Note: Descriptions are shown in the official language in which they were submitted.
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Submarine Emergency Evacuation System
Field of the Invention
The invention relates generally to evacuation systems for offshore fixed
strucW res or vessels, and more particularly to submarine evacuation systems.
Background of the Invention
Current approved emergency evacuation systems for the international offshore
1o are categorized as dry, semi-wet, and wet systems. Dry systems, such as
helicopters,
are the preferred alternative since personnel do not come into contact with
the ocean
environment. Nevertheless, such systems have limitations as unfavourable
atmospheric conditions such as wind, fog, rain, freezing rain, icing or snow
often
preclude air-borne rescue. Unfortunately, these conditions are normally
present when
15 offshore installations are at peril.
Semi-wet systems, such as Totally Enclosed Motor Propelled Survival Craft
(TEMPSC) and life rafts, are required on all offshore strucW res and do not
always do
what is expected of them. Though essential, these systems also have
limitations. A
20 TEMPSC launch from a rig can be perilous in severe weather conditions, and
huge
waves are often a mortal threat to these crafts.
Wet systems, such as lifejackets and immersion suits, act as a backup to dry
and semi-wet systems. They are the Escape, Evacuation and Rescue (EER) of last
25 resort and are used only if personnel are forced into the ocean. All EER
systems in
use today share a common element in that the final evacuation must be carried
out by
either air or surface craft. In most emergency evacuations, atmospheric or
water
surface conditions are extreme posing severe threat to human life.
3o Therefore, there is a need for an evacuation system capable of operating in
various types of emergency situations, under extreme environmental conditions.
Summary of the Invention
The invention is directed to an evacuation system for an offshore unit.
35 The evacuation system comprises at least one submarine evacuation module
attached
to the offshore unit.
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2
In accordance with a specific aspect of this invention, a submarine evacuation
module comprises a submarine for transporting personnel to be evacuated and a
watertight submarine bay fixed to the offshore unit for holding the submarine;
the bay
has a door at one end or both ends to permit the launch of the submarine from
the bay.
The evacuation system may further include a shaft connecting the submarine bay
to a
predetermined location on the offshore unit to provide the personnel access to
the
submarine bay.
to In accordance with a further aspect of the invention, the submarine
evacuation
module is attached to the offshore unit below the water level; the evacuation
module
may be located within or above a pontoon of a semi-submersible offshore unit,
or
within a hold of a vessel offshore unit.
15 With regard to specific aspects of the invention, the evacuation module bay
includes a mechanism for flooding the submarine bay and for operating the
door, a
hook mechanism for coupling the submarine to the submarine bay and a control
system for operating the flooding, the door operating and the hook mechanisms.
The
control system may include haudraulic, electrical and mechanical systems. The
.
2o evacuation module bay may also include a roller system for cradling the
submarine
and guiding its movement into and out of the bay, and a sonar system for
detecting
obstnictions near the bay door outside of the bay.
In accordance with another aspect of the invention, the evacuation module
25 includes a dry entry tube, which may be made of flexible material, for
connecting a
universal mating system hatch on the submarine to a hatch on a wall of the
submarine
bay to provide a watertight passage from the submarine bay hatch to the
universal
mating system submarine hatch. The hatch may also include a switch for
activating
the control system.
In accordance with another aspect of this invention, the submarine includes a
connector for coupling the submarine to the hook mechanism, wherein the
connector
includes a U-bolt, which may be sheared from within the submarine. In
addition, the
submarine may include a control system for directly operating the flooding and
the
door operating mechanisms.
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Further, this invention is directed to a method of evacuating personnel from
an
offshore unit having a portion adapted to be submerged below the water level,
wherein the offshore unit includes at least one submarine module having a
submarine
held within a watertight submarine bay; the method comprises having the
personnel
enter the submarine, flooding the bay, opening the door in the submarine bay
and
propelling the submarine from the bay to a predetermined location remote from
the
offshore unit. -
In accordance with a further aspect of this invention, the first step of the
to evacuation method may include having the personnel gather at a muster
station,
counting the personnel gathered, checking the submarine and having the
personnel
enter the submarine.
