hard soil anchoring capability has been achieved.

Anchor holding capacity in sand can be defined by the equation,

H = 31WA 0.94 (3)

where H = anchor holding capacity - kipsm

WA = anchor air weight (nominal) - kips

NAVHOOR Anchor performance in mud was consistent and comparable to theNavy's STATO Anchor. Excellent anchor stability throughout anchor dragwas demonstrated. Anchor holding capacity in mud can be defined by theequation,

H = 25WA0 .94 (4)

TANDKE ANCIO IELTS L) ANALYSIS

Port Hueneme Sand Tandem Anchor Tests

General. The 1,000-pound and 6,000-pound NAVMOOR Anchors were usedto evaluate tandem anchor performance in sand. NAVMOOR 1,000-poundAnchors are shown ready for tandem anchor testing in Figure 42 (thesuspended anchor is the tandem anchor). The chain from it is connectedto the tandem link at the rear of the primary anchor. This link is pin-connected to the shank, not to the anchor crown.

Tandem Anrlor Tests and Analysis. Two tests were performed with1,000-pound NAVMOOR Anchors and one with 6,000-pound NAVMOOR Anchors.The test with the 6,000-pound NAVMOOR Anchors was stopped because of a

13

hydraulic power unit failure which also ended the test effort. Thesecond test with the 1,000-pound anchors was also stopped before maxi-mum load because of equipment problems. Nevertheless, the data that wasgathered agreed with model and small-scale test results and was suitablefor definition of tandem anchor performance in sand.

Results of the 1,000-pound NAVMOOR Anchor tests are shown in Fig-ures 43 and 44. In the first test (test 3-85PH) deck load and load atthe tandem anchor were measured. The load cell in front of the primaryanchor functioned intermittently. Those data were questionable and arenot presented. In the second test, deck load and load at the primaryanchor were recorded. The load cell at the tandem anchor did not oper-ate.

The characteristic performance of these anchors in tandem was inter-esting. Note the dips in the anchor load and deck load curves in Fig-ure 43. At about 20 to 25 feet of drag, the tandem anchor feels thesoil disturbed by the forwari anchor. Eventually, the tandem anchorbegins to embed deeper through the disturbed soil and the load begins toincrease at a more rapid rate. This behavior was previously noted inmodel and small-scale anchor tests. Figure 45 shows the dips, althoughmore pronounced, for 200-pound STATO Anchors tested in tandem. Sincesoil failure in sand occurs through a zone extending many feet forwardof an anchor, the effect of the soil disturbance by the forward anchorwould be noticed before the tandem anchor reached the disturbed soil.

The first tandem 1,000-pound NAVMOOR Anchor tests showed that twoanchors used in tandem will develop at least twice the capacity of asingle anchor. The second test was less conclusive because the test wasstopped due to equipment problems. However, the anchoring and deck loadcurves for both tests were quite similar to the point where the secondtest was stopped.

Results of the tandem 6,000-pound NAVMOOR Anchor tests are shown inFigure 46. Load increased rapidly until the rear anchor approached thezone disturbed by the forward anchor. Then, the characteristic dip inthe load displacement curve occurred similar to all previous tandemanchor tests. (Note the anchor roll plotted above the load displacementcurve in Figure 46.) The inboard anchor started to roll slightly whenthe rear anchor neared the disturbed soil. However, the 6 to 7 degreeroll stabilized and then began to decrease. This shows that the NAVMOORAnchor has good stability and will recover after being perturbed. Anchorload continued to increase at a lesser rate until the test and overalltest effort had to be stopped because of a major test equipment failure.The rate of load increase after about 40 feet of drag was about twicethat for a single anchor suggesting that both anchors were functioningproperly.

The anchor shank angle of the primary anchor started at 7 to 8 de-grees (shank shackle down) and gradually decreased lo 2 to 3 degreeswhen the test was stopped. This contrasts to a 10- to 11-degree shankangle (shank shackle down) for the single NAVMOOR Anchor throughout thetest. A difference was that a very large load cell requiring 3-inchshackles was needed in the tandem test to handle the expected high load,compared to a load cell 60 percent as wide using 2-1/4-inch shackles forsingle anchor tests. This added bearing resistance at the shank shackleend will affect anchor performance. Also, at about 145 kips load, allthe chain was lifted off the seafloor. Maximum chain angle at the sea-

floor was 3 to 4 degrees which will slightly affect the primary anchor

14

performance. The tandem anchor will not be affected. The good stabilityof the anchors and the uniform load buildup comparable to the sum of twoindependent anchors shows that the two anchors in tandem will develop asystem capacity at least equal to the sum of two individually pulledanchors in sand.

San Francisco Bay ud Tandem Anchor Tests

General. Tandem anchor tests were conducted with 6,000-pound NAVNOORAnchors. In these tests, the anchors were separated by a 90-foot lengthof wire rope. This length of wire rope conveniently allowed each anchorto be handled and placed on the seafloor without disturbing the otheranchor and it exceeded the minimum allowable anchor separation of 3 to 4fluke lengths (Ref 13) to achieve stable performance. Chain could havebeen used to connect the anchors but wire provides less penetrating resis-tance and its use should enhance system performance.

Tandem Anchor Tests and Analysis. Performance curves for two tandemanchor tests with 6,000-pound NAVNOOR Anchors are provided in Figures 47and 48. Similar to the single anchor tests, the maximum drag distancethat could be accommodated was about 90 feet. At 90 feet, the totalsystem holding capacity was 210 kips, which is roughly twicl the capacityof a single anchor at that drag distance. This suggests that the tandemsystem was functioning effectively.

At the completion of the first test, the tandem anchor was pulledout of the seafloor and replaced on the seafloor; the primary anchor wasleft embedded. Figure 48 shows the continuation of the test as if itstarted at zero drag distance. Anchoring load started at 95 kips, whichreflects the capacity of the primary anchor at 90 feet of drag and thenincreased to 210 kips in 40 feet of additional drag. The tandem anchorwas then pulled out of the seafloor and the primary anchor was tested todetermine its capacity at test completion. The primary anchor had acapacity of 148 kips.

Figure 49 shows the two NAVNOOR Anchor tests in combination as asingle test series. For reference, the average performance curve for asingle 6,000-pound NAVIMOOR Anchor is plotted for the same total dragdistance. At the completion of the first test segment, the primaryanchor was holding slightly less than an average single anchor. At thecompletion of the second test segment, the primary anchor was holdingconsiderably more than an average single anchor. Initially, this wassurprising because the embedment of the first anchor was supposed tohave been slowed by the drag of the surface resting tandem anchor; rather,it seems that the upward pull on the tandem link caused the anchor shankto pitch forward. This decreases anchor shank angle which effectivelyincreases fluke angle relative to its trajectory and causes more rapidpenetration and an accelerated increase in capacity. In fact, theprimary anchor's capacity exceeded the predicted ultimate capacity of asingle anchor and it was still continuing to increase at a rapid rati.The tandem anchor was also behaving as a normal single anchor. Withcontinued drag, its capacity would exceed single anchor capacity becausethe anchor is stable and it was being pulled from a point beneath thesurface; thus, it did not have to embed a large length of chain during

15

, .- - .A.

the process. The capacity of the tandem anchor system in mud willcertainly exceed the capacity of the sum of two single anchors. Modeltests (Ref 13) showed that a tandem anchor system would hold 20 to30 percent more than the sum of single anchors. Test results in SanFrancisco Bay mud indicate that this may be a conservative estimate forprototype anchors.

