HUGHES GLOMAR EXPLORER - Historic Naval Ships Visitors Guide

HUGHES GLOMAR EXPLORER 

An ASME Historic Mechanical 

Engineering Landmark 

Houston, Texas 

July 20, 2006

Introduction 

The success of the Hughes Glomar Explorer proves that the impossible is, indeed, possible when talented engineers with 

the courage to take prudent risks are provided an incentive to stretch the state-of-the-art. The objective of the Hughes 

Glomar Explorer mission, retrieve a 2,000-ton (1,814-tonne) asymmetrical object from a water depth of 17,000 feet 

(5,182 meters), required a design incorporating unique solutions which were well beyond the state-of-the-art in numerous 

engineering and scientific disciplines, particularly mechanical engineering. For this reason the Hughes Glomar Explorer, 

as a complete deep-sea recovery system, has been designated an ASME Historic Mechanical Engineering Landmark. 

Grasping and raising a 2,000-ton (1,814-tonne) object in 17,000-feet (5,182-meters) of water in the central Pacific Ocean 

was a truly historic challenge requiring a recovery system of unprecedented size and scope. Major innovations and 

advances in mechanical engineering specifically required in the design of the Hughes Glomar Explorer include: 

1. A large center well opening in the hull and a means of sealing it off so that the objective could be examined in dry 

conditions 

2. A hydraulic lift system capable of hoisting a large, heavy load 

3. A tapered heavy lift pipe string, including tool joints, designed, constructed and proof tested to exceptionally 

demanding standards 

4. A “claw” with mechanically articulated fingers which used surface supplied sea water as a hydraulic fluid 

5. A motion compensated and gimbaled work platform system that effectively isolated the suspended load from the roll, 

pitch and heave motions of the ship 

6. A “docking leg” system which supported the weight and controlled the motion of the “claw” and load during the 

transition from dynamic open water conditions to the shelter of the ship’s center well 

Much of the specialized equipment employed on the Hughes Glomar Explorer was conceptually derived from standard 

drilling industry practice. The innovative, pragmatic application and adaptation of these concepts to meet the mission’s 

specific needs, however, is a testament to sound, creative mechanical engineering practice. The engineering design and 

manufacturing capabilities resulting from this project are used today by the deepwater offshore petroleum industry, 

particularly the use of electrical power to control sub-sea equipment. 

The Hughes Glomar Explorer and all of its subsystems, except the “claw”, were mothballed at the U.S. Navy fleet reserve 

center at Suisin Bay, California in 1975. The “claw’ was returned to Lockheed Ocean Systems in Redwood City, 

California and its disposition is unknown, but reportedly it has been scrapped. In 1979 the ship was re-activated, and, 

ironically, contracted to recover manganese nodules in anticipation of a commercial ocean mining venture. When the 

venture didn’t materialize the ship was re-mothballed in 1980. In 1996 GlobalSantaFe Corporation, a major U.S. drilling 

contractor leased the Hughes Glomar Explorer and converted it into a deep water drillship, re-named it the GSF Explorer, 

and currently operates it worldwide. Unfortunately, the conversion resulted in the removal and disposal of the unique 

equipment designed specifically for the deep water recovery mission. 

The Mission: The Jennifer Project 

In April 1968 the Soviet Golf-II class submarine K-129 sank in the Pacific Ocean near Hawaii. After an exhaustive but 

unsuccessful months-long search by Soviet vessels, it was clear that only the U.S. knew its whereabouts. The U.S. 

government contacted Global Marine Inc. in early 1970 regarding the feasibility of salvaging the vessel. In August 1970 a 

subsidiary of Global Marine Inc. submitted a proposal for construction and management of a recovery system and was 

subsequently designated the prime contractor, system integrator, and operations manager for the entire program. Sun 

Shipbuilding and Drydock Co. was selected in April 1971 to construct the Hughes Glomar Explorer portion of the 

recovery system. Major contracts were also awarded to Lockheed Ocean Systems Division for development and 

construction of the “claw” and to Hughes Tool Co. for development and fabrication of the heavy lift pipe. The hull of the 

partially outfitted Hughes Glomar Explorer was launched in November 1972. The ship was completed in July 1973 (at a 

cost of over $200 million) then mobilized via Cape Horn to the U.S. West coast, arriving in September 1973. After 

loading the 17,000-feet (5,182-meters) of heavy lift pipe and mating the “claw”, integrated sea trials were conducted off 

the California coast. In May 1974 the Hughes Glomar Explorer was declared ready for the mission and departed for 

location. The salvage mission commenced in July 1974 and was completed just five weeks later.