In accordance with another aspect of this invention, the first step of the
15 evacuation method may include having the personnel gather at a muster
station on a
deck of the offshore unit, counting the personnel gathered, having the
personnel
proceed to a muster station at the submarine bay, counting the personnel at
the
submarine bay muster station, checking the submarine and having the personnel
enter
the submarine.
Other aspects and advantages of the invention, as well as the struchire and
operation of various embodiments of the invention, will become apparent to
those
ordinarily skilled in the art upon review of the following description of the
invention
in conjunction with the accompanying drawings.
Brief Description of the Drawings
The invention will be described with reference to the accompanying drawings,
wherein:
Figure 1 illustrates a schematic view of a semi-submersible drilling rig;
Figure 2 is a cross-section side view of an evacuation system module;
Figure 3 is a cross-section front view of the evacuation system module;
Figures 4a and 4b show the location of retrofit evacuation modules in
accordance with the present invention over or in a pontoon of the drilling
rig;
Figure 5 shows the location of newly constructed evacuation modules in
accordance with the present invention within a pontoon of the drilling rig;
Figures 6a and 6b illustrate, in top view, the location of evacuation modules
in
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4
or on the pontoons of the drilling rig;
Figures 7a and 7b schematically illustrate the location of evacuation modules
in accordance with the present invention within a vessel;
Figure 8 illustrates the Universal Mating System (IJMS) for the evacuation
module in figure 5;
Figures 9a, 9b 'and 9c illustrate in front view, side view and top view a
sliding
door arrangement for the evacuation module in figure 5;
Figures 10a and lOb illustrate the seal between the tube door and the vessel
hull for the evacuation module in figure 7;
1o Figure 1 la and l 1b illustrate the submarine hold-fast hook for the
evacuation
module in figure 5;
Figure 12 illustrates the submarine U-bolt for the evacuation module in figure
5;
Figures 13a, 13b and 13c illustrate the roller system for the evacuation
module
15 in figures 5 and 6;
Figure 14 illustrates apparatus for manually releasing the submarine U-bolt;
Figure 15 illustrates the a hydraulic system for the evacuation module in
figure
5; and
Figures 16a and 16b illustrate the evacuation process using an evacuation
2o module in accordance with the present invention.
Detailed Description of the Invention
A submarine evacuation system in accordance with the present invention will
be described in conjunction with semi-submersible drilling rig 1 of the type
shown in
25 figure 1. However, it will become clear that the invention can also be used
with any
type of structure or vessel that operates in large bodies of water such as
lalces or
oceans; these include platform and jack up rigs, drilling ships as well as
other ships.
Personnel normally work and live on these offshore units for predetermined
periods of
time, bllt must be evacuated from time to time due to extreme emergency
conditions
30 such as violent weather. The present submarine evacuation system comprises
one or
more underwater modules that are attached to or built into the offshore unit
such that
they are not adversely affected by the water surface conditions. Each module
includes
a submarine that is launched with a contingent of personnel from the offshore
unit.
The submarine would also be launched during maintenance checks and drills.
35 Though the prime purpose of the submarine evacuation system is to evacuate
persomlel in emergency situations, the submarines may also be used to ferry
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personnel and cargo to and from the offshore units.
The semi-submersible drilling rig 1, illustrated in figure 1, includes a pair
of
pontoons 11 with a number of vertical columns or pillars 12 that support an
upper hull
13. Some of the columns 12 may be partially hollow to allow passage from the
upper
hull 13 to the pontoons 11. The hull 13 includes the accommodation area 14
with a
helideck as well as the drilling floor, equipment and tower 15. The rigidity
of the
structure is achieved by transverse braces 16 between the columns 12 and other
braces
17 between the columns 12 and the hull 13. The pontoons 11 include ballast
tanks 18
1 o that are flooded with water to submerge the drilling rig 1 to a
predetermined depth for
stability. The rig 1 may have its own propulsion system 19 for moving it from
one
location to another, however the rig 1 would normally be towed by tugs if it
were to
be moved any great distance. While in position for drilling, the rig 1 could
be held in
place by anchors or could be dynamically positioned through the use of
thnisters.