The key to the effective use of tandem anchors, particularly in mudseafloors, is good anchor stability. Previous tests (Ref 13 and 17)showed that tandem anchor performance depended primarily upon the sta-bility of the primary anchor. Most anchor types become immediatelyunstable when used in a tandem anchor system and could not develop thefull capacities of the individual anchors. As the primary anchor rolls,it can come to the surface and restrict embedment of the rear or tandemanchor. The STATO Anchor type demonstrated good stability during modeland small-scale tests in a tandem anchor system. Because of the con-figuration similarities, the NAVMOOR Anchor was expected to behavesimilarly. Prototype results have verified that the NAVNOOR Anchor isstable as a single anchor and as the primary anchor in a tandem anchorsystem. Therefore, each anchor can develop at least its full capacityin a tandem anchor system.

Sumary of Tandem Anchor Tests

The NAVMOOR Anchors demonstrated excellent stability when used intandem. As noted earlier good anchor stability is a key element in theproper functioning of anchors in tandem. Test results in sand and mudseafloors showed that two NAVROOR Anchors connected in tandem willdevelop at least twice the capacity of a single anchor. While the testdata suggest that this is a conservative estimate, particularly in mudseafloors, the recommended ultimate capacity of a tandem anchor systemin sand and mud seafloors is twice the capacity of a single anchor.

Since the performance relationships provided for the NAVMOOR Anchorsin sand and mud seafloors show that anchor efficiency decreases as anchorsize increases, there are advantages to using two anchors in tandemcompared to the use of a single large anchor. The anchors are lighterand easier to handle and recover, and the tandem system is more efficientresulting in a lighter system.

NAVOIt3 ANCEOR SIZ9 GUIDELIIUS FOR N&Y 1IIT H OORINGS

Using the NAVMOOR Anchor performance relationships presented in thisreport, anchor size requirements for various mooring classes could bedetermined. Actual calculated anchor sizes based on a safety factor oftwo are provided in Table 1. Recommended sizes established by roundingup or down while remaining within an allowable factor of safety range of1.75 to 2.25 are provided in Table 2. Acceptance of a factor of safetyof less than 2 is reasonable because anchor performance criteria andmethods used to establish mooring loads are conservative.

Mooring classes below class C in mud and class B in sand were notconsidered because standard stockless anchors available in Navy inven-tory can be used to readily satisfy these needs. The approximate maxi-mum anchor size considered was 15,000 pounds, which is based upon a

16

recovery limitation in mud seafloors. The Navy's ability to recover ananchor is generally limited to about 200,000 pounds which approximatesthe pullout load for a 15,000 pound NAVMOOR Anchor set to its safe work-ing load in mud.

Four ground leg options with the NAVMOOR Anchor are provided. Theseoptions are standard within the Navy. The four ground leg options listedin decreasing order of desirability are:

(1) Single chain, single anchor. This is the simplest ground legoption consisting of a single anchor on a single mooring chain.

(2) Single chain, tandem anchor. This consists of two anchors con-nected in tandem on a single mooring leg. Minimum recommended anchorseparation referenced to the length of the anchors fluke is 3 flkelengths. Larger lengths would commonly be used to simplify handling.

(3) Twin chain, single anchor. This consists of two single anchorlegs connected to a common point e.g., ground ring, buoy, etc. To avoidanchor interference when the anchors are dragged, the anchors are stag-gered by a minimum of 3 fluke lengths.

(4) Twin chain, tandem anchor. This consists of two tandem anchorlegs connected to a common point. The anchors are staggered by a mini-mum of 3 fluke lengths to avoid interference.

Table 2 shows that the Navy's fleet mooring requirements from class C(100 kips) to AAA (500 kips) can be satisfied with only two sizes ofanchors, the 10,000-pound and 15,000-pound NAVMOOR Anchors. Actually,with the 15,000-pound anchor in the twin chain tandem anchor leg config-uration, moorings to 650-kip capacity in mud and 800-kip capacity insand could be established.

SUNUAY AM CONCLUSIONS

A new Navy mooring anchor (NAVMOOR) has been developed to satisfy avariety of Navy anchor applications. Various sizes of anchors have beendesigned, fabricated, and structurally and operationally proof-tested.Prototype testing of single anchors and of anchors in tandem were com-pleted in sand and mud seafloors. Results have shown that the NAVMOORAnchor is structurally and operationally superior to the Navy's STATOAnchor which in the past was the most effective general purpose anchorfor Navy applications. The NAVNOOR Anchor demonstrated its effective-ness in dense sand and soft mud seafloors when used in single or tandemanchor leg configurations. The NAVMOOR Anchor has enhanced the Navy'scapability to anchor in harder seafloors and has provided a means tosatisfy its expanded fleet mooring requirements to a 500-kip capacity.

The holding capacity of a single NAVNOOR Anchor can be defined bythe equations:

17

H = 25W A 0.94 - mud

and

H = 31W A .94 - sand

where H = anchor holding capacity - kipsm

WA = anchor air weight (nominal) - kips

In a tandem anchor system each anchor will develop at least its fullrated holding capacity. Tandem anchor system capacity is defined astwice the capacity of a single anchor.

The ability of the NAVMOOR Anchor to be used in single and tandemanchor configurations and to function effectively in a broad range ofseafloor conditions minimizes the Navy's anchor inventory needs whilesatisfying high capacity mooring requirements.

The Navy's fleet mooring requirements from class C (100 kip capacity)to class AAA (500 kips) can be satisfied with only two sizes of NAVMOORAnchor, the 10,000-pound and 15,000-pound NAVMOOR, used in various singleand tandem anchor leg configurations.

Because the tandem anchor system employs smaller anchors to satisfynew mooring requirements, the Navy's existing equipment assets areadequate for installation and recovery of the new moorings.

Various size NAVMOOR Anchors have been designed, fabricated, andemployed for Navy mooring applications. These include anchors foramphibious logistics applications, salvage, and fleet moorings. TheNAVMOOR Anchor design is flexible and can be adapted as needed for otherapplications as well.

REFERKNCMS

1. Civil Engineering Laboratory. Test data summary for commerciallyavailable drag embedment anchors, by R. J. Taylor. Port Hueneme, CA,Jun 1980.

2. Technical Note N-1592: Conventional anchor testresults at San Diego and Indian Island, by R. J. Taylor. Port Hueneme,

CA, Jul 1980.

3. Technical Note N-1592: Conventional anchor testresults at Guam, by R. J. Taylor. Port Hueneme, CA, Oct 1980.

4. . Technical Memorandum M-42-82-02: Performance ofconventional anchors, by R. J. Taylor. Port Hueneme, CA, Mar 1981.

5. Naval Civil Engineering Laboratory. Technical Note N-1635: Dragembedment anchor tests in sand and mud, by R. J. Taylor. Port Hueneme,CA, Jun 1982.

18

6. Techdata Sheet 83-08: Drag embedment anchors forNavy moorings, by R. J. Taylor. Port Hueneme, CA, Mar 1983.

7. Techdata Sheet 83-09: STOCKLESS and STATO Anchorsfor Navy fleet moorings, by R. J. Taylor. Port Hueneme, CA, Mar 1983.

8. . DOT Handbook, Chapter 7: Drag anchors, selectionand design. Port Hueneme, CA, Mar 1985.

9. . Contract Report 83.036: A method for predictingdrag anchor capacity. Houston, TX, Brian Watt Inc. Aug 1983.

10. . Technical Report N-1688: Design guide for dragembedment anchors, by R. J. Taylor and P. Valent. Port Hueneme, CA, Jan1984.

11. Techdata Sheet 83-05: Multiple STOCKLESS Anchorsfor Navy fleet moorings, by R. J. Taylor. Port Hueneme, CA, Feb 1983.

12. Technical Memorandum M-42-82-04: Anchoring optionsfor high capacity Navy fleet moorings, by R. J. Taylor and G. R. Walker.Port Hueneme, CA, Sep 1982.

13. Technical Note N-1707: Model and small-scale teststo evaluate the performance of drag anchors in combination, byR. J. Taylorand G. R. Walker. Port Hueneme, CA, Oct 1984.

