10 76-242/06 



InterSub is another very active operator in 

 the North Sea. InterSub 's. Perry-built PC 

 1202, is illustrated in Figure 12 as a cut- 

 away drawing to show its inner layout plan. 

 Figure 13 shows their proven method of stern 

 launch and retrieval, using a rugged "A" 

 frame arrangement. 



The handling system for MOMA, COMEX's 

 vehicle, is a special crane arrangement, 

 illustrated in Figure 14. HYCO Subsea's 

 vehicle handling system, using a rugged "A" 

 frame arrangement is illustrated in Figure 

 15. HYCO also uses a 97-foot self-powered 

 barge with a floodable stem ramp as a 

 relatively stable platform to launch and 

 retrieve their PISCES vehicles. HYCO claims 

 the deepest dive for commercial work, using 

 the PISCES V at 4800 feet off Sable Island, 

 near Nova Scotia during the fall of 1974, 

 in support of laying a Canadian trans- 

 Atlantic telephone cable. 



In the United States, the Johnson-Sea-Link 

 vehicle has a simple, effective handling 

 system illustrated in Figure 16, and the 

 retrieval procedure is as follows: The 

 diver attaches the line by simply inserting 

 a novel drop-lock into the lifting fixture; 

 the vehicle is towed toward the ship; as the 

 line is winched into the crane, the quick 

 acting, articulated crane raises the vehicle 

 at about the same time a wave lifts the 

 vehicle; the vehicle is hoisted out of the 

 water and placed on the afterdeck. A 

 strong-back type antisway bar is used to 

 prevent the hoisted vehicle from swaying. 



The ALVIN system continues to effectively 

 use their proven elevator launch and re- 

 trieval arrangement used on the catamaran 

 support shift LULU, for over 600 dives. 

 Another novel handling system still being 

 used after 500 dives, is Deepwater Explor- 

 ation Ltd's, Launch-Retrieval Transport 

 (LRT) , Figure 17, shown serving as a plat- 

 form for the STAR II. This approach 

 involves transporting STAR II on-board the 

 LRT to the site; ballasting the system for 

 complete submergence, and then, at a prede- 

 termined depth, divers release the vehicle 

 from the LRT for a smooth take-off.. Under- 

 water launch and retrieval minimize the 

 problems of the air-sea interface. However, 

 operations in heavy seas with an LRT-type 

 platform that must be towed to the site, 

 creates other problems. A submerged launch 

 and retrieval system, using a submarine as a 

 support ship, is being developed by Sweden's 

 Kockums, to handle their URF-type vehicle. 



The major vehicle operating problem is still 

 its handling during launch and retrieval in 

 heavy seas. However, several good approach- 

 es have been noted herein. 



Classification of Vehicles and Safety 



An important consideration in vehicle devel- 

 opment, ownership, and operation is having 

 the vehicle system designed, built and 

 tested in accordance with a classification 

 code. This provides an added degree of con- 

 fidence regarding performance and person- 

 nel safety; and insurance companies often 

 consider this as one of the criteria in 

 establishing underwriting coverage. There 

 are nine classification organizations world- 

 wide: 



* American Bureau of Shipping 

 Bureau Veritas 



* Det Norske Veritas 



* Germanischer Lloyd 



* Lloyd's Register of Shipping 

 Nippon Kaiji Kyokai 

 Polish Register of Shipping 

 Registro Italiano Navale 

 USSR Register of Shipping 



* Vehicle classification data were 

 tabulated fc 



or comparison in last 

 rt.(l> 



year s repo 



This tabulation revealed slight variations 

 between each agency, and a number of items 

 are listed as guidelines and not require- 

 ments. The classification process in most 

 agencies relies on design review and obser- 

 vation of tests by an inspector. As stated 

 previously, ^^ it is the author's opinion 

 that some standardization between the classi- 

 fication agencies would be desirable, 

 especially in some basic areas pertaining to 

 emergencies, search and rescue. For example 

 in the event of disablement on the bottom, 

 it would be desirable to provide the crew 

 with a minimum number of hours of life- 

 support per man, e.g. ,72 hours, under normal 

 operating conditions ; and some greater num- 

 ber based on distance offshore, depth, 

 expected sea state, and weather conditions. 

 In order to communicate and signal location 

 during disablement, it is desirable to 

 standardize on frequencies for underwater 

 telephones and emergency acoustic beacons. 

 Although ones own support ship can probably 

 make contact, other rescue forces brought 