The Cover Story: The Deep Ocean Mining Project 

Oceanographers have long known that areas of the Pacific sea floor at depths from 14,000 to 17,000 feet (4,267 to 5,182 

meters) are carpeted with manganese nodules. Taking advantage of this phenomenon, the U.S. government approached 

Howard Hughes’ Summa Corporation about using its Deep Ocean Mining Project’s search for nodules as the reason for 

building the Hughes Glomar Explorer. The mission and the cover story remain shrouded in mystery to this day due to 

their national security implications. There is, however, no secret surrounding what is described herein regarding the 

specifications of the vessel and the great engineering challenges and unique solutions that are contained in her design and 

construction. 

The Ship: The Hughes Glomar Explorer 

The Hughes Glomar Explorer was designed and built as a self-contained, integrated mechanical system consisting of three 

major elements: the vessel Hughes Glomar Explorer, the heavy-lift pipe string, and the sub-sea grapple or “claw”. The 

specific engineering works considered most unique and representative of advances in mechanical engineering design are 

as follows: 

1. Gimbaled platform which isolates the suspended load from the ship’s dynamic pitch and roll. A gimbal is a 

pivoted ring, mounted at right angles to one or two other rings, to ensure that something, such as a ship’s 

compass, always remains horizontal. 

2. Hydraulic/pneumatic heave compensation system which prevents the ship’s heave motion from dynamically 

exciting the suspended load 

3. Hydraulic heavy-lift system to raise and lower the underwater machinery via the pipe string and attachments 

4. Heavy-lift pipe string 

5. Shipboard heavy-lift pipe handling system 

6. Vessel center well and sealing system 

7. Docking system that enabled the underwater machinery to be mated with the ship while in a dynamic seaway 

8. Underwater work platform or “claw” 

9. Sea Water Hydraulics and Umbilical Cables 

10. Submersible Barge. 

The following sections provide detailed descriptions of the ten major systems listed above. 

1. Gimbaled Platform 

The gimbaled platform provides a passively stable support structure for the heavy-lift system from which the “claw” and 

load are suspended during operations. This structure consists of outer and inner gimbaled elements that eliminate bending 

stresses in the pipe string as the ship rolls and pitches in a seaway. The 40 x 40-foot (12.2 x 12.2-meter) outer gimbal ring 

is a box weldment fabricated from high strength steel which is vertically supported by 48-inch (122-centimeter) diameter 

forged, hollow shafts attached to yokes mounted on the top of the heave compensator rams. The shafts turn through triple 

race anti-friction bearings mounted in the fore and aft faces of the outer gimbal, thus providing the roll axis of the 

platform. The inner gimbal element is an “H” shaped weldment which is connected to the outer gimbal element by two 

48-inch (122-centimeter) diameter pins extending from its sides through similar bearings mounted in the port and 

starboard faces of the outer gimbal element, thus providing the pitch axis of the platform.

The four gimbal bearings, each with a capacity of 5,000 tons (4,535 tonnes), are unique in size and design. The bearings 

consist of three races enclosing two sets of rollers. The 48-inch (122-centimeter) bore inner race accepts the gimbal’s 

structural pins. The outer race has an 8-foot (2.4- 

meter) outside diameter. An inner, double set of 

straight rollers and an outer double set of barrel 

rollers are separated by a middle race. The middle 

race is continuously rotated by an electric motor, 

and run at a speed sufficient to prevent any of the 

rollers from actually changing direction as the ship 

rolls and pitches in a seaway. The bearings are selfaligning 

to allow for structural deflections and 

construction tolerances. 

The inner gimbal, which is independent of ship roll, 

pitch, and heave motions, is the heart of the stable 

platform concept. The gimbaled platform is capable 

of accommodating ship motions of +/- 8.5 degree 

roll, +/- 5 degree pitch and 15-feet (4.6-meters) of 

heave. The upper pair of heavy-lift cylinders is 

mounted directly on top of the inner gimbal. The 

20-foot (6.1-meter) high rig floor substructure is also GIMBAL PLATFORM BEING LOWERED 

attached to the top of the inner gimbal and serves as DURING INSTALLATION 

the upper working deck for pipe handling operations. 

The lower pair of heavy-lift cylinders is welded to the underside of the inner gimbal. A strengthened foundation with a 

seating surface for a pipe tool joint is also provided at this level. This “parking brake” is used to take the load off the 

heavy-lift system for maintenance or during severe weather. A 10,000-ton (9,070-tonne) thrust bearing installed below the 

inner gimbal is used to rotate and align the axis of the “claw” with the docking legs during docking. 