14. Technical Memorandum M-42-83-01: STATO model anchortests in sand, by G. R. Walker. Port Hueneme, CA, Feb 1983.

15. Model anchor test records by R. J. Taylor, unpublished.Port Hueneme, CA, 1983.

16. Technical Report R-044: New and modified anchorsfor moorings, R. C. Towne and J. V. Stalcup. Port Hueneme, CA,Mar 1960.

17. P.J. Klaren. Anchors in tandem on the use of backup anchors (piggy-backs), Holland Shipbuilding, Anchor Advise Bureau, 1973.

19

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Figure 5. NAVMOOR Anchors. Left to right: (1) 1,000-pound,(2) 200-pound, (3) 6,000-pound with folding stabilizers,(4) 100-pound model with folding stabilizers,(5) 100-pound, and (6) 10,000 pound.

24

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00

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0 C,

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Soil Undrained Shear Strength, Su (psf)

0 100 200 300 4o'0I I -r

0 0 Historical Data, Towne 19600 0 0 0 Vane Shear Strength, 1986

5 0

00

00

10 0 00

00

15 - 0

020

0

25

0

300

Figure 9. Soil undrained shear strength profile for San Francisco Baymud, Hunters Point.

28

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I.

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*U

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UU

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z

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0 Ix 4

0l

0

0 u.L-J

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1. c-LU 0

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cc

InI

Figure 13. 1,000-pound NAVMOOR Anchor with instrumentation system.

Figure 14. Test barge setup used for NAVMOOR Anchor testing in SanFrancisco Bay mud, Hunters Point.

32

00

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Figure 25. 10,000-pound NAVMOOR Anchor after testing showing bentstabilizers.

43

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= 100 --:--i

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8_ ---------

Ti Li IT 1:0.1 0 04 0081 4 6 10;1

Noia Anho Weigh.WA..ips

Fiur 33- --- Anchor pefomac speifcaio in' an

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101maximum capacity -x

1(from Figure 40).

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0.1 0.2 0.4 0.6 0.8 1 2 3 4 6 8 10 20 30

Anchor Weight, WA (kips)

Figure 41. NAVIIOOR Anchor performance specification in mud.

59

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67C

APPENDIX

DESIGN DRAWINGS FOR NAVMOOR ANCHORS

The design drawings for two general types of NAVMOOR Anchors areprovided.

The 2,000-pound NAVMOOR Anchor design drawings represent anchorsdesigned for amphibious logistics use. The principal difference betweenthis anchor and anchors designed specifically for fleet mooring applica-tions is the shank design. Shank taper is nearly nonexistant at thecrown end to increase shank bending resistance to lateral loading. Theshank of fleet mooring anchors can bp more tapered to improve anchorpenetrability because these anchors are rarely subjected to significantoff-line loading.

The 6,000-pound NAVMOOR Anchor for salvage employs folding stabilizersto enable anchor stowage in existing pockets on Navy ARS ships. The anchorcrown has been strengthened to accommodate the folding stabilizers. Theanchor shank is also less tapered than fleet mooring anchors to simplifyanchor recovery through ARS ship stern chutes. Other minor differencesexist for this anchor to ease handling on board ship and to reduce anchormaintainability.

A-l

I 6 5 5

0 IDETA IL

3

FiS T T

0-AA

00

DETAI A ICEWIFIAIL

TY5. TYP

A(g wlb3

AN13

SECTION B-B SECTION 0 . fTYP. TYP.

B Wis W I6__

DETAIL A NT

DETA IL B

F

GENRAL. NOTES aE

SEE SPE IF ICAT I GAIIMOST RECENrT ISS.E. ENT I TIEO: "PtCAAA DIE IPT1IGAPROTOTYPE NAVO-R2 MORN AIRl FOR ADDITIONAL REGJIIBEIlENT5.

2 ALL STR..ETIRAL STEEL SW"L CNFOR TO ASTM SPCI F ICAT ION A36. ORFORGCED STEEL CONFORMN TO A668 CL.ASS 0. OR CAST STEEL CGOW"ING TO2. GAOC 70_56 OF THE ICET RECENT ISSUE LIHIESS OTHERWISE NOTED.

3, SHAW AND GO~L..-ER 0-IALL BE El Ti-E CUlT FIMU STREETIUlAL STEEL aF" I ITO COP-TEN4 B IASTIA ASS5I FY -0 SO51. OR FRE STEEL CGENI-G TASTM A668 CLASS F, OR CAST STEEL CONORING TO ASTS A1 48. MAD 8-50.

4. FLLArE ASSIb9LY SHAU BE FABRICA TED. ALL WELD IN SH ALL CGtFIm TO

T7 SrRTBE T1AL WELD IN COD)E OF THE AMEICAN VELD I N SOC IETY AWS DI .IOF THE MO3ST RECENT ISSUE.

5 F ILLEFI MATER IAL FOR WELDOI N 94ALL COIOW TO AWS AS. I OR A5.S E7OIOC.

6 Dl ~m I WE SHOWN ONl TH IS SHEET ARE FOR REE~C GNILT D7. RECMMENDD WELD ING PRlOCEDLJRES (MAY BE LIAED WHEN PALM IS A WEDMT)

CONFIETE ITEMS 121 AND (51 ARTEL.LW WELD ITEMWS .1 AND lyl OF SI AND 1I1 TO 12 AND S)

WELD ITEMDS (W 6 AND AiIf,,l.WELD ITEM (A TO (21 AND 13. BODTH- BEARING SLWACES OF 1719ItALL BE FLUSHED TO(41 ANDL I01 AT SPCIFIED OPNING ANGLES.

I WE.L ITEM (D O11

S. SPECIFIED WELI SIZESSKIALL BE REPLACED BY SECTION WITH EWJIVALENTRADII IN T)*- EVENT CASTINO THE CIFEXT

I-JLTW *D~lICTO COTNERT SIDES

itN TIE-W L FlA S I"IhS~

24AA C.7 EWlS, NEIWlLBRTR

xl MIIS NIlkIII2MOIGAD0

*SApv~ 2. 400IP IWO .IW.

xgc EEU% IPWI

= W10" ERAL ASEILY APlI.. Fi * 009 S WSS I SM1

cUrn 2 BI63I7g-I

8 I 7I 6 g

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H i . DGS z 94.

F

I Ik I ON

4. - 1"-A

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'. - n SETIN -E SECTIN O-,,

F 5"STPER-2S ETINM- N ECIN .-

1 d----- FIEF I SML .... . k__

IFW5S DIA. I L A

BACK VIEW SIDE VIEW DTI

E

__- PALM ASEMB Y .. .. 1

I- '"- i/o fl l gPALMASI il-nu IG OITE ".Z~ -(2p*L

BOTTOM VIEW DETAIL E DETAIL D

1/'X 45-

.j~i.. AME ITYPI

K1. 24+( 1 r3/16 7/1l.

ONE - 32* STOPPER -2S2

9B6x c~l SECTION E-E SECTION G-GBOTH SI CI

9/16- ~7/j6IIFE05,16,

T7 5,16,wk -4 4A51j 7/ 16'

A iij7/ 16 "ONE 50* OFR -o 2SIG SECTION u-u SECTION K-4(

ONE 5OSTOPER 2A

H

T-F-

sa - oi 1UZ j

SYM SmW. 1.46'gma. .03

.55' 01A.N IA. . 3 1A

-.00 .

