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ATP-57(B) THE SUBMARINE SEARCH AND RESCUE MANUAL

ATP-57(B)

ATP-57(B) THE SUBMARINE SEARCH AND RESCUE MANUAL

MARCH 2009

ORIGINAL I

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL II

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL IV

ATP-57(B)

Record of Reservations
Chapter 1-6 TURKEY Record of Reservations by Nations

ORIGINAL V

ATP-57(B)

Record of Reservations
Nation TURKEY Specific Reservations ATP-57(B) and ATP-10(D) are agreed in principle. Nevertheless, due to changes will be made when an agreement is reached in accordance with the 1979 Hamburg convention on Maritime Search and Rescue between parties concerned. Having the means and capabilities, Turkey will continue to conduct SAR operations in her maritime Search and Rescue as declared to the IMO and included in IMOs Globar SAR Plan.

ORIGINAL VI

ATP-57(B)

THIS PAGE IS RESERVED FOR NATIONAL LETTER OF PROMULGATION

ORIGINAL VII

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL VIII

ATP-57(B)

RECORD OF CHANGES
Identification of Change, Reg No. (if Any), and Date Date Entered NATO Effective Date By Whom Entered (Signature; Rank, Grade or Rate; Name of Command)

ORIGINAL IX

ATP-57(B)

RECORD OF CHANGES
Identification of Change, Reg No. (if Any), and Date Date Entered NATO Effective Date By Whom Entered (Signature; Rank, Grade or Rate; Name of Command)

ORIGINAL X

ATP-57(B)

Table of Contents
page No. Preface 0001 0002 Purpose Scope 1 1

PART I CHAPTER 1 0101 0102 0103 0104 0105 0106 0107

Introduction to SUBSAR Operations
I-1-1 I-1-1 I-1-2 I-1-3 I-1-3 I-1-3 I-1-4

Overall Philosophy of SUBSAR Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . SUBSAR Operations Guidance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concept of Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISSUB Liaison Team (DLT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recovery of Escapees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rescue of DISSUB personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ANNEX 1A – Summary of SMER applicable STANAGs 1A01 Summary of SMER applicable STANAGs. . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1-A-1

CHAPTER 2 0201 0202 0203 0204 0205 0206 0207 0208 0209

The DISSUB
I-2-1 I-2-1 I-2-2 I-2-3 I-2-4 I-2-6 I-2-7 I-2-7 I-2-7

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Possible scenario on board of DISSUB . . . . . . . . . . . . . . . . . . . . . . . . . . SMER facilities on board the DISSUB . . . . . . . . . . . . . . . . . . . . . . . . . . . Ways used by the DISSUB to report on her position . . . . . . . . . . . . . . . . Egress of DISSUB personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Options for the Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Advantages of Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disadvantages of Rescue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 3 -

Search and Localization of a Distressed Submarine
ORIGINAL XI

ATP-57(B) 0301 0302 0303 0304 0305 0306 0307 0308 0309 0310 0311 0312 0313 0314 0315 0316 0317 0318 0319 0320 0321 0322 0323 0324 0325 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . International Submarine Escape and Rescue Liaison Office (ISMERLO) . . Terminology for SUBSAR Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . Responsibilities for SUBSAR Operations . . . . . . . . . . . . . . . . . . . . . . . . . . Submarine safety signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sublook/Submiss/Subsunk/Comcheck procedures . . . . . . . . . . . . . . . . . . . General instruction to the OSC and Units of the Search Force . . . . . . . . . Provision of SMER experts advice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ability of the DISSUB to signal her position . . . . . . . . . . . . . . . . . . . . . . . Conduct of the search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communication and signals to be used during the search . . . . . . . . . . . . . Conduct when contacting with the DISSUB. . . . . . . . . . . . . . . . . . . . . . . . Action when DISSUB has been located . . . . . . . . . . . . . . . . . . . . . . . . . . . Situation Reports . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Management of Search Forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Use of Surface Assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Search Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line Abreast Search . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Area Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guidance on Speed, the Use of Medium range Sonar . . . . . . . . . . . . . . . . . Guidance on Distance Apart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Employment of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Employment of Mine Countermeasures Vessels. . . . . . . . . . . . . . . . . . . . . . Marking the Submarine Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-3-1 I-3-2 I-3-4 I-3-4 I-3-7 I-3-9 I-3-10 I-3-12 I-3-14 I-3-14 I-3-15 I-3-17 I-3-19 I-3-20 I-3-20 I-3-20 I-3-21 I-3-21 I-3-21 I-3-22 I-3-22 I-3-22 I-3-23 I-3-23 I-3-24