The submarine evacuation module 20 in accordance with the present
invention, as seen in figlares 2 and 3, comprises an enclosed bay 22 in the
shape of a
large tube for receiving a submarine type of self propelled underwater vehicle
21; the
bay 22 is mounted within or on an offshore unit as will be described below.
The
submarine 2lis cradled within the bay 22 by a roller system 23 comprising five
sets of
rollers 231 to 235 positioned longitudinally along the bay. Three sets of
rollers 231 to
233 support the bottom and the lower sides of the submarine 21 while the
remaining
sets of rollers 234 and 235 are positioned to contact the submarine 22 on its
upper
sides. In addition, the submarine evacuation system 20 includes a hold fast
hook 24,
which couples to a u-bolt 26 to hold the submarine 21 in place. The bay 22
further
includes a hydraulic control system 27, which is used to control the flooding
of the
bay 22 via the sea chest valve 28, to control the opening of the bay door 29
via a valve
295 and the deflooding of the bay via the sump 30. Further, the module 20
includes a
vent 33 to surface whereby air displaced by water entering the W be 22 through
the sea
chest 28 can escape to allow the tube 22 to be fully flooded. In addition,
pipes 34 are
connected to the pontoons' ballast system such that it may be used to de-flood
the
tube 22, if required, once the submarine has left the module 20 and the door
29 is
closed. At the top of the submarine is located universal mating system (UMS)
hatch
25, which connects to a dry entry tube 31, which extends between the submarine
21
and the inner wall of the module 20, to permit entry into the submarine 21.
Details of
these bay 22 components will be described below.
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As described above, in operation, the pontoons 11 and a portion of the
columns 12 of a semi-submersible rig 1 are normally submerged in the water.
The
submarine evacuation module 20 is therefore positioned below the water line,
as
shown in figures 4a and 4b, for a retro refit. In ftgure 4a, the submarine
evacuation
module 20 is positioned just above the pontoon 11 beside a column 12 allowing
access to the submarine evacuation module 20 via a watertight utility shaft 40
and a
dry entry tube 32 between shaft 40 and module 20. The utility shaft 40 can
include a
stairwell 41 as well as a pair of evacuation poles 42 leading from the upper
deck 131
of the upper hull 13 as well as from the lower deck 132. In addition or
alternately, the
evacuation system in the utility shaft 40 to the tube 32 may include
evacuation chutes.
These may be of the type manufactured by DBC Marine Safety Systems Ltd.
(www.dbcmarine.com). With the submarine evacuation modules 20 positioned above
the pontoon 11, the modules 20 are above the surface of the ocean when the
semi-
submersible is being maoved. In such an arrangement, the modules 20 may be
provided with a surface launch capability, permitting the submarine 21 to be
launched
onto the surface of the ocean.
In figure 4b, the submarine evacuation modules 20 are positioned in the ends
2o of the pontoons 11, which would keep the modules 20 below the surface of
the ocean
even when moving the semi-submersible 1. Access to the modules 20 would be
provided via the watertight utility shaft 40, a corridor 43 and W be 32.
In a further embodiment of a retro fit system, the submarine evacuation.
module may be located well above the water level such as on lower deck 132. In
such
an embodiment, a chute would be provided to enable the submarine 21 to enter
the
water. During drills and the lilce, the submarine 21 would have to be lifted
back into
position using a crane.
3o As shown in figure 5, for a newly constructed semi-submersible rig 1,
submarine evacuation modules 20 may occupy the space normally used for ballast
tanks and the utility shafts 40 descend to the top of the pontoon 11. In this
embodiment, the space around the tube bay 22 can still be used for ballast, as
can the
space within the tube bay 22 after the submarine 21 has departed.
Figures 6a and 6b are top views of the pontoons 11 showing possible locations
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7
for the submarine evacuation modules 20 either over or within the pontoons 11.