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4 1 /0'3 4-

DETAIL B DETAIL C

I-4---- EL 2 PLATES AS SHM

FE~1 4T*-ATES OPQS I iT

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4- PE

DETAIL 0 DETAIL F

Ig - J - 1--T~ as- or STWP as

7/16 914'@ -11

TION G-G SECTION F-F SECTION H-Ha- " m9 wioB

'AS I~w1 ___ e

.G IS*CR2 IN3ANH

-____ PALM ASSBOL. STWO AMBV

SECTION K-K SECTION L-L SECTION N-N ' v7)0. III

4 2 86172 I 3. _Ia

A- 5

8I7 I6 5

AA F

HH

F SEC IIJl- -

5.T-S C

ONE - FLUKE ASSEMBLY - 3F1 R (AS SHOWN)

FONE -FLUKE ASSEMBLY - 3F I L (OPPOS ITE HAND)

(SEE NOTE 7, SHEET 1) I~

SEE DETAIL L CKAWER DFTAIL

DETAIL A

DETAIL L

51k-----------------------------------SECTION f

A DEALBSECTION

6 __ 7 - - - _ _ - 60- - - - -

- .. .3... 2 - - K - -

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for G

SECT ION F -F- SECTION A-A

Ti.I

SECT ION D -D

E

iq Fl

DETAILIC

3ie Cj E :7 1 N E -

DETAIL C 1r ob

SECT ION B-B SECTION C-C *- S,

(OPTIONAL) ~ , AAB

-UK ASEML ASECTION G-G SECTION H-H T - ~ LE-

I~ 3 --17-3F

A-7

~Aw

I 7 I 6 III

H

-- 4SE1 w m 15/4,

* Irl:.c - t£-

1. 75' 30 DA.

NOVTE (D _ Si.

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J T IT

VIEW 0-A

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slo-

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0E tA L C - LAL ARFi

7 -TACK WLDAFTER lLACE.NT

O~TITA- [I -A I N TINN MI - NE N IAII[

I 1'I N . I

DETAIL F - LINK

DTAIL Al SH9AK (CAST I NG OPTI1GII

DETAIL 0 SHACKLE SEE DEAIL A FOR IWINI

BDETAIL 0 - PINI

Cl IA "1" 3/' S9IACKLE 0

3# '. IA l4f4

izP-ACESl '

IFIEFI FOR 0

DEAI I PA13EiVEm iliaI Re RE AIIN JiqIMmie ON STBLIE Aal i l ma l

l

1- -= -4-. . 3 2- ! ; l - -,

H

ASECTIlON M-M F1

-m ,-N D1

7I-VE 1 ." 4.

*-IIyp 4 PLC I

-R I.SECTION N-N

I,4 3'At

Ii. 2j TA Ef

T I - I I 0 I --il* t .1 m & PLC

N.. .. . ......-1 C...../- ( * f** I . t

S-I, 4II R SECT I ma01P- h 0

1-3*14' 01A. i EE NOE )

A l - - IS., ID 1) 5 251 01eD A

Fil I . . . 6 "

'a -is1C A 151 wAD f I -*II$4 SI3

.. ... _ _ _ _ _ _ ___ _ _

_ IIt I ONI I-I •t 0 - IfIsS i] IiON OE TffiJ*4I)ON ASS6LI Y 4! T i r 1 u. a a SSa a

SE - YCILI 10. - w M

a Z t i-srL 1111 Mt 3 IIN IX .VIC

'-0~~~ ~~~ * S II"T. I II LS ItI SWT AI

-- - -a -~l -l. - B X 3-0 A Ia

-- - - - - - - - - -- - - - -- --- I- --- -- -- -I SIZEL I

______ S. UUS 06 NAVAL CIVL DGEN, 4 ABAA

2. . -U Fl _ _ __ _ _ _

- - - . -______ SHANK4 ASSEMLY, TRLIJI4I N ASM.ONE STAILIE ASMBY 4S IS- TAflI..ZEO ASSEMBLY

555. *- - F 80916I55317

4 3 2 86~-7F

go. TCX WILD TO6

4- ANCHOR SEE TAIL A 3F1

IDNT -CT @C P

'0I

F 4-___ 5j_

6- 2j-

B/4 Typ. A

45

w~p TYP

c4 C

/l

4 2_

34 3 HL2 H

2 I OR q@3

14 SECTION E TYPIT

DETAIL A T 9

. . . .. FDETAIL B

/ :N A NOT

OYES :A~ 6 7

6I. SE SPECIFICATION IMOST RECENT ISSUE. ENTIrTLED "PLAUR-IAT I31ECRIPTICIJ.BEAR A S STG L N T A. FId T. ( 70-A6.

4WEL I NG 9 L CDNFOR TO THE STINA WIELO I 4 C 3OIE RIER /I CANMELIN O S O I E T Y AE 0R.F I T E lI S T A E C T I S S E .

S. F ILLER MATIER IAL F(Nl WELDII i O94 CDNFDR TO AWS AS. I 45 . 5 E70XSI

6. UIESS OT-EIRWISIE NOTED. DI I EN N 4TIS SHEET AR FCI4 I FEEN I

SETO T ONLP SUFC

7. JUE WELONI I INO P'RDCEDJS I MAY RE L WI-FN PALM IS A WELDEI,'DE i CO6I;ETE ITE): 121 ANl 131 ATELY I

',!11 WELD ,ITES , ... AlE , 141 CF 161 All ,71 TO ,2, All ,31D 'h,I WELD ITEMS 161 CF 1611) 171.

(Iy) WELD ITEMS 141 TO 121 All) 131. ROTH REARIND S ACE CF IS1

, SAL BE FU.W TO 141 All) 151 AT Si ICIFIE-D IP.ENING AlEES.-- 3 IS. 1vi I.LI ITEMl, 151 TO 14].

B. SPECIFIED WELD SIZES 94ALL RE FRiEPLACI DY SECTIONJ WlI' EOIJIVA LENT ,"ADIIIN Ti-e EVIE T IF TINO THE CL IEN

-. _ _ _ __ _ _ ___-__ _ _ 9 . PRIIFRL.Y INGYALM.L 944 1R1 All)3 "rU.U o PIN 191 . WELD 110DI TO 121'I 4J 131WILLE MAINTAINING TIE SPECIFIED SP ACI P A ECALIG ONANT CF TiE TEARING

SUREACES. INECT ISEASE TUNLESO HE . ITEM I F IIII UNIL RASE 9411S UF

.ESHWE TOPPER AND DO2UBTIEN SHALL E ITE C.T FRO STRUCY TMA SEL F1

ORCS TE COFINGT AISO-TV WA7. O G ADE703.IIX, C 0. S

WEDIN O TYAS01.IO TH OIE T E I0 SS .0 4 M.

/ IS DIIS SHOWOTIS2 I EMOII. Id O 16 I AN 1 T12.-W 1 AN

~I)VL4 51(W) - T____ - B - :-: j~ I E ARIN SURACE OF 1-1

- -] ( A'I,.

S I WD S I SHI BE REPLACED BY S I II

9. PROELL ASSEMBLY SP FIF _ __' t_9__ WELD__ 10_TO___ _OR BW MI TAI N.G A CIAN -A PANo LS

-ET E fi A ND 112 - TEN REL~ E ITE NAVA CII IN I BYI EM I.-LA~A

8~.0 LS. ISW0T. S's

j7 BETERAL- ASSEMMYeLY]

[IF 6 Ieoogi61553

3 2 6"45~ BA-il 93, p AW~y1

8 I7 I6 b

H --- EDGES 02 PLA=ESI (2 PLACESI

I-72.- ______2_______6__

R

TRLPJIl III fK

IREFIi

5, OF

w DIA.

u.p. Ntoo-

F z

CETEPF THE5.69- DIA HOESI, IRE~ IF~I soAL BE ALI GNED

WITHI O.05IREF1

2a 8 - a RF I DETAI1L ABACK VIEW SIDE VIEW

BEV

E

F® R

OP4) - ALM ASSE -Y _

OW PALM AS 'ABLY 2-TRUNNION4 _ 0PPoS ITE HND~l 1..

oI F*- bC'E~IREF!L --- _-- ---

I- 5TIf

C4- 2.063~ 0IA.

60 -IREF)

+ _46. 50'

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6 SECTION E-E SECTION C] OA HOLE 45. .10

;,03/4- SHACKLE

T'/4

DETAIL G

OM&AX.