2. Heave Compensator System 

The heave compensator system is installed between the gimbaled platform and the ship’s structure. Its function is to 

minimize the dynamic axial stresses in the 

heavy-lift pipe string by allowing a controlled 

amount of relative motion between the gimbaled 

platform and the ship. The system’s spring rate 

(rate at which it responds to movement of the 

ship) can be adjusted to the specific dynamic 

environment resulting from wave forces, ship 

motion characteristics, platform motion, 

suspended loads, and length of the pipe string. 

The passive, hydraulic/pneumatic heave 

compensation system consists of two 65-inch 

diameter upward stroking rams mounted on the 

centerline of the ship on two large structures that 

span the center-well. The outer gimbaled 

platform is supported on top of the two rams. 

The design range for vertical motion is +/- 7.5 

feet (2.3 meters), and the system’s maximum 

load capacity is 10,000 tons (9,070 tonnes). The 

system air pressure is adjusted to match the load 

on the gimbaled platform at mid-stroke, while 

the number of air bottles placed on line controls 

the effective spring rate of the system. 

HEAVE COMPENSATOR SYSTEM

A 36-inch (91-centimeter) rubber and steel flex joint installed on the bottom of each ram cylinder isolates the rams from 

structural deflections and construction tolerances. The rams are fitted with a patented internal hydraulic “snubber” to 

protect the system in the event of a rapid over-travel during their stroke. 

3. Hydraulic Heavy-lift System 

The 7,000-ton (6,350-tonne) capacity hoisting 

system is the nucleus of the Hughes Glomar 

Explorer’s ability to lower and raise heavy loads 

to and from the seafloor. The lift system utilizes 

two pairs of 60-inch (152-centimeter) internal 

diameter hydraulic cylinders with a 15-foot (4.6- 

meter) nominal stroke mounted on the inner 

gimbaled platform. The rod ends of the cylinders 

point downward and each pair is connected with 

heavy steel yokes which support the pipe string at 

its tool joints which are spaced every 30 feet (9.1 

meters). The cylinders are arranged with one pair 

45-feet (13.2-meters) above the other and rotated 

90 degrees so that the upper yoke can move 

between the cylinders of the lower pair. During SECTION THROUGH HEAVY LIFT 

operation the upper and lower cylinder pairs (LOOKING FORE/AFT) 

alternately pick up and release the load in a continuous, 

automated hand-to-hand sequence. The system is designed for a constant lifting/lowering speed of 18-feet (5.5-meters) per 

minute, although actual operations were carried out at a lesser rate. 

The structural yokes connecting each pair of cylinder rods have a clear opening through their centers that can pass the 

heavy-lift pipe tool joint. Each yoke has two sliding mechanisms that hydraulically move into place under the tool joint’s 

flat shoulder to assume the 7,000-ton (6,350-tonne) load. The upper yoke also contains a device that can apply 500,000-ftlbs 

(677,900-newton-meters) of make up torque to the tool joints and exert up to one million-ft-lbs (1,356,000-newtonmeters) 

of breakout torque if needed. 

4. Heavy-lift Pipe String 

The 17,000-foot (5,182-meter) forged steel heavy-lift pipe string is comprised of 570 joints, each one being 30-feet (9.1meters) 

long. The pipe material and the manufacturing process are derived from the military specification for large bore 

naval and shore battery gun barrels. The pipe sections are hammer forged with large upsets on each end to accommodate 

the machining of integral tool joints. 

Physical scale model tests of various thread configurations resulted in the selection of a modified buttress thread with a 

steep taper. All finished pipe joints were proof tested to approximately 88 percent of the material’s minimum yield 

strength in a specially constructed machine capable of 24,000,000 pounds (10,884,000-kilos) of tensile pull. 

To minimize the wet weight of the pipe string yet meet the strength requirements, six pipe body outer diameters are used 

ranging in size from 15.5 to 12.75 inches (39.4 to 32.4 centimeters). Although all pipe sections have a constant 6-inch 

(15.2- centimeter) bore, there are three tool joint diameters ranging from 28 to 25.5 inches (71.1 to 64.8 centimeters). 

