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The Russell carried a tethered buoy inside a large housing attached to the hull just aft of the sail. We all
affectionately called this structure the "Russell Bustle." It gave our boat a distinctive silhouette well
known, I'm sure, to the then Soviet Navy just as well as it was recognized by our own fleet. The Bustle, of
course did not come as "standard equipment" when she was built. Being attached to Submarine
Development Squadron 12, New London, Ct., we got to be the first to try out new and innovative
equipment for the Navy. This floating antenna was one such new device.
After some dry-dock work involving new on board equipment and hull penetrations, the Bustle, with its
clam-shell doors, was ready to be installed in August, 1977. This evolution probably cost the Navy quite a
bit in dollars, but it also almost cost the lives of three civilian riggers.
I was off duty that day and had just gone below to retrieve some personal items from the Electronic
Equipment Space in the aft, port corner of the torpedo room. It was a quiet day on board, what with all of
the work being done topside. As I was in the EES, all I could hear was the steady 400-cycle whine of the
Mk-19 Gyro's static inverter. All of the sudden there was a rather loud but muffled THUD and the whole
boat shuddered. Before I could say out loud, "What the h...", the topside watch announced over the 1MC,
"Man overboard, port side!" I immediately began heading for the weapons loading hatch, giving way to the
duty section who were quickly and efficiently responding to the call for help. When I made it topside, I was
met with a sight I will never forget.
The piers at the Sub Base were constructed so that the concrete ledges down both sides rose in places to
about chest high to provide a cover to protect service connections such as electrical, telephone, water,
etc. from the elements. It just so happened that one of the riggers was standing between the truck and
one of these elevated areas when the truck began to tip. He apparently tried to duck for cover but became
trapped between the bed of the truck and the concrete. The truck had pinned him by the neck! Once he
realized he was bleeding profusely, he began to scream that he was dying. Panic and shock was setting in
quickly for this gentleman.
The crane operator, who had the turret rotated 90 degrees to the center line of the truck, also
encountered the raised portion of the concrete. The small, one person operator's cab crashed into the
concrete, caving the instrument panel, levers and all, into the man's legs. He too was pinned in just above
the knees. In excruciating pain, he tried to support himself with his arms as the truck came to rest at about
a 60 degree angle. Everyone who came topside immediately saw the gravity of the situation, and it didn't
take long for everyone to realize things could get a lot worse at any time.
Running down the length of the sub just off center line was a track to which persons would attach their
safety harness. This gave them freedom to move about while walking on the round surface of the hull. This
track extended ever so slightly above the surface of the deck. The tip of the crane's extended boom hit
the hull of the sub and proceeded to slide across the deck to port as the truck tipped. The boom came to
rest hard up against the safety track and brought the motion of the truck to a stop. It was the securely tied
mooring lines on the starboard side of the ship that prevented the boat from being forced away from the
pier.
When the professionals arrived, they were able to shore up the under carriage of the truck with large
timbers to prevent it from slamming down on its wheels when the cable was cut to free the crane from the
weight of the Bustle. Using large hydraulic jacks the truck was gently lowered enough to allow the injured
men to be freed and taken to the hospital. The truck was removed and a large floating crane was used to
retrieve the Bustle from the mud. It was later installed without incident and became a permanent part of
the Russell.
About a month later I saw another rigger from the same crew as the injured men. I asked how the two were
doing. He said the one with the injured neck was released from the hospital after only a few days and was
fine. The crane operator was at home by this time. Though not fully walking yet, he was expected to make a
full recovery. It was good news indeed.
I stayed on-board the Russell for another three and a half years and could never take the Bustle for
granted, having experienced first hand what it took for it to become a part of our boat. ~ The End ~
Jim "Willie" Williams
Ex IC1(SS)
USS Richard B. Russell (SSN-687)
8/76 - 2/81
A FIRST HAND ACCOUNT
affectionately called this structure the "Russell Bustle." It gave our boat a distinctive silhouette well
known, I'm sure, to the then Soviet Navy just as well as it was recognized by our own fleet. The Bustle, of
course did not come as "standard equipment" when she was built. Being attached to Submarine
Development Squadron 12, New London, Ct., we got to be the first to try out new and innovative
equipment for the Navy. This floating antenna was one such new device.
After some dry-dock work involving new on board equipment and hull penetrations, the Bustle, with its
clam-shell doors, was ready to be installed in August, 1977. This evolution probably cost the Navy quite a
bit in dollars, but it also almost cost the lives of three civilian riggers.
I was off duty that day and had just gone below to retrieve some personal items from the Electronic
Equipment Space in the aft, port corner of the torpedo room. It was a quiet day on board, what with all of
the work being done topside. As I was in the EES, all I could hear was the steady 400-cycle whine of the
Mk-19 Gyro's static inverter. All of the sudden there was a rather loud but muffled THUD and the whole
boat shuddered. Before I could say out loud, "What the h...", the topside watch announced over the 1MC,
"Man overboard, port side!" I immediately began heading for the weapons loading hatch, giving way to the
duty section who were quickly and efficiently responding to the call for help. When I made it topside, I was
met with a sight I will never forget.
The piers at the Sub Base were constructed so that the concrete ledges down both sides rose in places to
about chest high to provide a cover to protect service connections such as electrical, telephone, water,
etc. from the elements. It just so happened that one of the riggers was standing between the truck and
one of these elevated areas when the truck began to tip. He apparently tried to duck for cover but became
trapped between the bed of the truck and the concrete. The truck had pinned him by the neck! Once he
realized he was bleeding profusely, he began to scream that he was dying. Panic and shock was setting in
quickly for this gentleman.
The crane operator, who had the turret rotated 90 degrees to the center line of the truck, also
encountered the raised portion of the concrete. The small, one person operator's cab crashed into the
concrete, caving the instrument panel, levers and all, into the man's legs. He too was pinned in just above
the knees. In excruciating pain, he tried to support himself with his arms as the truck came to rest at about
a 60 degree angle. Everyone who came topside immediately saw the gravity of the situation, and it didn't
take long for everyone to realize things could get a lot worse at any time.
Running down the length of the sub just off center line was a track to which persons would attach their
safety harness. This gave them freedom to move about while walking on the round surface of the hull. This
track extended ever so slightly above the surface of the deck. The tip of the crane's extended boom hit
the hull of the sub and proceeded to slide across the deck to port as the truck tipped. The boom came to
rest hard up against the safety track and brought the motion of the truck to a stop. It was the securely tied
mooring lines on the starboard side of the ship that prevented the boat from being forced away from the
pier.
When the professionals arrived, they were able to shore up the under carriage of the truck with large
timbers to prevent it from slamming down on its wheels when the cable was cut to free the crane from the
weight of the Bustle. Using large hydraulic jacks the truck was gently lowered enough to allow the injured
men to be freed and taken to the hospital. The truck was removed and a large floating crane was used to
retrieve the Bustle from the mud. It was later installed without incident and became a permanent part of
the Russell.
About a month later I saw another rigger from the same crew as the injured men. I asked how the two were
doing. He said the one with the injured neck was released from the hospital after only a few days and was
fine. The crane operator was at home by this time. Though not fully walking yet, he was expected to make a
full recovery. It was good news indeed.
I stayed on-board the Russell for another three and a half years and could never take the Bustle for
granted, having experienced first hand what it took for it to become a part of our boat. ~ The End ~
Jim "Willie" Williams
Ex IC1(SS)
USS Richard B. Russell (SSN-687)
8/76 - 2/81
A FIRST HAND ACCOUNT
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