AS;E'T;ON 0-0 SECTION M-M SECTION K<

___ 8 I7 6I5-

I 3 ~eI.tm

40*

SYM

5- oM

5.69'DIA.

7J

Ti. 1/~I2"X45' CHALAER r

I.DETA IL C OxA

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-I-

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OAIF. I

0- i-i ~ s

TAIL 0 DETAIL F

=I Z.D @D 0 - I D. Am

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'3- SE T O F -F. x I If Sr- 1 W- *-/ PL 3 IXAILC

SECT ION' SO-S' PA M , .2CTAIL A

0-X r4 - OTI

NAVOORV SALVAG ANC C\SW40 7.ZOO L55.h I53

ON

A

KN -K SECTION L-L SECTION N-NR 550

_ 4 2 3 -4-2

A-13

I7 5

HH

1. 8-76 HI

SONE - FLUKE ASSEMBLY - 3F1I R (AS SHOWN)

F ~ ONE - FLUKE ASSEMBLY - 3F I L (OPPOSITE HAND)(SEE NOTE 7, SHEET Ir

I oj- /-9/?1 D11A HOLE

DETAIL A j

DETAIL L FfI

SE

_ _ I_ _ _ - - -- - - - - - - - - - - - - -- - -- - -- - -- - -- - -- - -- - -- - -- - -

7j_ _

4 3 2- ~---- -- _ _ _ _ _ _

VAR IES

b

4 ~1/16MAX

SECTION F-F SECTION A-A

TYP I CALI, ER

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54DETA IL C CHER__O

A QiTlfER -7/-6 g-

d SECTION 0-04. ~E~l(TYP ICAL)

9,16' 0(4 HO TIAL MEDE INT TYPCA 34

CHAMFER

OiDETA IL 0 SECTION E-E D

7/6- JOIN.T

Ift '07 c R

b

SECT ION B -B SECT ION C -C LMAI TO. SIaELM OrE lrft 04"5 1)MJI

0 A SMv IS pjse sl MD ?W PIJ A.YbML ASa w. 1 .

* z L ?I S E GM *TI E. ITAlL 0

ha 13 . S Pt~~~ .r S -ES V E .W A

Ut0 4 WE PU SN -W. EA .3EE

G-G~ru SETO H-lras.

C-V IV,-L EMINEING LADMArWY

S~ PO -~ES NAVhOOR-4 SAAVAGE ANICR

~~tCLUK SSOCS ihO

___ ~2 I&453F _ _

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S. 31- 0 1A. I.i

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I 3

2-3/4' BOLT

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DETAIL K - S9-tAC(LE DETAIL C - fl.E DETAIL- 0 - PIN

5

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AF 0550 CES'DEEE. Patrick AFB. FL_; AFITDET (Hudson), Wright-Patterson AFB. OH: AFIT'DET.Wright-Patterson AFB, OH: HO ESD)DEE: SM-ALC MAWFE (R Anderson). McClellan AFB. (CA

AF HO PREES Washington DC : Traffic Mgmt Cargo Br, Washington. DCAFB AFSC DEEO (P Montova). Peterson AFB. CX); ALIL LSE 63-465. Maxwell AFB. AL. HOQ MAC!DEEE.

Scott AFB. IL. SAMSO MNND. Norton AFBJ CAAFESC D)EB. Ty.ndall AFB. FLU HO AFESC.TS 1. Tyndall AFB, FL: [IQ. RDC. Tyndall AFB. FL: HO TST.

Tvndall AFB. FLARMY 416th ENCOM. Akron Survey Tm. Akron. OH: 50)1st Spt Gp. Ch Bldgs & Grnds Div, Yongsan. Korea:

AMCSM-W'S. Alexandria. VA: I3MDSC-RE (H McClellan), Huntsville. AL: Comm Cmd. Tech Rel Div.Huachuca. AZ: Diving Det. Ft Eustis, VA: ERADCOM Tech Supp Dir (DELSD-L). Ft Monmouth, NI:Engr Div New England. NEDED-D. Waltham, MA: HODA (DAEN-ZCM): POJED-O. Okinawa. Japan:R&D Cmd. STRNC-US (J Siegel). Natick. MA

ARMY CERL CERL-ZN. Champaign. IL:_ Library. Champaign ILAXRMYN CORPS OF ENGRS ED-SY (Lovd). Huntsville. AL: HNDED-SY. Huntsville. AL: Library. Seattle.

WAARMY CRREL CRREL-FA. Hanover. NH:L Library. Hanover. NHARMY DEPOT SDSNC-TP-M (Lorman), New% Cumberland. PAARMY ENGR DIST LMVCO-A Bentley. Vicksburg. MS; Library. Portland OR: Phila. Lib. Philadelphia. PAARMY ENVIRON. HYGIENE AGCY HSHB-EWk. Aberdeen Proving Grnd. MIDARMY EWAES Library. Vicksburg NIS: WESCD (TW Richardson). Vicksburg. NIS: WESCP-D (Vallianos).

Vicksburg. NIS: WESCV-Z (Whalin). Vicksburg. MS: WESCW-D. Vicksburg. M1S: WESGP-E (Green).Vicksburg. NIS

ARMY' LOGISTICS COMMAND ALC ATCJ.MS (Morrissett). Fort Lee. VAARMY MAT & MECH RSCH CEN DRXMR-SM (Lenoe). Watertown. MAARMY MAT SYS ANALYSIS ACT DRXSY-CM (M Ogorzalek). Aberdeen Proving Grnd. MDARMY MTMC MTT.CE. Newport News. VAARMY TRANS SCH ASTP-CDM. Fort Eustis. VA: ATSP-CDM (Civilla). Fort Eustis. VA: ATSPO CD-TF.

Fort Eustis. V'AARMY ARADCOM STINFO Div., Dover. NJARMY BELVOIR R&D CEN STRBE-AALO. Ft Belvoir. \A: STRBF-BLORE. Ft Belvoir., VA:

STRBE-CFLO. Ft Belvoir. VAARMY CERL Ross. Champaign. ILADMINSUPLI PWO. BahrainBUREAU OF RECLAMATION D-1512 (GW DePuy). Denver. CO: J Graham. Denver. COCRC ('ode 10,. Davisville. RI: Code 155. Port Hueneme. ('A: Code 156. Port Hueneme. CA: Code 156F. Port

Hlueneme. CA; (Code 430). Gulfport, MS: Code 15, Port Hueneme. CA: Library. Davisville. RI: PWO (Code810). Port Hlueneme, CA:. PWO. Gulfport, MS-: Tech Library. Gulfport. MIS

CBLT 4011. OIC. Great Lakes. IL:_ 411. OIC. Norfolk. VACNO Code NOP.964, Washington. DC: Code OP 23. Washington. DC: Code OP 323. Washington DC: Code

OP 414. Washington DC: Code OP 424. Washington DC: Code OP 97. Washington. DC: Code OP 987,Washington. DC: Code OP.987J. Washington, DC: Code OPNAV 09B324 (H). Washington. DC

COGARD R AND DC Library. Groton. CTCOMCBLANT Code S3T. Norfolk. VACOMICBPAC Diego Garcia Proj Offr. Pearl Harbor. HICOM4DT COGARD Library. Washington. DCCOMFAIRMED SCE, Naples, ItalyCOMFEWSG DET Security Off. Washington. DCCOMFLEACT PWO. Kadena. Okinawa: SCE. Yokosuka JapanCOMNAVACT PWO. London, EnglandCOMNAVAIRSYSCOM Code 41712, Washington. DCCOMNAVBEACHGRU ONE. CO. San Diego. CA: TWO. CO. Norfolk. VACOMNAVFORKOREA ENJ-P&O, Yongsan. Korea(OMNAVLOGPAC Code 431I8. Pearl Harbor. HICOMNAVMARIANAS Code N4. Guam('OMNAVSUPPFORANTARCTICA DET. PWO. Christchurch. NZ(COMNAVSURFLANT CO, Norfolk. VA: Code N42A Norfolk. VACOMvNAVSURFPAC Code N-4. San Diego. CACOMOCEANSYSLANT Fac Mgmt Offr. PWD. Norfolk. VACOMOCEANSYSPAC SCE, Pearl Harbor. HI('OMSC Washington DCCOMSUBDEVGRUONE CO, San Diego. CA: Ops Off r. San Diego. ('ACOMSURFWARDEVGRU CO. Norfolk. VACOMTRAI.ANT SCE, Norfolk. VACOMUSNAVCENT ('ode N42. Pearl Harbor, HI