Each box end tool joint has a flat support shoulder that rests on the heavy-lift yokes during operation. Both the pin and 

box tool joints have nine machined slots around their diameter to accommodate the make-up/break-out torquing device on 

the upper lifting yoke. Normally, the pipe is stored, handled, made up, and broken down from the string in 60-foot (18.3- 

meter) long double sections, ranging in weight from 12 to 20 tons (10.9 to 18.1 tonnes). The finished, dry weight of the 

pipe string is approximately 4,000 tons (3,628 tonnes) and the pay-load capacity at the end of the fully deployed 17,000- 

foot (5,182-meter) string is approximately 4,250 tons (3,855 tonnes).

HEAVY-LIFT PIPE TOOL JOINT MANUFACTURED BY HUGHES TOOL COMPANY 

5. Heavy-lift Pipe Handling System 

The 18-foot (5.5-meter) per minute raising/lowering speed of the heavy lift system dictates that a 60-foot (18.3-meter) 

long pipe section be inserted (or removed) every 3.3 minutes. The handling procedure includes retrieving a 12 to 20-ton 

(10.9 to 18.1-tonne) pipe section from a horizontal position in 

the storage hold below deck, transporting it to the rig floor 

located over 100-feet (30.5-meters) above the deck, raising it 

to a vertical position, and stabbing it into an upward facing 

box connection which is continuously being lowered by the 

heavy-lift system. This operation must be carried out while the 

ship is rolling and pitching in a seaway. 

The Pipe Handling System is comprised of six distinct 

machines: 

Two manually operated bridge cranes in the storage hold 

retrieve a 60-foot (18.3-meter) section of pipe from a bin, lift it 

to the top of the hold, and transport it transversely to a 

centerline elevator. Telescoping guide tubes are fitted around 

the hoisting blocks so that the two pipe grapples are made 

rigid, even at their maximum 35-foot (10.7-meter) vertical 

extension. The centerline elevator utilizes two hydraulic 

cylinders to raise the pipe through a hatch in the main deck 

into position for pick up by the transfer crane. 

The transfer crane has a grapple device at the end of its boom 

which grasps the pipe around its center tool joint, picks it up 

from the elevator, and transports it to starboard where 

it places it on the pipe transfer cart. PIPE HANDLING SYSTEM 

Despite the motion of the ship the pipe is always under rigid hydraulic control. 

The pipe transfer cart, which rides on rails atop the transfer boom, carries the pipe from the deck to the 

gimbaled rig floor. The transfer cart is pulled along the boom by a hydraulically driven winch.

When the pipe section arrives at the rig floor its top (box) end is directly in line with the center of the lift system 

and between two, upward curving, “banana-shaped” guide rails. The guide rails hold the lifting and stabbing 

guide which positions the automatic roughneck. The elevator/sub-spinner, which is attached to the traveling 

block bails, is clamped around the pipe. A stabbing guide mechanism firmly controls the lower end of the pipe 

as the upper end is raised into the derrick by the elevator/sub-spinner. The automatic roughneck controls the 

lower end of the pipe and guides it into vertical alignment with the heavy-lift pipe already in the system. The 

elevator/sub-spinner spins the pipe as it is lowered to engage the threads of the downward moving tool joint box 

and then applies approximately 50,000-ft-lbs (67,790-newton-meters) of torque to the tool joint. 

6. Docking Well 

The size of the object to be raised determined that the ship must have a dry center-well 199-feet (60.7-meters) long and 

74- feet (22.6-meters) wide with a 65-foot (19.8-meter) clear vertical height. The center well is closed from the sea by two 

gates that roll longitudinally, one forward and one aft, in gate guide rails built onto the bottom of the ship’s hull. The two 

gates are 9-foot (2.7-meter) deep barge-like pontoons with wheels along their sides and a two-compound rubber sealing 

gasket on the topside where the gates overlap the ship’s hull. Regulating the air volume in each gate’s free flooding (open 

bottom) compartments allows their buoyancy to be controlled. When the gates are closed and made positively buoyant, 

the perimeter gasket seals against the ship’s hull and high volume pumps remove water from the center-well. When the 

hydrostatic pressure differential between outside and inside reaches a few feet the gates are adequately sealed and held in 

position. 

To open the gates, the well is flooded with seawater to equalize the pressure and the floodable gate compartments are 

flooded. The gates become negatively buoyant and sink several inches until their steel wheels contact the gate guide rails. 

The gates can then be powered open (or closed) by a rack and pinion arrangement. Once in the fully open position the gate 

ballast tanks are blown down, become positively buoyant, and hold their position against the hull. 