In
the embodiment where the submarine evacuation modules 20 are within the
pontoons
11, the bay doors 29 are positioned against the hull of the pontoon 1 1. In
the
embodiment illustrated in figure 6a, the module includes a bay door 29 at one
end of
the module 20, whereas in the embodiment illustrated in figure 6b, the module
includes a bay door 29 at both ends of the module 20 so that the submarine 21
can exit
from either end of the module 20. This arrangement would be particularly
advantageous if the rig 1 is listing to one side or the other since it would
ensure a wet
ejection of the submarine 21.
l0
In the above embodiments described with respect to figures Sa, Sb, 6a and 6b,
the submarine evacuation systems 20 are shown to be positioned next to the
columns
12, and utility shafts 40 are provided for the personnel to descend to the
submarine
module 20; however, the columns 12, which are normally hollow, can alternately
be
15 used to provide access form the upper and lower decks 131, 132 to the upper
surface
of the pontoon 11.
As shown in the schematic drawings in figures 7a and 7b, the submarine
evacuation modules 20 may also be mounted within a vessel such as a drilling
ship 70
20 or other vessel, either below or above the water line. Typically a ship 70
is divided
into watertight compartments 71 by bulkheads 72. A submarine evacuation module
20 may be located in one or more of the comparhnents 71 on both sides of the
vessel
70. Alternately, as illustrated in figure 7b, the bulkhead between the modules
20
mounted end to end may be eliminated forming a long module 20a, in which two
25 submarines are located end to end. With doors port and starboard, the two
submarines
21 would be permitted to exit the module 20a from one end or the other of the
module
20a. Again, this would be particularly advantageous if the ship is listing as
it allow
for a wet ejection. However, the submarines 21 could also exit from opposite
ends as
if they were in their own modules 20.
The submarine bay 22 may be of any appropriate shape to receive the
submarine 21. As shown in figures 2 and 3, for an elongated generally
cylindrically
shaped submarine 21, the bay 22 would have a tubular shaped body 221 that is
closed
off at one end by a wall 222 and other the other end by the bay door system
29. The
tubular body 221 may be circular, oblong, square or rectangular in cross-
section.
Marinel, an ultra high strength cupronickel alloy, KO500 is an appropriate
material for
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the construction of the bay 22. Tubes, suitable for this purpose, are
manufactured by
Metals Unlimited (www.metalsunlimited.com).
The submarine 21, such as an Odyssey manufactured by ISE Ltd.
(www.ise.bc.ca), is fitted with seating 210 to carry personnel from the rig 1.
As with
all submarines, the submarine 21 includes a ballast tank 211 and ballast tank
valves
212 to control its ascent and descent in the water. It also includes air tanks
213 and
vents 214. The submarine propulsion system includes an electric motor 215
driven by
batteries housed in a seamless, stainless steel battery storage area 216 and a
diesel
l0 motor (not shown). The diesel motor is used to drive the submarine as well
as to
recharge the batteries, and may be operated while the submarine 21 is on the
surface
of the water or submerged. The submarine 21 includes a UMS hatch 25 for entry
into
the submarine 21 and may further include an override control center 217
located in
the coxswain compartment in the front of the submarine 21 for controlling the
15 evacuation sequence, if required. The submarine 21 would normally also have
its
own sonar system 296 for underwater navigation.
Though it is desirable to have the bay 22 totally empty of water while the
submarine 21 is in the bay 22 and not in use, it may occur that it is
necessary to have
20 the bay 22 flooded, and therefore in order to be able to load the submarine
21, a dry
entry tube 31 is necessary. The tube 31 is positioned between the hatch 221 on
the
bay 22 and the UMS hatch 25 to allow the movement of personnel from above the
module 20 wall into the submarine 21. The tube 31 is permanently sealed to the
hatch
221 by a compressible pipe connector 222 at the bay 22 and is detachably
sealed to
25 the UMS hatch 25 at the submarine 21 by an expandable pipe connector 250,
which
presses up against the cowling 251 on the UMS hatch 25. The expandable pipe
connector 250 is designed to release after the hatch 25 has been closed and
sealed.
The bay hatch 221 prevents water from entering into the space above the bay 22
from
within the tube 31 when it is detached from the submarine 21. The tube 31 may
be
30 made of any type of material that will allow it to withstand the pressure
of the
surrounding water, however it is preferred to be made out of a flexible
material such
as rubber or Teflon~. In addition, an activation button 313 is located within
the UMS
hatch 25, which starts the launch sequence once the last person has entered
the
submarine 21. The activation button 313 is located in the dogged seal of the
hatch 25
35 such that it is activated when the hatch 25 is closed.
