ADDENDUM 



The first proof print of this book was made in November 1974. Since then, the changes in vehicle 

 characteristics/components/instruments and their owners have been substantial. Probably the easiest 

 place to begin is with the purely mechanical corrections; these are: 



Page 399 — Contronex should read Controlex. 



Page 399— PC-1 4 has been redesignated DI APHIS, not TECHDIVER. 



Page 615 and Fig. 12.31 — Pelican Hook should read Standard Lift Hook. 



Now, owing to the tremendous impact of offshore oil, i.e., the North Sea, on submersible 

 employment and a subsequent gain of knowledge on the author's part, the following corrections and 

 comments are presented in order to provide a semblance of currency to the topic. The most logical 

 approach would seem to be chronologically chapter-by-chapter; this method will be followed. 



Contemporary Si(b)ners>ble Development — I am indebted to Mr. Motoyoshi Hori of the Japanese 

 Marine Science and Technology Center (JAMSTEC), Yokosuka for supplying me information regarding 

 a 4-man submersible built at Taiwan in 1929 by Mr. Ichimatsu Nishimura. Mr. Nishimura was both 

 designer and funder of this submersible and a follow-on vehicle in 1935. The vehicles were equipped 

 with glass viewports and were built solely for fisheries research and undersea construction. The second 

 was used in search of the H.I.J.M. Submarine 1-63 which sunk in a 1939 collision in the Bungo Suido. 

 While strong currents inhibited the vehicle's effectiveness, the Imperial Japanese Navy recognized the 

 potential of these crafts and had two identical vehicles built for salvage-type operations, one of the 

 most noteworthy tasks being the search and investigation of the sunken battleship MUTSU near Kure 

 in 1943. According to Mr. Hori, these boats are quite distinct from the midget attack submarines of the 

 Imperial Japanese Navy and were intended for fishing and salvage purposes only. Briefly, the 

 characteristics of the third and fourth submersibles were: 



Length: 12.8m 



Beam: 1.85m 



Draft: 1.80m 



Displ.: 20 tons 



Operating Depth: 200m 



Power Source: Lead-acid batteries 



Propulsion: 2 ea. 16 hp DC motors 



From the point of view of modern deep submergence, I believe Mr. Nishimura's 1929 vehicles to be 

 the first contemporary civilian submersible. 



Manned Submersibles 19Jf8-197Jf. Little would be gained by again reiterating the changes that have 

 and are taking place on individual vehicles and the field at large. Table 4.1 is as up to date as the 

 publisher will tolerate revisions. Still, some comments are in order to make this Table more accurate. 



ARCHIMEDE — No longer operational; retired. 



DEEP DIVER— No longer at Ft. Pierce, Fla. 



DEEPSTAR 2000— Sold to GO International, Marseilles, France. 



DEEPVIEW — Being refitted with a plastic bow dome. 



DOWB — Being refitted with a plastic bow dome. 



DSRV 1 & 2 — Classed as operational. 



G«/FFOAf— Operational. 



MERMAID ////—Refitted with plastic bow dome. 



Pressure Hulls and Exostructures — Not mentioned as an active pressure hull material was fiber 

 reinforced plastic which constituted the entire pressure hull, ballast tanks and conning towers of the 

 SEA EXPLORER of Sea Line, Inc. A consistent trend in virtually all newly built vehicles is the 

 inclusion of a plastic bow dome in lieu of separate viewports. Many of the older vehicles, as noted 

 above, have been or are being refitted with bow domes. 



Life Suppori— Since the advent of PISCES III and the JOHNSON-SEA-LINK incidents, the life 

 support endurance on a great number of vehicles has increased by orders of magnitude. Vickers 

 Oceanics, Ltd. state at least 7 days/man; Northern Offshore, Ltd. 5 days/man; others have followed suit 



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