7. Docking System 

The docking system is an innovative solution to one of the most vexing problems facing the mission – how to stabilize a 

4,000-ton (3,628-tonne) load which is suspended from a single point in a dynamic seaway environment and then hoist it 

into the narrow confines of the ship’s center-well. Furthermore, when the load is transferred to or from the pipe string and 

heavy lift system, the “claw” must be supported by some other structure. The solution was to provide two semi-rigid 

structural arms or “docking legs” that could support the weight and also reach below the ship’s hull to guide the “claw” 

and payload as it is hoisted into the center-well. 

The docking legs are modified sections of jackup drilling rig legs with continuous racks on two of the three vertical 

members. The electric driven, rack and pinion elevating system and integral guide structure are also standard modular 

design. The upper portion of the leg is made up of simple triangular trusses. The flat lower section incorporates a 

“keyhole” that engages a 48-inch (122-centimeter) diameter “docking pin” located on each end of the “claw”. A second 

structural pin on the “claw”, located about 10 feet (3 meters) directly below the main support pin, engages a second slot 

on the leg and serves to resist the torque from asymmetrical loads on the “claw”. Once seated in the supporting keyhole, 

the “claw” can be shifted laterally about 8 feet (2.4 meters) to accommodate the asymmetrical dimensions of the load 

being raised into the ship. 

The legs are raised and lowered by standard jack-up electric elevating units. When docking/undocking, two hydraulic tilt 

cylinders on each support truss are actuated to allow the legs to tilt up to 7 degrees fore and aft. The hydraulic system 

incorporates a pneumatic/hydraulic circuit that allows for the gradual dampening of relative surge and pitch motions as the 

ship and the “claw” respond differently to the wave forces. The submerged claw acts as a massive damper, significantly 

reducing the ship’s roll motion. Once the bridle connecting the “claw” to the heavy-lift pipe is attached and the weight 

transferred to the heavy-lift system, the load is raised from the leg’s keyhole slots, the legs are fully tilted to clear the pins, 

and the claw is lowered to the sea bed using the hydraulic heavy-lift system.

DOCKING LEG SYSTEM DOCKING LEG SYSTEM 

8. Underwater Work Platform or “Claw” 

The structural spine of the Underwater Work Platform, or “claw”, is a deep box girder which, when fully outfitted, weighs 

approximately 2,000 tons (1,814 tones). It is supported by a three-point, hinged bridle when suspended from the pipe 

string. During docking/undocking operations, 48-inch (122-centimeter) diameter “docking pins” support the “claw” at the 

ends. Multiple hydraulically operated, articulated fingers are attached to the underside of the box girder. The welded beam 

fingers, some of which are over 30 feet (9.1 meters) long with multiple articulated joints, are fabricated from high strength 

steel plate, 1 to 2 inches (2.53 to 5.08 centimeters) thick. Large bore hydraulic cylinders, using seawater as a hydraulic 

fluid, actuate the fingers. Four low pressure, vertically telescoping legs are installed at the corners. After the fingers are 

closed around the object, these legs are actuated with seawater to exert an additional 2,000-ton (1,814-tonne) force against 

the seabed to overcome the soil’s embedment restraint on the object. 

Eight hydraulically driven, fixed azimuth propeller thrusters are located on top of and at the extremities of the “claw”. A 

hydraulic motor, specially modified with dry film lubricant to operate on seawater pressure, drives the 5-foot (1.5-meter) 

diameter propellers. During near bottom operations a sub-sea acoustic positioning system commands the thrusters to 

position the “claw” over the desired spot on the seafloor, irrespective of the position of the ship three miles (4.8 

kilometers) above. The ship’s positioning system then senses the bias in the “claw” positioning system and commands the 

ship’s thrusters to position the ship directly over the “claw”.

9. Sea Water Hydraulics and Umbilical Cables 

SUBSEA EQUIPMENT LOWERED TO RELEASE DEPTH 

Pressurized seawater is supplied to the “claw” via the 6-inch (15.2-centimeter) bore of the heavy-lift pipe string. The 

pressure is generated from the ship’s two 1,600-HP oilfield mud pumps. Electric power and control wiring is provided 

from the surface to the “claw” via two 18,000-foot (5.5-kilometer) waterproof cables. Each cable has the capacity to 

transmit 75 kW of power. 

10. Submersible Barge 

The “claw” was transported fully outfitted from the shipyard to the Hughes Glomar Explorer on a large submersible 

barge, the HMB-1 (see picture below). This barge has a retractable cover to conceal its contents. The barge was 

submerged to the shallow seabed prior to the ship being positioned over it so that the claw could be lifted into the centerwell 

by the docking legs. The barge has since been used to transport the “Sea Shadow” stealth ship for sea trials.

