This is the weight of a specially developed submarine rescue package for trapped submariners. Should a disaster strike as it did the Kursk, the world won\u2019t simply be reduced to watching helplessly.<\/p>\n
\u201cIf we had this package then, the Kursk<\/i>\u2019s crew could have, would have, been saved\u201d, said Leifmar Andreassen of Remoy Management, the company which has helped to develop and manage the craft for the Norwegian coastguard service.<\/p>\n
However, Mr Andreassen explained to MJ<\/i> that the vessels are not all about emergencies although they do have to respond quickly if need be.<\/p>\n
Built by Kleven in Norway, the 93m craft utilises lower power Mitsubishi LNG units for the slow speed manoeuvring that takes up a large proportion of the coastguard\u2019s time. It\u2019s a very efficient application, which keeps down both fuel consumption and the environmental footprint considerably with 12 knots using just 16 m3 of LNG per day. However, to give it the power necessary for high speed response, and especially should there be a call for a submarine rescue, the vessels have a higher power Rolls-Royce diesel unit.<\/p>\n
However, it is the 200 m3 cargo hold and the 440 m2 cargo deck area that is built to take the high load stresses which is of special relevance to the submarine rescue package. This is kept in Faslane on the Clyde, and can be mobilised quickly. It is flown to the nearest airport where it will rendezvous with its designated carrying craft and the whole package aims to be at the endangered submarine\u2019s side within 72 hours although recent trials have pointed to possibly shortened times. The skipper of the Bergen Truels Hovde told MJ that in training, given two shifts, the vessel should be ready in 24 hours and ready to get to the site.<\/p>\n
The rescue package itself, which has been kept in readiness for the last couple of years, is owned jointly by France, Norway and the UK. It consists of a new free swimming submersible vehicle with its own portable A-frame lift and recovery system. It also has an intervention system for survey and rescue preparation, which includes a \u2018lock on\u2019 device that seals itself against the submarine\u2019s hatch.<\/p>\n
There is a pressured transfer facility to help safely decompress personnel coming up from the deep. The rescue submarine has a crew of two pilots and an attendant and can rescue 15 people at a time, with an eye to a four hourly transfer.<\/p>\n
The rescue package can effect rescues from depths of 40m to 610m, and can cope with 60\u00b0 inclines. It also has the ability to remain effective with internal pressures as high as 6 bar. The vessel itself is designed to operate at rough sea conditions in 5m waves and will be able to remain on station in 10m high seas.<\/p>\n","protected":false},"excerpt":{"rendered":"
The \u2018KV Barentshav\u2019, \u2018Bergen\u2019 and \u2018Sortland\u2019 coastguard vessels have a large deck area designed to take a very particular 300 tonne load that, hopefully, won\u2019t be needed too often.<\/p>\n","protected":false},"author":8,"featured_media":2233,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[8],"tags":[],"sponsor":[],"class_list":["post-2232","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-accessories-equipment"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts\/2232","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/comments?post=2232"}],"version-history":[{"count":1,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts\/2232\/revisions"}],"predecessor-version":[{"id":2234,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts\/2232\/revisions\/2234"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/media\/2233"}],"wp:attachment":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/media?parent=2232"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/categories?post=2232"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/tags?post=2232"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/sponsor?post=2232"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}