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    Full ahead:


    The FRC following for safety:


    Turning to stay within Shipyard's jurisdiction:


    "Heavy seas":

    Created by the boat and FRC.

    A bit low on the bow due to position of water weight inside:


    Testing the sprinkler system:


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      Returning to re-connect hooks:

      A little help from the FRC comes in handy.

      Hooked up and raised slightly:


      The Coxswain appearing from the hatch:


      Getting onto the FRC:




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        Last to leave close the hatch:


        Back in place. Gently being lowered onto the escape shute lock:


        ​End of test and end of report from DSV Skandi Singapore

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          thank you,a very detailed report
          best regards Thijs

          Comment


            Many thanks for the detailed report. I always get the feeling of being so unique close to the operations on board when watching your pictures and reading the informative texts. I didn't know that there are specialized life boats for divers, interesting.

            Comment


            • ombugge
              ombugge commented
              Editing a comment
              They are standard equipment on DSVs, where the de-compression chamber(s) are permanent and built-in.
              In case of portable diving spreads, portable Hyperbaric Evacuation Units (HEU) are used. These are self-buoyant and can be launched if the vessel they are installed on has to be evacuated. (Or will float up, if the vessel sinks)
              I think I have shown picture of a HEU somewhere on CVF earlier, but cannot remember where. (Will post, if found)

              The problem with all such system is that, in multiple chamber systems, divers may be in saturation at different pressure while the HEU is a single chamber. Going from a chamber at high pressure into one at lower pressure can result in the divers getting "the bends", or in worst case, collapsed lungs.

              How is this problem solved? All chambers are brought to the highest pressure, as is the HEU. The hatches between the chambers, the TUP and the HEU can now be opened and all the divers can move to the HEU. Decompression schedule will be based on the requirement of the/those diver(s) that has been in saturation the deepest, or longest.

              Accidents where divers have been in saturation and gone down with the sinking barge/ship has happened, the latest one as late as in 2011 off Iran: http://www.dnaindia.com/india/report...-coast-1602719

              The sinking of DB 29 in a typhoon off China in 1991 is maybe better known. 4 divers were decompressing in the chamber on deck when the barge capsized and sunk. No evacuation system was available and they went down to 220 ft. WD with the barge. All attempts to get them out failed: http://articles.latimes.com/1991-08-...09_1_hong-kong

              PS> I was Marine Adviser on board DB 29 a few months earlier, while she was laying pipe off Sarawak, East Malaysia.

            Found it!!
            This is the portable diving spread on the DLB "Aziz" as seen on 14. June, 2011:




            The Hyperbaric Evacuation Unit (HEU):


            Instructions to anybody that recover the HEU:


            It even have Towing Bridle and Lifting Slings installed to aid in recovery:

            The diving bell and gantry at center.

            Here is a even simpler HEU installed on the Allied Conquest:

            Comment


              Fascinating posts Ombugge - so many combinations of scenarios to plan for and test.
              Cheers,

              Mark.

              www.pologlover.co.uk

              Comment


                Here is an article in Maasmond Newsclippings today about the subject of Lifeboat drill and safety:
                Lifeboat drill safety Lifeboat drills have presented and continue to present challenges and risks, which need to be understood and appropriately managed. Regrettably seafarers continue to face the risk of injury and fatality as a consequence of problems arising from lifeboat release mechanisms and drills. The ATSB report 37-MO-2014-002 details a situation where a free fall lifeboat was inadvertently released during a routine inspection. A crewman was seriously injured during this incident. The preliminary ATSB report considers that the release mechanism was “not fully and correctly reset after it was last exercised”. This lead to the crewman releasing the lifeboat unintentionally and furthermore two simulation wires were found to fail below their safe working load. The ATSB investigation in to this matter continues, but it is important for vessels to continue to pay close attention to lifeboat drill safety ensuring that: lifeboat release mechanisms are properly checked and maintained crew have been trained in and understand the operation of the mechanism on the vessel they are serving on any maintenance or activity in relation to the lifeboat and its mechanism is undertaken in conformity with SOLAS and the vessel’s SMS having a working model of the lifeboat system on board, which crew can use for training purposes If any concerns arise with respect to the safety of any planned maintenance or drill, it will be prudent to stop and take stock of the situation rather than to proceed in circumstances where the continued safety of the activity can no longer be assured. Loss prevention materials The Association has previously advised members with respect to safety and lifeboat drills. Further, the Association has published a book on lifeboat release hooks, which can be obtained at Witherby Seamanship. Source: Skuld

                Comment


                  Here is some details from the building of SX 121 design Island Constructor at Ulstein: http://gcaptain.com/building-ulstein...d-constructor/

                  If the Video don't want to play, here is link to pictures from the yard: http://gcaptain.com/island-performer...-verft-images/

                  Comment


                    It's been a while since the last time I posted own pictures with details of a ship.
                    Here is a presentation of the HLV Hua Hai Long, belonging to Guangzhou Salvage but commercially operated by COSCO Shipping Ltd.
                    Here is specs for the vessel: http://www.coscoht.com/documents/2013HuaHaiLong.pdf

                    Here she is at Jurong West Anchorage, Singapore, 29. Jan. 2015:




                    The Bridge is very spacious and airy:




                    Fwrd. controls:










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                      Aft maneuver position:


                      Engine Control & Alarm Panel:


                      Winch Control Panel:


                      Ballast Control Panel:


                      Chart Table:

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                        View of deck from the aft controls:


                        From Stbd. Bridge wing:


                        From aft of Bridge deck:


                        Fwrd. Winches:





                        These winches are used to position cargo over deck. (Similar winches on the Caissons aft)

                        Comment


                          Forklift is stowed on on the Forecastle deck when underway and submerged:


                          Workboat stowed on Port side of Forecastle deck:


                          Pakarang view:

                          Now with a rig on deck.

                          More on this vessel and the loading operation in the HLV thread later.

                          Comment


                            if the complete crew can have a party on the bridge,so much space
                            best regards Thijs

                            Comment



                              How about some machine controls?


                              Or a rudder indicator?


                              The stuff from Trondheim is constantly following me...

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