NAVRESCEN PE-PLS. Tampa. FLCOMOPTEVFOR CO. Norfolk. VADEPCOMOPTEVFORPAC Code 701A. San Diego CA; Code 705. San Diego. CADIA DB-6E1. Washington, DC: DB-6E2, Washington. DC: %'P-TPo, Washington. DCDIRSSP Tech Lib, Washington. DCDLSIE Army Logistics Mgt Center. Fort Lee. VADNA ST'rlTL. Washington. DCDOD DFR NE. O'Donovan, PE, McGuire AFB, NJDOE WVindOcean Tech Div, Tobacco. NIDDTIC Alexandria. VADTNSRDC Code 1541 (Rispin). Bethesda. MD: Code 1561, Bethesda. MD: ('ode 172. Bethesda. MD: Code

4111, Bethesda. MD: DET. Code 119. Annapolis. MD; DET. Code 1250. Annapolis. Nit) DET. (Code 1568.Annapolis. MD; DET. Code 2724. Annapolis. MD: DET. (Code 284. Annapolis. MD: DET. Code 4120).Annapolis. MD: DET. C'ode 522 (Library). Annapolis. MD!

EPA ANR-458. Washington. DCEODGRT ONE DET. ('0 Point Mugu. CAFAA ('ode APMI-740t (Tomita). Washington. DCFC I'C LANT. PWO. Virginia Bch. VAFMFLANT CEC Offr, Norfolk VAFMFPA(' FEC). (Camp HM Smith. Ill (6 (S('IAD). Camp IIM Smith. IIIGSA ('hief Engrg Br. C'ode POB. Washington. DCLIBRARY OF CONGRESS Sci & Tech Div. Washington. DCMARCORPS FIRSTr FSSG. Engr Supp Offr. Camp Pendleton. CAMARINE CORPS BASE PAC FWD. ACOS Fac Engr. Camp Butler. JA: P'AC FWD. Dir. Mlaint Control.

Camp Butler. JA: PWO. ('amp Lejeune. NC: PWO. ('amp Pendleton. ('AIARITINE ADNIIN MIAR-770) (Corkrey). Washington. DC: R&D. Washington. DC

M('AS Dir. Ops Div. Fac Maint Dept. Cherry Point. NC: PW(). Kaneohe Bay. IIl: PWVO. Yuma. AZMC'DE '.NI & IL Di% Quantico. VA: NSAP REP. Quantico VAMC'LB PW() (C'ode B520),. Barstoss. CA

IC'RD SCE. San Diego ('ANAVSCSC'OL PWO. Athens. GANAF AROIC. %lidsvaN Island: PWC). Atsugi. JapanNALF OIC. S-.i Diego. (CANAS Chase FIdI. C'ode l83tK). Beesille. TX: Code ltL. Alameda. ('A: Code 16.3. Keflavik, Iceland: PWO (Code

192) Bermnuda: Code 187. Jacksonville. FL: Code 22. Patuxent River. Nil: ('ode 70), Marietta. CGA: Code72E. Willow% Grove. PA: Code 83. Patuxent Riser. MD: Dir. Engrg Div. Millington. TN Engrg Dir. PWD.Adak, AK: ('ode 1833. Corpus Christi. Tx: Fac Plan Br Mgr (('ode 183). NI. San Diego. CA: Lead CPO.PWD. Self Help Div. Beeville, TX: ('ode 1821A. Mliramar. San Diego. ('A: PWD Maint Div. New Orleans.L.'\ PW(). Beeville. T'X: PWO. Dallas TX: PWO. Glenvies'. IL: PWO. Keflavik, Iceland: PWO0. Key West.FL:' PWO. Ne". Orleans. LA: PWO. Sigonella. Sicily' : PW(). South Weymouth. MA: PW(). Willow Grose.1PA: SC'E. Barbers Point. HI: SCE. ('ubi Point. RP: SC'E. Norfolk. VA: Security Offr (Code 15). Alameda.('A: Security Offr. Kingsville. TX

NAIL BUREAU OF STANDARDS Bldg Mat Di% (Niathey). Giaithersburg. MD: Bldg Mat Div (Rossiter).Giaithersburg. NMD: R~ Chung. Gaithersburg, MD

NATL RESEARCH C'OUNCIL Naval Studies Bd. Washington. DC: Naval Studies Board. Washington. DCNA\*AIRI)E\,('EN ('ode 832. Warminster. PANAVAVNDEPOI ('ode 611M). C'herry Point. NC': Code 640.1. San Diego. C'ANAVAIRlESTCEN PWO. Patuxent River. MDNAVAL!DSV('HQ Director. Falls ('hurch VANAVCANS SCE (('ode N-7). Naples. ItalyNAVCHAPGRU (C) Williamsburg VA: ('ode 31). Williamsburg. VA: ('ode 60. Williamsburg. VANAV('OASTSYS('EN ('0. Panama C'ity. FL: Code 23H). P'anama ('ity. Fl.: ('ode 423. Panamra Cit%, FL: ('ode

63)). Panama ('its. FL:' ('ode 715 (J. Mittleman) Panama C'itv. Ft.: ('ode 710. Panamna ('itv. FL: ('ode 772I(B. Koess). Panama ('itv. F[.: Tech Library. Panama ('its. FL

NAV('OMMSTA C(ode 401. Nea klakri. Greece: Dir. Nlaint C'ontrol. PWI). Diego Ciarcia: PWO. Exmouth.Australia

NAV('ONs'RA('EN ('ode W1.115. Port Hlueneme C ('Code 1,1 Port ltuenemei. (CA: ('ode l)2A. PortIlueneme. ('A: Curriculum & Instr Stds Offr. Ciulfport. NMS

N AVEDTRA PROD EVCF N Tech Lib, Pensacola. FL_NAVELEXCEN DEl. OlC. Winter Harbor. NIENAVEODTEC'W'EN Trech ~ibrary. Indian Hlead. NitNAVFAC PWO (('ode 5))). Brawdy Wales. UK: PWO. ('enterville Bch. Ferndale C'ANAVFACENGCOM CO (Code )M)(. Alexandria. VA: ('ode 0)3, Alexandria. VA: ('ode 0)31' (Esoglou(.

Alexandria. VA: ('ode 04. Alexandria. VA: Code 0(4B2 (M. Yachnis). Alexandria. VA: Code 014A.ALexandria. VA: ('ode 0(6. Alexandria VA: ('ode 0)7A I Ilerrntann(. Alexandria. VA: ('ode 07NM (Gross).Alexandria. VA: ('ode I$)MI24 (Lib). Alexandria. VA: Code IMK. Alexandria. VA: Code IMK213.

Alexandria. VA: ('ode Ill13. Alexandria. VA; C'ode W4A4F (Bloom), Alexandria, VA, (Code 044A3.Alexandria. VA

NAVFACEN(;COM - ('lES DIV. (ode 101 Washington, DC': (ode 405. Washington. DC: ('ode 407 (DSeheelele). Washington. DC: ('ode FPO-IC. Washington. DC: (Code FPO-IE. Washington, DC: (CodeFPO-IPI.. Washington. DC. FPO-ll' IP3. Washington. DC

NAVFACENGiC()M LANT DIV Br ((fc. [Dir. Naples. Italy, (Code 40t5. Norfolk. VA: Library.. Norfolk. VANAVFACENGCONI NORTHI IV. (0. Philadelphia. PA: ('ode (14, Philadelphia. PA: Code (P4AL.

