USS Triton (SSRN-586) - Construction History

Construction History

The U.S. Navy ordered a "large radar picket using the advanced two-reactor system," designated SCB 132, in October 1955 under the U.S. Department of Defense appropriation for Fiscal Year 1956. The U.S. Navy's 1956 shipbuilding program was significant because it included authorized for the construction of eight submarines, the largest such order since World War II. This FY-56 program included five nuclear-powered submarines – Triton, the guided missile submarine Halibut, the lead ship for the Skipjack class, and the final two Skate-class attack submarines, Sargo and Seadragon. It also included the three diesel-electric Barbel class, the last diesel-electric submarines to be built by the U.S. Navy.

Triton's keel was laid down on 29 May 1956 in Groton, Connecticut, by the Electric Boat Division of the General Dynamics Corporation. Her length presented Electric Boat with many problems during her construction. She was so long her bow obstructed the slipway's railway facility, used for transporting material around the yard, Consequently, the lower half of her bow was cut away to facilitate yard operations, and the bow was re-attached just days prior to her launch. Similarly, the last 50 feet (15 m) of her stern was built on an adjoining slip and attached to the rest of the hull before Triton's launch. Her sail was found to be too high to go under the scaffolding, so the top 12 feet (3.7 m) was cut away and re-attached later.

Even before her launch, there was considerable discussion of Triton's role beyond her radar picket mission. An internal Navy memorandum set forth four options for the submarine's extended use. These included configuration to serve as a command ship (SSCN) for a fleet or force commander, an advanced sonar scout for the fleet, a Regulus missile submarine (SSGN), or a minelaying submarine. However, with the exception of the command ship option, all of these proposed configurations required extensive modification to her original design. Another potential mission was as an underwater tug, able to rescue disabled submarines under the Arctic ice pack. Triton's first commanding officer, Captain Edward L. Beach, requested plans be drawn up for this modification, which he characterized as "easy and inexpensive". Although there was consideration for a deployment to Arctic waters, there is no evidence that Triton was ever employed as an underwater tug.

Triton was launched on 19 August 1958, with Louise Willis, the wife of Vice Admiral John Wills USN (ret.), as her sponsor. The principal address was delivered by Admiral Jerauld Wright, the Commander-in-Chief of the U.S. Atlantic Command, the Commander-in-Chief of the U.S. Atlantic Fleet and Supreme Allied Commander Atlantic for NATO. Over 35,000 guests attended, the largest crowd to witness a submarine launching up to that time.

On 1 February 1959, Triton was provisionally accepted for service in the U.S. Navy, with Captain Beach, the Prospective Commanding Officer (PCO), now designated as Officer-in-Charge. Triton met several key milestones before her commissioning. On 8 February 1959, reactor No. 2 achieved initial criticality, while reactor No 1 achieved this milestone on 3 April 1959.

Two shipboard accidents occurred during Triton's post-launch fitting-out. On 2 October 1958, prior to the nuclear reactor fuel being installed, a steam valve failed during testing, causing a large cloud of steam that filled the number two reactor compartment, and on 7 April 1959, a fire broke out during the testing of a deep-fat fryer and spread from the galley into the ventilation lines of the crew's mess. Both incidents, neither nuclear related, were quickly handled by ship personnel, with Lt. Commander Leslie B. Kelly, the prospective chief engineering officer, being awarded the Navy and Marine Corps Medal for his quick action during the 2 October incident.

Triton began her sea trials on 27 September 1959. Over the next five days, the ship's systems and equipment were thoroughly tested under the overall direction of Hyman G. Rickover of the Bureau of Ships' Naval Reactors branch and Captain A. C. Smith, the Supervisor of Shipbuilding at Electric Boat. Triton generated 45,000 horsepower (34,000 kW) on sea trials, reaching her design surface speed of 27 knots (50 km/h; 31 mph), and achieved a surface speed well in excess of 30 knots (56 km/h; 35 mph). Triton subsequently executed a four-hour, full-power submerged run and a crash-back maneuver. The only significant problem encountered during her initial sea trials was the overheating of the lubricating oil system for the starboard propshaft spring bearing. At the recommendation of Admiral Rickover, a hose was rigged to spray the bearing housing with a steady stream of sea water to keep the shaft cool, as well as a special watch set to monitor the temperature of the lube oil.

Triton began her preliminary acceptance trials (PAT) on 20 September 1959. These trials were conducted under the supervision of Rear Admiral Francis Douglas McCorkle of the U.S. Navy's Board of Inspection and Survey (INSURV). After three days of at-sea tests, Triton was passed by the INSURV as being ready to enter service as a U.S. naval vessel.