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9
A similar flexible tube 32 with compressible pipe connectors may be used to
permanently seal a tunnel between the bay 22 hatch 221 and the utility shaft
40 as
shown on figure 5, to keep the ballast water in the pontoon 11 from entering
the utility
shaft 40 or the bay 22.
A watertight door system 29 of the type illustrated in figures 9a to 9c is
used
to isolate the submarine bay 22 from the water outside of the offshore unit 1.
Though
this door system 29 is shown as being of the sliding door type, a swinging
door type
of system could also be used. The door system 29 may be of the Jefferson type
l0 manufactured by USA Sliding Doors, Inc. (www.usaslidingdoors.com). The
watertight door system 29 includes a door 290 that slides within a frame 291.
The
system 29 is installed as a unit by welding the frame to the hull 299 of the
pontoon 11
or other vessel. Hydraulic cylinders 292, under pressure hold the door closed
within
the frame 291. In addition, springs 294 are positioned within the frame 291,
under
15 compression, to push against the door 290 to open it as the pressure in the
cylinders
292 is released. It is preferred that the sliding door system 29 be made of
the same
material as the offshore unit hull 299, as this will prevent the generation of
electrical
currents between dissimilar metals in salt water. For example, if the offshore
unit hull
299 is manufactured from H 30 Steel, then the door system 29 will be made from
the
2o same grade of steel. A sonar system 296 transmitting and receiving unit
would also
be attached to the hull 299 just outside of the door system 29 in order to
detect any
obstructions that could prevent the submarine 21 from leaving the submarine
bay 22.
To assure that the bay 22 is watertight, a seal 294 is placed along the outer
25 edge of the bay 22 wall and the inner wall of the hull 299 as illustrated
in figures 10a
and l Ob. These same seals 294 will also make the door watertight.
The release hook system 24 that is used to prevent forward and aft motion of
the submarine 21 while it is cradled in the bay 22 may be a Z series quick
release
30 hook manufactured by Zlada Technology (www.zaldateclmolo .~,~) as shown in
side view in figure 1 la and in top view in figure l 1b. Hook system 24
includes a base
240 which may be bolted or preferably welded to the bay 22 wall. The frame 241
of
the hook system 24 is pivotally mounted to the base 240 to permit it to move
in a
horizontal plane. A hook 242 is latched within the frame 241 such that it is
held in a
35 closed position. A manual release/safety lock can be actuated by arnz 243
to release
the hook 242. In addition, the hook 24 may be actuated remotely by electric,
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pneumatic or hydraulic controls. The hook 24 may also monitor the load on the
hook
242 for display.
As illustrated in figure 12, the submarine 21 is firmly coupled to the hook
5 system 24 by a u-bolt 26. u-bolt 26 is fixed to the submarine 21 such that,
as the
submarine 21 backs into the bay 22, the u-bolt 26 passes over the hook 242,
which is
forced upward to latch onto the u-bolt 26 resulting in a snug frt which
prevents the
submarine 21 from moving forward or aft. For strength and durability, the u-
bolt 26
may be a grade 8, 1541 stretch proof stainless steel finished with mechanical
to galvanizing. Aft in the submarine 21 is a watertight compartment 261as
illustrated in
figure 14. The compartment 261, which is sealed by a watertight hatch 262
houses
the u-bolt 26 that holds the submarine 21 to the hook mechanism 24. Further a
hydraulic jack 263 is located in the compartment 262. The jack 263 can be used
to
quickly shear off the ends 260 of the u-bolt 26 in case the hook mechanism 26
does
not operate properly.
Each of the roller systems 231 to 235 consists of a series of three-foot chain
roller sections; a roller section 232 is shoran in a front view in figure 13a,
in a side
view in figure 13b and in a top view in figure 13c. Each section 236 is welded
to a
2o steel channel 237, which is welded to the interior of the bay 22 at
locations shown in
figures 2 and 3 resulting in a five contact points on the outside of the
submarine 21.
