## 1 Introduction  
The recent Nairobi Wreck Removal Convention update by the International Maritime Organization (IMO) acknowledges frequent shipweck incidents at sea. These incidentslead to challenges, including coastal environmental contamination, waterway blockages, and endangerment of crew members' lives. The IMO collaborates closely with international organizations, such as the International Salvage Union (ISU), United Nations Environment Program (UNEP), and Coastal States to address these issues. They aim to enhance methods and tools for safely recovering sunken vessels, which will benefit coastal communities and marine ecosystems. The global count of shipwcks is estimated to exceed 10,000, with significant economic and ecological impacts on marine and coastal ecosystems [1; 2; 3]. Various factors, such as adverse sea conditions and human error, can cause ship sinking. Notable historical incidents, such as the \"Titanic\", \"William Gustloff\", and \"Dunabaz\" sinkings, as well as recent events, such as the \"Costa Concordia\" and \"Sewol\" sinkings, have led to considerable financial losses and societal consequences. These events are particularly concerning owing to the potential presence of oil, ammunition, and chemicals in sunken vessels, which harms marine life [4; 5]. Swiftly addressing shipwcks is crucial to protect the aquatic environment and prevent the release of harmful substances from affecting human health [6; 7]. Additionally, salvaging parts of shipwcks can hold military significance, leading to political complexities and making their retrieval important [8]. Before designing a salvage operation, engineers must choose a shipwck retrieval method, identify key physical quantities for study, and consider other relevant factors. Common salvage methods include buoyancy lifting, tidal lifting, and mechanical means for elevation [9]. Mechanical lifting is frequently employed, involving lifting cables and barges to gradually raise the shipwck from the seabed. As the shipwck's weight increases, a reliable lifting solution becomes crucial, often using double barges on the water's surface [10]. The subaqueous net weight of the shipwck examined in this study exceeds 10,000 tons. Hence, the above hoisting scheme is embraced. Similar to recovering a sunken ship, existing research focuses on sea-based lifting operations [11; 12; 13; 14], which offer valuable points of reference. Using computational fluid dynamics (CFD) theory and conducting experiments, [PERSON] et al. [15] investigated the coupled motion responses of a floating crane vessel and lifted subsea manifold during deep-water installation operations. They thoroughly analyzed the ships' kinematic characteristics and assessed the dynamic tension of the hoisting wire under various wave conditions. [PERSON] et al. [16] highlighted the impact of waves on the motion dynamics of offshore crane vessels. Employing OrcaFlex software v. 10.0, which relies on potential flow theory, they constructed a model of an offshore crane vessel. Subsequently, they solved the system's dynamic response by considering the influence of waves and optimized the hoisting operation design. Drawing upon CFD theory, [PERSON] et al. [17] developed a systematic process to design and evaluate the performance of an offshore platform (FPSO; Floating, Production, Storage, and Offloading) crane. [PERSON] et al. [18] devised a crane vessel-three-bucket jacket-foundation coupling hoisting system to simulate its kinematic response. They obtained the hydrodynamic characteristics of the crane vessel, the motion response of the coupling hoisting system, and variations in cable tension under different configurations and wave directions. [PERSON] et al. [19] formulated the dynamic equation of a boom using the Lagrangian equation, solved the system's dynamic response through a numerical model, and analyzed the boom's stability and dynamic characteristics when performing lifting operations. [PERSON] et al.