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The structure and present-day dynamics of the Alps interms of geodesy and gravimetry are discusssed. A strong correlation of precise leveling and isostatic gravity along the central Alpine chain, especially in Canton Graubunden, East Switzerland are shown. It is assumed that the uplift is partly controlled by isostatic rebound effects. Field observations indicate that these phenomena are still active in the Alps. The study of the uplift processes by applying a number of geodetic and gravimetric measuring techniques, such as the determination of nonperiodic secular variations of gravity, of the deflections of the vertical and tilt changes monitored by hydrostatic leveling is proposed.

Preliminary results of the traverse gravimeter experiment successfully performed during the Apollo 17 mission are discussed. An earth-moon gravity tie was established. On the basis of several readings, a gravity value of 162,695 + or - 5 mgal was obtained at the lunar-module landing site in the Taurus-Littrow valley. Free-air and Bouguer corrections were applied to the gravity data. The resultant Bouguer anomaly, analyzed with a two-dimensional approximation, shows a relative gravity maximum of about 25 to 30 mgal over the Taurus-Littrow valley. This maximum is interpreted in terms of a 1-km-thick block of basalt flow with a positive density contrast of 0.8 g/cu cm relative to the highland material on either side.

A new set of 1 deg x 1 deg mean free air anomalies was used to construct a gravimetric geoid by Stokes' formula for the Indian Ocean. Utilizing such 1 deg x 1 deg geoid comparisons were made with GEOS-3 radar altimeter estimates of geoid height. Most commonly there were constant offsets and long wavelength discrepancies between the two data sets; there were many probable causes including radial orbit error, scale errors in the geoid, or bias errors in altitude determination. Across the Aleutian Trench the 1 deg x 1 deg gravimetric geoids did not measure the entire depth of the geoid anomaly due to averaging over 1 deg squares and subsequent aliasing of the data. After adjustment of GEOS-3 data to eliminate long wavelength discrepancies, agreement between the altimeter geoid and gravimetric geoid was between 1.7 and 2.7 meters in rms errors. For purposes of geological interpretation, techniques were developed to directly compute the geoid anomaly over models of density within the Earth. In observing the results from satellite altimetry it was possible to identify geoid anomalies over different geologic features in the ocean. Examples and significant results are reported.

A new set of 1 x 1 deg mean free-air anomalies in the Indian Ocean is determined on the basis of previously published free-air anomaly maps (Talwani and Kahle, 1975) and the most recent Lamont surface ship gravity measurements. The data are then used to compute a (total) 1 x 1 deg gravimetric Indian Ocean geoid. The computation is carried out by combining the Goddard Space Flight Center (GSFC) GEM-6 geoid and a difference geoid that corresponds to the differences between the set of 1 x 1 deg surface gravity values and the GEM-6 gravity anomalies. The difference geoid is highest over the Madagascar Ridge (+20 m) and lowest over the Timor Trough (-30 m). The total geoid is compared with GEOS-3 radar altimeter-derived geoid profiles, and geophysical implications are discussed.

The primary goal of the traverse gravimeter experiment (TGE) was to make relative gravity measurements at a number of sites in the Apollo 17 landing area and to use these measurements to obtain information about the geological substructure. A secondary goal was to obtain the value of the gravity at the landing site relative to an accurately known value on earth. Both these goals were successfully achieved by the experiment. A gravity tie has been obtained between the Taurus-Littrow landing site and the earth with an estimated accuracy of approximately 5 mgal. Relative gravity measurements that can be used to infer the substructure of the area have been obtained at stations visited during each period of extravehicular activity (EVA).