Each roller system 231 to 235 includes three-foot roller sections 236 placed
end to
end as close as possible. The roller system 231 to 235 cradles the submarine
21 and
acts as a guide for the launch and the re-entry of the submarine 21. It also
prevents
any lateral movement of the submarine 1 while in the sub bay 22. The roller
sections
236 may be the ERF Series Chain Action Steel Roller System having a 120 Ton
capacity, manufactured by Hilman Rollers (www.hilmanrollers.com).
Each submarine evacuation module 20 has its own control system 27 to
3o operate the loading and launching of the submarine 21. As illustrated in
figure 15, the
control system 27 contains the components of the evacuation system that are
operated
by hydraulics and/or electrical wiring. The system 27 includes the rig hull
sonar 296,
a hydraulic reservoir 271, a hydraulic pump 272 and a hydraulic controller
273,
which includes a conventional one way .valve, hydraulic accumulator and
pressure
transmitter for each of the components. Appropriate hydraulic units are
manufactured
by Prohold Workholding, Inc. (www.prohold.com). The control system 27 further
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11
includes a hydraulic and electrical control box 270, and an activation button
313,
automatically controls the sea chest bay flooding valve 28, the door opening
valve
295 and the hook 242 release valve 245. With the activation of the sea chest
bay
flooding valve 28, which is a pressure-released valve, the bay 22 is flooded.
After a
predetermined time delay, when flooding is complete, there will be equal
pressure on
the inside and the outside of the door 29, which facilitates its operation. In
addition,
the control system 27 receives sonar information from the sonar system 296 to
determine whether obstacles exist that would prevent the submarine 21 from
being
launched. However, the manual override control center 217, which is connected
to
1 o the control box via an umbilical connection, can be used to override the
automatic
conhol system 27. As seen in figure 15, the manual override control center 217
includes a deactivate button 313a to stop the launch process at any phase if
required.
In addition, the manual override control center 217 can then control the flood
valve 28
via line 28a, the hook 24 release valve 245 via line 245a and the door 29
valve 295
via line 295a through the control box 270.
However, in addition, a mechanical system may be provided such that,
through mechanical linkages, the sequence of events for launching the
submarine 21
may be carried out when all personnel are on board. The steps carried out by
the
mechanical linkage system would include:
Step 1 - Hatch 25 closed and locked when all personnel on board.
Step 2 - Dry entry W be 31 released when hatch 25 locked.
Step 3 - Sea chest 28 opened to flood the evacuation module 20 when tube 31
released.
Step 4 - Door 29 is opened once the module is flooded.
Step 5 - The hold fast hook 24 is released once the door is open.
Thus, the control system 27, the manual override control center 217 or the
mechanical system in each module 20 are basically utilized to flood the
submarine
bay 22, open the bay door 29, release the hook 242 to allow the submarine 21
to
motor out of the bay 22 to safety. This process is reversed for re-entry of
the
submarine 21 into the bay 22 where it is guided by the roller systems 231 to
235 into
place, the submarine 21 is coupled to the hook 242, the bay door 29 is closed,
the bay
22 is deflooded by the sump 30.
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12
For the safe operation of the submarine evacuation modules 20, particularly at
times of critical emergency when the personnel must leave the offshore unit l,
a
trained Coxswain and Assistant Coxswain would be placed in charge of each
submarine evacuation modules 20. The Coxswain is responsible for the piloting
and
operation of the submarine 21, while the Assistant is responsible for the
personnel that
are to be evacuated, for the launch sequence, and to take over from the
Coxswain if
he/she is unable to fulfill his/her duties.
The process for evacuating the personnel assigned to a particular submarine
to evacuation module 20 from an offshore unit l, in an emergency, is
illustrated in
figures 16a and 16b. Though a specific process is described herein, it is
evident that
certain non-critical steps may be omitted or others inserted, depending on the
circumstances of the evacuation. The process includes:
Step A - Under the orders of the offshore unit 1 Captain, a general evacuation
alarm is
sounded on the offshore unit 1.
Step B - The personnel retrieve their survival suits and proceed to their
assigned first
muster station 161, (see figures 4 and 5). The first muster station 161 would
normally be located on the lower deck 132 near the utility shaft 40.