Philadelphia. PA: C'ode 202.2. Philadelphia. PA: Code 408.AF. Philadelphia. PANAVFACENG('OM -PAC' DIV. ('ode )'9)P. Pearl Harbor. 111; (Code 101 (Kyil. Pearl Harbor. HI: Code 20)11.

Pearl Harbor. HLI ('ode 40(2. RDTI&E 1.nO. Pearl Harbor. Ill: Library. Pearl Harbor. HINAVFAC'ENG('OM SOUTH DIV ('ode 1112. ('haileston. SC: ('ode 405. (Charleston. SC: Code 40)6.

Charleston. SC: Geotech Section (('ode 40422). (Charleston. SC: Librarv. Charleston. SCNAVFAC'ENCOM -WEST DIV. (9P 2(4. San Bruno. CA: Code 04B. San Bruno. CA; Librarv (Code 04A2.2),

San Bruno. ('A: RDT&E LnO. San Bruno. (CANAVFACENGCOM CONTRACTS Code 4(04, Portsmou~th. VA:. DOICC. Diego Garcia:, DROICC. Lemoore.

(A: OIC'(. Guam: 01CC'. Rota. Spain: OIC'(. Virginia Beach. VA: OIC(' ROICC, Norfolk. VA: ROICC(('ode 495., Portsmouth. VA: ROIC'(. (Corpus C'hristi. TX: ROICC. Crane. IN: ROICC. Keflavik. Iceland:ROIC'C. Kes West. FL: ROI(C, Poiint Mugu. CA: Earle. ROICC. Colts Neck. NA: SW Pac. 01CC. Manila.RP: Trident. OI('(. St Nlarys. GA

NAVFU.EL DET OIC. Yokohama. JapanNAVIIOSP ('0. Long, Beach, CA: Dir. Engrg Di'.. Camp Lejeune. NC: PWO. Guam. Mariana Islands: SCE

lKnapovwski). Gireat Lakes. L:_ SC'E. ('amp Pendleton ('A: SCE. Pensacola FLNAVNIAG Engr Dir. PWD. Guam. Mariana Islands: SC'E. Guamn. Mariana Islands: SCE. Subie Bay. RPNAVkIAR('ORES('EN 1.1.1 Davis. Raleigh. NC'NAVNIEDCON1 SE REG. Hd. Fac NMgnt Dept. Jacksonville. FL: SWREG. Code 29. San Diego. CA:

SWREG. Head. Fac Nlgmt Depi. San Diego. CANAVO('EAN) ('ode 62WM (NI Paigel. Bay St, Louis. NIS Library. Bay St Louis. NISNAVOCEANSYSCEN ('ode 52444 (J. Stachim). San Diego. CA: Code 541 (Bachman). San Diego. CA: ('ode 94

(I alkingion). San Diego. ('A: ('ode 944 (H.C. W'heeler). San Diego. (CA: ('ode 964 (Tech Library). SanDiego. CA:, ('ode 9642B (Bayside Library). San Diego. CA: DET. R Yumcri. Kailua. HI: DET. Tech Lib.Kailua. II

NAVORDMII'SrTSTA Dir. Engrg. PWD. Wshilc Sands. NNMNAVSINVSE RVRA Annapolis. MD)NAVPGS('OI ('ode 1424. ibrar\. Mlonteres ('A: C'ode 61WL 10. Wilson). MSontere\. ('A: ('ode 68 (C.S.

W~ul. klonteres. CA.N E. Ihornion. Mlonterev. ('A: Iladerlie. Monterey. ('A: PWO. Mfonterey. ('ANAVPIIIBASE Ilaibor Clearance Unit '1'\o. Norfolk. NA: PWkO. Norfolk. VA: SC'E. San Diego. CAN..VRESRED('OM Commander ((Code (472). San Francisco. CANAVS('OL('E('FF ('ode C35. Port Hlueneme. ('A: Code ('44A. Port Hueneme. ('ANAVSEASYS('OM ('ode WC4(. Washington. DC: ('ode 0135, Washington DC(: ('ode 05SM. Washington. DC: ('ode

06114. Washington. DC': ('ode '50"'23 4. Coon). Washington. D(': ('ode 644. Washington. D(': ('ode('EL.TD23. Washington. DC'% (ode 00('.D. Washington. D(': Code PNIS 395 A2, Washington. DC; ('odePMS-396.321 I (J. Rekas) Washington. D(' ('ode SEA-9961 I. Washington. DC: PMIS-395 Al. Washington.DC:' SEA.4)5R4 (J, Freund), Washington. DC: SEA- 5433. Washington. DC

NAVSE' ('ode 0156D. Washington. DC: ('ode 61571). Wkashington. D('NAVSECGRUACT PWO. Adak. AKNA\'SECGIRUCOM ('ode G43. Washington. DCNAVSFIIPREPFAC L~ibrary. Guam: SCE. Subic Ba'.. RPNAVSHIIPYD ('arr Inlet Acoustic Range. Bremerton. WA:, Code 20(2.4. Long Beach. CA: Code 24)2.5

(Library). Bremerton. WA: Marc Island. ('ode 280. Vallejo. ('A: Mare Island. Code 280.28. Vallejo, CA:Code 42)4. Long Be ,h, ('A: Code 444). Bremerton, WA:' ('oide 44)). Portsmouth. NH: Library. Portsmouth.NH:; Norfolk. ('ode 444). Portsmouth. VA: ('ode 440,4. Bremerton, WA: Mare Island. Code 457. Vailejo.CA: Norfolk. Code -120,. Portsmouth. VA: PWO. Bremerton, WA: PWO. C'harlestorn, SC': Mare Island.PWO. Vallejo, ('A

NAVSTA A. Sugihara. Pearl Harbor. HL ('O. Long Beach. CA: ('0. Roosevelt Roads. PR: Dir. Engr Div,PWD (('ode 182(M)). Mavport. FL:, Engrg Dir. Rota. Spain WC 93. Guantanamo Bay, Cuba: PWO.Nlayport. Fl.: SC'E. Guam. Marianas Islands: SCE. San Diego ('A: SC'E. Subic Bay. RP: Seeui'ity Offr. SanFrancisco. CA: Util Engrg Offr. Rota. Spain

NAN'SUPPFAC Dir. Maint Control Div. PWD. Thurmont. MDNAVSUPPO Sec Offr. L~a Maddalena. ItalyNAVSW' ('ode E211 (C. Rouse). Dahigren. NA: DET. PW0. White Oak. Silver Spring. NMD: DE'I' White

Oak Lab. ('ode WSO. Silver Spring, MD: PWO. Dahlgren. VANAVTECH'rRACEN SCE. Pensacola FLNAVTRASTA PWO. San Diego. CANAVWARCOL ('ode 24. Neupori. RI: 1.ib Serials. Newport. RINAVWPNCEN ('0. China Lake. ('A: ('(de 2636. (China Lake ('A: IROI('( (('ode 7012). C'hina Lake. ('A:

PWC) (('ode 2166). ('hina Lake. ('A

NAVW IPNS IA Earle. ('ode 092. ('olts Neck. NJ: [)ir. NMaint Control. PI). Concord. (A: lEngrg Di. IMD.\'orkvn. V \' PWO. C~harleston, SC: Earle. P'AO. Colts Neck. Ni: PWAO, Seal Beach. (A

NAVWv\PNSIA PWO. Yorktos~n. VANAVWPNSTA Supr (ien Engr. PWDT. Seal Beach. CANAVWPNSL'PPCEN (ode 09. Crane. INNEI- Code -12, Newport. RIE PWO. Nev~port. RINCR 20. CO. Gulfport. MISNMUCB 3. Operations Offr: 40. ('0: 5. Operations Dept: 74. CONOAA Joseph \'adus. Rock~ille. MID: LibrarN. Rockville. MD): NI Ringenbach. Roeksille. MD)NOAA DAMA BUJOY OFFICE Ch, Engrg Div. Bas' St. Louis, MISNORDA CO. Ba% St. Louis. NM Code I t2lSP. Bay St. Louis. MS5: C:ode 350, Ba% St. Louis. W15 Code 352.