Participants 

Due to this project’s large scope and complexity it is impossible, and perhaps unfair, to identify individual engineers as 

responsible for the many integrated elements of the Hughes Glomar Explorer program. Suffice to say it was literally a 

cast of hundreds, primarily mechanical engineers, many of them ASME members, who contributed their own expertise. It 

is appropriate, however, to name the major corporations that participated and their area of involvement. 

Global Marine Development Inc. – prime contractor, systems integrator, operations manager, vessel designer and 

marine operator. 

Lockheed Ocean Systems Division – development, construction, and operation of the sub-sea machinery including the 

submersible barge. 

Hughes Tool Company – design, development, fabrication, and testing of the heavy-lift pipe string. Summa Corporation, 

a subsidiary of Hughes Tool Company, was the surrogate “client” who provided the cover story of a commercial deep-sea 

manganese mining venture. 

Western Gear Corporation, Heavy Machinery Division – development, construction, testing, and at-sea operation of 

the heavy lift and heave compensating systems. 

Honeywell Ocean Systems – development, construction, installation, and operation of long and short base line acoustic 

positioning systems. 

Sun Shipbuilding & Drydock Corporation – detailed design and construction of Hughes Glomar Explorer vessel. 

American Bureau of Shipping – commercial agency responsible for certifying the ship and its systems meet the 

applicable rules for classification as Maltese Cross A1 – E. 

General Electric Corporation – development and provision of the vessel’s electrical components including a first-of-itskind 

4160 volt distribution system and the first marine application of SCR variable speed drives. 

Battelle Memorial Institute – proof testing of each section of the heavy-lift pipe with 12,000 ton (10,884 tonnes) tensile 

pull machine 

Marathon-LeTourneau – fabrication of docking legs and jacking motors 

The significant involvement of many other companies not listed above who contributed to the success of this project is 

recognized. 

The following references are provided for visitors who are interested in reading more about the Hughes Glomar Explorer 

and the Jennifer Project. GlobalSantaFe, however, assumes no responsibility for the accuracy of any of the material. 

Annonymous. Glomar Explorer’s Many Technical Innovations. 1976. Ocean Industry. December 1976: 67-73. 

Burleson, Clyde W. The Jennifer Project. 1977. College Station: Texas A&M University Press. 

Craven, John P. 2001. The Silent War. New York: Simon and Schuster. 

Dunham, Roger C. 1996. Spy Sub. Annapolis: Naval Institute Press. 

McNary, J.F., Person, A., and Ozudogru, Y.H. 1977. A 7,500-Ton-Capacity, Shipboard, Completely Gimbaled 

and Heave-Compensated Platform. Journal of Petroleum Technology April 1977: 439-448. 

Sewell, Kenneth. 2005. Red Star Rogue. New York: Simon and Schuster. 

Sontag, Sherry and Drew, Christopher. 1998. Blind Man’s Bluff. New York: Public Affairs. 

Varner, Roy and Collier, Wayne. 1978. A Matter of Risk. New York: Random House, Inc.

We wish to recognize Global Marine personnel who contributed to the design, construction, operation 

and support of the Hughes Glomar Explorer during the deep-sea salvage project. Unfortunately, time has 

taken its toll on our personnel records. While every effort was made to compile a complete list, we are 

certain there are individuals who were inadvertently overlooked, and for that we apologize. 