2o Step C - The Assistant Coxswain does a head count at the first muster
station 161.
Step D - The personnel are directed to proceed down the utility shaft 40 to
the second
muster station 162. The second muster station 162 is located at the bottom of
the utility shaft 40 at the UMS hatch 312 to the submarine bay 22.
Step E - The Coxswain does a second head count at the second muster station.
Step F - The Coxswain enters the submarine 21 to ensure that the submarine
evacuation module 20 is in the ready mode, to, do a precheck of all gauges,
navigational equipment and fuel and to initiate engine and system start.
Step G - Final instructions from the Captain of the offshoxe unit 1 are given
to
evacuate the unit 1 immediately or to remain on board. Personnel will remain
at the second muster 162 statiomuntil such an order is given. The Coxswain
confirms receiving the order and confirms that all personnel are present or
accounted for. If the order is to abort the evacuation, the personnel reW rn
to
their work stations.
Step H - If the order is to evacuate the unit 1, the personnel proceed to
enter the
submarine 21 and take their seats.
Step I - The Coxswain does a final head count.
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13
Step J - The Assistant Coxswain is the last to enter the submarine 21 through
the the
dry entry tube 31 and presses the activate button for initiating the submarine
launch control system 27.
Step K - If the submarine launch control system is initiated, the Assistant
Coxswain
closes the hatch 25 and verifies that it is properly sealed. If the hatch is
not
properly sealed, the Coxswain presses the stop button 313a to stop the
submarine launch control system 27 so that the hatch 25 may be opened and
reclosed after the submarine launch control system 27 is reinitiated.
Step L - The bay 22 is flooded under the control of the submarine launch
control
l0 system 27.
Step M- The bay door 29 is opened under the control of the submarine launch
control
system 27.
Step N - The submarine evacuation module sonar 296 attached to the hull 299
verifies
that there is no obstruction at the entrance to the bay 22 that would prevent
the
submarine 21 from being launched.
Step O - The hook 242 is released to free the submarine 21.
Step P - The submarine 21 is motored out of the bay 22 into the open water
where it
can continue to a rendezvous point or to shore either under the water surface
if
conditions warrant or on the surface using its diesel engine.
In the situation where the submarine launch control system 27 should fail
after
it is activated in step J, the following steps are talcen:
Step KK- The Assistant Coxswain closes the hatch 25 and verifies that it is
properly
sealed.
Step LL- The bay 22 is flooded under the control of the manual override
control
center 217.
Step MM- The bay door 29 is opened under the control of the manual override
control
center 217.
Step NN- The submarine evacuation module sonar 296 attached to the hull 299
verifies that there is no obstruction at the entrance to the bay 22 that would
prevent the submarine 21 from being launched.
Step 00- The U-bolt 26 is sheared to free the submarine 21.
Step P - The submarine 21 is motored out of the bay 22 into the open water
where it
can continue to a rendezvous point or to shore either under the water surface
if
conditions warrant or on the surface using its diesel engine.
CA 02532159 2006-O1-12
WO 2005/023638 PCT/CA2004/001478
14
For this type of evacuation system, periodic maintenance, education and
training must be implemented on a regular basis. Drills must be conducted on a
continuous basis such as the ones that are in place for current evacuation
procedures.
It is also desirable to conduct these drills during rough weather in order to
properly
prepare all personnel.
The submarine evacuation system in accordance with the present invention
provides underwater evacuation modules for launching submarine vehicles from
any
type of vessel or fixed structures in large bodies of water, such as oceans.
The benefit
of this system being that violent weather conditions existing above the water
level can
be avoided in the event of an emergency evacuation.
While the invention has been described according to what is presently
considered to be the most practical and preferred embodiments, it must be
understood
that the invention is not limited to the disclosed embodiments. Those
ordinarily
skilled in the art will understand that various modifications and equivalent
structures
and functions may be made without departing from the spirit and scope of the
invention as defined in the claims. Therefore, the invention as defined in the
claims
2o must be accorded the broadest possible interpretation so as to encompass
all such
modifications and equivalent structures and functions.