Ba\ St. Louis. NIS: Code 41(0. Bay St. Louis. NM5 Head. Geotech Br (Code 363). Bit\ St. L~ouis. MS5: OceanProL Ott (Code SM),. Has' St. Louis. MS5: Ocean Rsch Off (Code 440). Bay St. Louis. NIS

NRL Code 580$) Washington. DC: Ocean Tech Div (0. Griffthh). Washington. DCNS' ('heathanm Annex. PWO. Williamsbure. VA.: Code 54.1. Norfolk. VA; SCE. Charleston. SCNSI) SCE. Subic Has'. RPNL SC DI: I (ode 3322~ (BrownP), New% London. CT: Code 3232 (Varley) New% London, CT: Code 44 (RS

NluL11 Nes% London. CT: Code UAI31 (De [it Cruz). New% London, C'.OCNR ( ode 11 14SE. A'rlington. VA: Code 1121 lEA Silsa). Arlington. VA: Code 33. Arlington. VA('NR t)EF. Dir. Boston, NMA: DET. Dir. Pasadena. CAOCNR DELI. (ode 481, Hat\ St. Louis. NISl'A('IISRANFA(' PWO. Kauai. IIPIIIB(B 1. CO. San D~iego. ('A. I. ELXAS Oter. San Diego. (a: 1. P&E. San Diego. CA: 2. CO. Norfolk,

VA5I'M I(C(OdeC lots. Point Mugu. C A: (ode 3144 (G Nussearl. Point Mugu. (A: Code 5021 1S Opatowsky).

Point %Iugu. (A: ('ode itl44l. Point NlUgul. CAPWNC A.CE Office, Nortolk. VA: (ode Ii0- Greait Lakes. IL: (ode 104. Oakland. CA: Code 101 (Library).

Oaklaind, CA.: ('ode 123-C. San D~iego. ('A, (odle 304. Norfolk, VA: (ode 4M$. I'earl Harbor. HI: Code 400.Sin Diego. ( -A: Co.de .t2i. (Great lakes. 11: ( ode 420). Oakland. (A: (ode 424. Norfolk. VA: Code 425(I .N Kao a. P LI). Pearl Harbor. III: (od)Le 0(i. Norfolk, VA: (ode Si(). Oakland. CA: (Code S90). SanD~iego. CA. ('ode '7M. San D~iego. ('A: ('ode Siti. (ircat Ilkes. IL. ('ode 4(h). (Great Lakes. II.: LibraryI Code 134). Pecarl IHarbor. Ill. Litsra. s(iuan MIa ria.na I lands: Librar\. Norfolk, VA: Library . Pensacola.Fl.. Lihrars . Yokosuka JAS: lech Librars . Subic Bas . RP

SF51. 111AN b. Norfolk. VASPCC PW() (('ode 118X). Mechanicsburg. P'ASl.'IIASF Bangor. PW() ((ode 8323). Bremerton. 55 A: ('ode 044.5. Satin D~iego. C'ASL'HRESLNI1' Sea C'liff DSV4. OI('. San Diego. ('.5: Tuirtle DS\'-3. OIC. San lDieo. ('ASUPSHIP Tech LibrarN. Ne~port News, VA5('('1 ONE CO. Norfolk. VAU('T_ TWO CO. Port Hueneme. CAU7S DEPT OF INTERIOR BLM., Engrg Di\ (730). Witashinetiin, DC(: Nat I Park Ssc. RMIR PC. Denver. COU'S GiEOL.OGICAL SUIRVEY F liyhrkopp. Mietairie. [A: Gregory. Reston. VA: J Bales. Raleigh. N(':

Marine (icologv Offe (Pitelekil. Reston. VA:' Marine Oil & Gas Ops I R KrahlI. Reston, VALSAF SCOI. OF AEROSPACE MUED Hxperbaric Me~d l)iv., Briioks A-FB. lJ\L'SCINCPAC ('ode J44. Camp HNI Smith. HIfU7SDA Ext Sers' IT Matter). Washington. DC: For Ser%. Equip Des ('en. Sain Dimas. ('A: Forest Ser\. Reg 8,

Atlanta. GA('SNA C'hairman. Mlech Engrg D~ept, Annapolis. 511): %Igr. Engrg, (isil Specs Br. Antnapolis, Ml: Stop lid.

Annapolis. NI)(ISS USS FU:iION. ('ode W-3, New% York. NY

..........

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DEI PA~lrE OF THE NAVYPOOrAGS AND Pll PAIDNAVAL CIVIL ENGIN1E1ING LASORATORY OWA3T 3I OP NAVY

POP SZNME. CALIFORNIA i04-5003P

OFFICIAL oUWNIS1111ALTY PON 01110WA 1011116

0I Um.OL.-OW4 (OS?. I8.7)

Commndin Ofier

Code LOSSNeval CIl EnMering Labors"

SPort Huame. Califo,,.a U043-50 3

DISTRIBUTION QUESTIONNAIREThe Nava CMI En~aeerl Laborwoy is reisling Itb Prima distiutn MLss

SUBJCT CATEGORIES 211 ENERGY1VOWER GENERA~ION29 Thermal chnaervatlon (thermal engineering of bulings. HVAC1AKIM systai vsu s nergy i egu-ram.nt vomr ganeration)

2 CoDeruttlon mesthods and muterlas (including corosion 30 Controls and electrical conservation (electrical syste,centra, ceeinga)energy monitoring and control ssent

'3 Vuuufrot sttutse(manssnanelatrsration control) 31 Fuel fleiility (liquid fuels, coal utilization, energy4 Utilities (includlue poe conditioning from soid wmst)5 ebpoelv ufer 32 Alternate eneargy, source (geothermail power, photovoltaic6 Aviatlon Engisrng Tost Facilities power systems. solar systems, wind systems, energ storage7 Fire prevenrtion allcontrol systems)8 Antenna technologty 33 Site data and systems integration (energy resource data, enrg9 Structural an~aly nd design lincluding numnerical and consurition data, integrating energy systems)

computer techniques) 34 ENVIONAMNTAL PROTECTION10 Protective construction (including hardee shelters, 35 Solid wase management

shock andl vibration studies) 36 Hazardous/toxic materials managementI I Soillrock mechanics 37 Wasteweter management and sanitary engineering13 BEG 38 Oil pollution removal and recovery14 Airfields end pavemeants 39 Air pollution15 ADVANCED BASE AMD AMMMJSOUS FACILITIES " OCIRAN EN4GINEERING16 Sag facilities (including shelters, power genieration, water supplies) 45 Seafloor soils and foundations17 Expedient roads/irf ieldsbridges 46 Seafloor construction systems and operations (includingIS Amphibious operations (including breakwaters. vwv* forces) diver and manipulator tools)19 Over-the-Beach operations (including containrihzation. 47 Undersea structures and materials

materiel transfer, lighterage and craes) 48 Anchors and moorings20 PO L storage, transfer and distribution 49 Undersea, power systems, electromechanical cables,

and connectors50 Pressure vessel facilities51 Physical environment (including site surveying)52 Ocean-based concrete structures153 Hyperbaric chambers54 Underseas cable dynernics

TYPES OF DOCUMENTS83 Tecbdaa Sheets 86 Technical Reports and Technical Notes 82 NCEL Guide & Updates 03 None-53 TaWl of Contents & Index to TDS 91 Physical Security rmv ynm

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