Terri Adamic 

Grant Allen 

Richard Allen 

Charles Alonjie 

Maynard Amundson 

Robert Arnall 

Carl Atherton 

John Bachino 

Jay Bamber 

Warren Bebow 

Maurice Belleville 

Julius Berczik 

Cindy Berry 

Alfred Bilang 

Barry Bird 

James Black 

Vance Bolding 

Don Borchardt 

Stephen Blanchard 

Leon Blurton 

Philip Blurton 

Charles Bozarth 

Sebe Bracey 

Harold Bradley 

Sonja Bridgeforth 

Cindy Brinkley 

Clarence Brown 

Donald Bull 

John Burford 

Charles Canby 

Chuck Cannon 

Carl Carlisle 

John Carpenter 

Philip Carpenter 

Richard Casse 

Dale Cheeseman 

Malcolm Clark 

Glenn Clemens 

Micky Cohen 

Eugene Coke 

James Cole 

Renee Comeau 

Danny Constantino 

James Cooper 

Robert Cooper 

Curtis Crooke 

Laura Crouchet 

Henry Cuffle 

Jim Culp 

Malcolm Currie 

Bud Cusick 

James Cusick 

Tullio D’Angelo 

Vernon Davenport 

Jim Dean 

Don deBourguignon 

Bob Demichelle 

Joe Dickey 

Jack Delaney 

Tom Dixon 

Donald Douglas 

James Drahos 

Bill Druitt 

Amy Dubick 

Larry Eckhardt 

Nick Ellis 

Bruce Erickson 

John Evans 

Barbara Evenson 

Robert Falconer 

Arleen Feltman 

Jan Ford 

Harry Fraley 

Daniel Fuller 

Ralph Garside 

Joe Gates 

King Gibson 

Gene Gilmore 

Guy Glass 

Jerry Goodner 

John Grahm 

Reginald Greatbanks 

Tom Gresham 

Bedford Griggs 

Joseph Guzzardi 

Gary Haddon 

Ray Haese 

Max Halebsky 

Taylor Hancock 

Kirk Hankins 

Phil Hardwick 

Kevin Hart 

Mike Hartt 

Bonnie Hess 

John Hicks 

James Higman 

Roger Hnat 

Robert Hogdon 

John Hollett 

Garvin Holt 

Ronald Howell 

Walter Hull 

C.W. Hurd 

John Hutchins 

Howard Imamura 

Joseph Imondi 

Paul Ito 

Michael Jefferis 

Preston Jobe 

Charlie Johnson 

Colleen Johnson 

Steve Johnson 

Walter Jones 

Howard Jones 

Skeet Jones 

Elmer Kaiser 

Micky Kahn 

John Kane 

Steve Kemp 

Dayton Knorr 

Leslie Koerner 

Thomas Koonings 

Larry Krueger 

Manfred Krutain 

John Kucera 

Robert Labarthe

Donna LaPorte 

Daniel Landsverk 

Barbara Lewis 

Ben Luttrell 

Lewis Madara 

Ed Madden 

Vincent Martelli 

Cornelius Martin 

Gil Mason 

Sharon McCain 

John McClure 

George McKee 

Russel McKinley 

Jim McNary 

Mike Meade 

Richard Meadows 

Richard Mee 

Cliff Melberg 

Eddie Merril 

Randy Michaelson 

Jim Miles 

Gaylan Million 

Joe Minton 

Cotton Moffett 

Scott Monson 

Stan Moon 

Therese Murphy 

Larry Myers 

Charles Newton 

Fred Newton 

Bobby Nichols 

Donald Oulette 

Ed Outen 

John Owens 

Yilmaz Ozadugru 

John Parker 

John Parsons 

David Pasho 

Jal Patell 

Wayne Pendleton 

Abe Person 

Luis Pettus 

James Phillips 

Thomas Phillips Jr. 

Eugene Prino 

Charles Prose 

Harold Ramsden 

Larry Randall 

Per Randrup 

Robert Reed 

Mike Reimers 

Fred Remington 

Clyde Reynolds 

Jeffery Robbins 

Chuck Robidart 

Adan Rodriguez 

George Rodts 

Jim Rogers 

John Salancy 

Jay Sanders 

Bill Schaper 

Steve Schneider 

Frederick Schubert 

William Schutt 

Lyle Seerey 

Ben Shimada 

Andy Shrock 

Charles Simons 

Douglas Simpson 

Richard Singer 

Richard Sink 

Harold Sinyard 

Bill Skipton 

Joe Slevin 

Archie Smith 

Sybil Smith 

Edward Smith 

Weston Smith 

Oran Spencer 

Rae Spencer 

Knut Stang 

Maurice Star 

Edward Stevens 

William Stevens 

A. Stupp 

Jeanna Summers 

Bill Terry 

Tommy Thompson 

Russ Thornberg 

Cheryl Valanes 

Brad Van Hofwegen 

John Valentine 

Earl Vanderport 

Edward Voelker 

Jimmy Walker 

Bob Wallerstadt 

John Walsh 

Dave Walton 

Roger Warren 

Linda Webber 

Steven Welch 

Sherman Wetmore 

Bob Wheeler 

Don White 

Bill Wilbur 

Walt Willard 

Steve Williams 

Tom Williams 

Howard Winkle 

Richard Wolf 

Leland Zanteson 

Gail Zeleny 

Ed Zick 

Joyce Ziegler

The History and Heritage Program of ASME 

The ASME History and heritage Program began in September 1971. To implement and achieve its goals, 

ASME formed a History and Heritage Committee, comprised of mechanical engineers, historians of 

technology, and the Curator Emeritus of Mechanical and Civil Engineering at the Smithsonian Institution. 

