CHAPTER IV, SECTION 2 at low water springs. Charts of the dragged area were distributed to interested parties at the Proving Ground and the data were forwarded to the Hydrographic Office in Washington D.C. The wire drag assembly and marker buoys were made and tested at Elmer. Figure 4-13. Tug Approaching Tanker Arrangements could thereby be effected prior to the arrival of the craft at destination for the services of stevedores, heavy equipment operators, boat trouble-shooters, and others. In this way, the length of time the craft remained at the landing was reduced. The cargo and passengers carried each month of Operation REDWING are shown in Table 4-8. Boat channels leading to the various sites in Eniwetok and Bikini Atolls were well established during previous Operations. As early as practicable all entry channels were checked, and some blasting was found necessary. All channel buoys were checked, overhauled, and replaced if necessary. Empty 50-gallon fuel drums, being both satisfactory and economical, were used for marker buoys. Lighted range markers were installed at those sites where night entry by boats was required. Entry to a numberof sites had to be arranged in accordance with tidal conditions. These conditions are shown in Chart 4-8 for Enivetok Atoll and in Chart 4-9 for Bikini Atoll. Approximately 200 small craft mooring buoys were lifted, overhauled, and replanted. Experience during previous Operations at the Proving Ground indicated that such work was required every 18 to 24 months. In Eniwetok Atoll, this work was accomplished by the Marine Riggers using the self-propelled pontoon barge (sea mule) fitted with an “A” frame. In Bikini Atoll, the work had to be accomplished by using a crane placed in an LCU. Through the use of a high safety factor in the mooring gear and constant surveillance of all tackle in use, no craft were lost or damaged because of mooring failure. Overhaul of large buoys for ocean-going vessels and the inspection and overhaul of buoys that mark large ship channels were performed by U.S. Coast Guard or Naval vessels. Six 585-ton barges were outfitted at Elmer for use as Scientific Stations 10 through 15. Five of the barges were moved to and moored in Bikini Atoll; one of these was returned and moored in Eniwetok Atoll. The sixth barge was also moored in Eniwetok Atoll. In addition, four smaller barges were constructed and moored in predetermined positions in Bikini Atoll: two for use with Station 13, and two for use with Station 11. The responsibility for the move- ment and mooring of these scientific barges always rested with the Contractor except wher the barges were within an LSD for interatol movement. As the mooring scheme used in the CASTLE Operation proved effective in maintaining the barge within the allowed toleranc in movement, the scheme was used again : REDWING. Water areas of the off-atolls were not well charted; information on the condition of beaches for use by LST or small craft was particularly lacking. Therefore, a reconnaissance was made of each site to gather information with respect to the use of the beaches by boats. Lack of time and transportation held the surveys to a minimum. However, sufficient data were obtained to permit subsequent landings without much difficulty, although minor hull damage was sustained by several of the craft used. As a result of the sinking of a Navy-operated PBM plane in Lele Harbor, Kusaie Island, a hydrographic survey was uested in order to establish a safe seaplane landing area. A fairway was wire-dragged to a depth of eleven feet - =. Figure 4-14. Personnel Boat