The committee provides a public service by examining, noting, recording, and acknowledging mechanical 

engineering achievements of particular significance. The History and Heritage Committee is part of the 

ASME Council on Public Affairs and Board on Public Information. For further information, please contact 

Public Information, the American Society of Mechanical Engineers, Three Park Avenue, New York, NY 

10016-5990, 212-591-7740, fax 212-591-8676. 

An ASME landmark represents a progressive step in the evolution of mechanical engineering. Site 

designations note an event or development of clear historical importance to mechanical engineers. 

Collections mark the contributions of several objects with special significance to the historical development 

of mechanical engineering. 

The ASME Mechanical Engineering Recognition Program illuminates our technological heritage and 

serves to encourage the preservation of the physical remains of historically important works. It provides an 

annotated roster for engineers, students, educators, historians, and travelers, and helps establish persistent 

reminders of where we have been and where we are going along the divergent paths of discovery. 

ASME International Board of Governors 

Terry E. Shoup, President Terry Shoup, President 

Virgil Carter, Executive Director Gene E. Feigel, Past President 

Tom Loughlin, Deputy Executive Director Virgil Carter, Executive Director 

Elizabeth Barna, Executive Office William T. Cousins, Term 2004-2007 

Dirk F. Dauw, Term 2004-2007 

International Petroleum Technology Robert J. Simoneau, Term 2004-2007 

Institute Board James W. Coaker, Term 2005-2008 

Bobby Grimes, Chair Alma U. Martinez Fallon, Term 2005-2008 

Joe Fowler, Board Member Ozden O. Ochoa, Term 2005-2008 

Terry Lechinger, Board Member Victoria A. Rockwell 2006-2009 

Denby Morrison, Board Member Chittaranjan Sahay 2006-2009 

Edmund Seiders, Board Member Robert T. Simmons 2006-2009 

George Wolfe, Board Member 

Ken Paulson, Board Member 

International Petroleum Technology 

Institute Staff and Officers 

Manny Mones, Director 

Lisa Elliott, Meetings Manager 

Amrah Goebel, Administrative Assistant, Meetings and Member Affairs 

Kim Miceli, Administrative Assistant, Meetings and New Media 

Petroleum Division Executive Committee ASME South Texas Section 

Bill Eustes, Chairman Ryan Schmidt, Chairman 

Phil Collins John Bradford, Vice Chairman 

Skipper Strong Greg Berry, Treasurer 

Charlie Burton Robert Bradshaw, Secretary 

Don Wells Richard Boswell, P.E., History and 

Kenneth Bayne Heritage Chairman 

Tom Kelly Glenn MacDonald, P.E., History and 

Heritage Vice-Chairman 

ASME History and Heritage Committee 

R. Michael Hunt, P.E., History and Heritage Chair 

Robert M. Vogel, Secretary 

John K. Brown 

William DeFotis 

Paul J. Torpey, Past President 

Diane Kaylor 

Maria Stennos, Staff Liaison

Acknowledgements 

ASME thanks all those who have contributed to the designation of the Hughes Glomar Explorer. Special 

thanks to Keith Thayer, past president of ASME 1997-1998, for nominating this landmark and Sherman 

Wetmore and Bruce Watson and the Staff of GlobalSantaFe.

PLAQUE 

HUGHES GLOMAR EXPLORER 

1972 

THE HUGHES GLOMAR EXPLORER WAS BUILT FOR A COVERT U.S. 

GOVERNMENT PROJECT THAT RETRIEVED PART OF A SUNKEN SOVIET 

SUBMARINE FROM THE PACIFIC OCEAN IN 1974. IT WAS BUILT AROUND 

AN INTEGRATED MECHANICAL SYSTEM DESIGNED FOR THE DAUNTING 

PURPOSE OF RAISING A 2,000-TON OBJECT 17,000 FEET FROM THE 

OCEAN FLOOR. KEYS TO ITS SUCCESS WERE AN INNOVATIVE CLAW 

MECHANISM, A GIMBALED MOUNT TO STABILIZE THE PIPE STRING AND 

A DYNAMIC POSITIONING SYSTEM THAT MAINTAINED THE VESSEL’S 

LOCATION THROUGHOUT THE RECOVERY OPERATION. 

CONVERTED FOR DEEPWATER DRILLING IN 1998, ITS STABILIZING AND 

POSITIONING CONCEPTS BECAME A MODEL FOR SUBSEQUENT 

DRILLING RIGS. 

AMERICAN SOCIETY OF MECHANICAL ENGINEERS 2006

HUGHES GLOMAR EXPLORER - Historic Naval Ships Visitors Guide

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