ANNEX 3A – Check Off Lists during Search and Localisation phase 3A01 3A02 3A03 3A04 Check off list ALFA: SSRA, Operation SUBLOOK Search phase . . . . . . Check off list BRAVO: SSRA, Operation SUBMISS Search phase . . . . . Check off list CHARLIE: OSC, Search phase . . . . . . . . . . . . . . . . . . . . . . . Check off list DELTA: Individual Units of the Search Force . . . . . . . . . . . I-3-A-1 I-3-A-3 I-3-A-5 I-3-A-7

ANNEX 3B – Formats for SUBSAR signals 3B01 3B02 3B03 3B04 3B05 3B06 3B07 DIVING SIGNAL ………………………………………………………… COMCHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SUBLOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SUBMISS/SUBSUNK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISSUB LOCATED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REQUEST FOR SMER ASSISTANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . NATIONAL SMER ASSISTANCE AVAILABLE. . . . . . . . . . . . . . . . . . . I-3-B-1 I-3-B-2 I-3-B-3 I-3-B-5 I-3-B-7 I-3-B-8 I-3-B-9

CHAPTER 4 0401 0402

Mobilization of SMER Elements
I-4-1 I-4-2 ORIGINAL XII

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . SMER Elements composition and tasks . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATP-57(B) 0403 0404 Other SMER experts and Elements available . . . . . . . . . . . . . . . . . . . . . . . Priority for Assembly of Forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-4-3 I-4-4

ANNEX 4A - Check Off Lists during Mobilization of SMER Elements 4A01 4A02 4A03 Check off list ECHO: SSRA, Operation SUBLOOK/SUBMISS, Mobilization of Submarine Escape and Rescue Elements . . . . .. . . . . . . . . . I-4-A-1 Check off list FOXTROT: SSRA, Operation SUBSUNK, Mobilization of Submarine Escape and Rescue Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-4-A-3 Check off list GOLF: Escape Gear Ships, Mobilization of Submarine Escape and Rescue Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-4-A-5

CHAPTER 5 –

The Escape and Rescue Phase
I-5-1 I-5-1 I-5-2 I-5-3

SECTION I – COMMAND, CONTROL AND COMMUNICATIONS 0501 0502 0503 0504 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Command and Control (C2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Command relationships. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communications during Rescue Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II – Recovery and Rescue of DISSUB Personnel 0505 0506 0507 Recovery of personnel on the surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intervention prior to rescue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conduct of the rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-5-5 I-5-5 I-5-5

ANNEX 5A - Check Off Lists during Escape and Rescue Phase 5A01 Check off list INDIA: OSC, Handover to CRF . . . . . . . . . . . . . . . . . . . . . . . . . I-5-A-1

ANNEX 5B – Communication Scripts 5B01 5B02 5B03 5B04 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SRV/SRC Script – Mating/Demating Procedures . . . . . . . . . . . . . . . . . . . . . . . Pod Posting Script Procedures . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . Ventilation Script Procedures . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . I-5-B-1 I-5-B-5 I-5-B-7 I-5-B-9

CHAPTER 6 -

Medical issues and Organization during SUBSAR Operations
SECTION I – Introduction to SUBSAR Medical Doctrine I-6-1 I-6-2 ORIGINAL XIII

0601 0602

NATO Medical doctrine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General medical guidance for SUBSAR operations . . . . . . . . . . . . . . . . . . . .

ATP-57(B) SECTION II – SUBSAR Medical Organization 0603 0604 0605 0606 The medical component of the Submarine Escape and Rescue Assistance Team (SMERAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Senior Medical Officer to SMERAT (SMO(S)) . . . . . . . . . . . . . . . . . . . . . . . . The senior casualty clinician (SCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Medical Headquarters (MHQ) and the Medical Administration Officer (MAO) SECTION III – Medical Mobilization and Response action lists 0607 0608 0609 0610 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Senior Medical Officer to SMERAT (SMO(S)) action lists. . . . . . . . . . . . . . . . Senior Casualty Clinician action lists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Medical Administration Officer (MAO) action list . . . . . . . . . . . . . . . . . . . . . . SECTION IV – Medical Communication and Logistics 0611 0612 0613 Internal communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION V – Submarine Disaster Survival 0614 0615 Factors affecting crew survival time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Other factors affecting survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VI – Escape 0616 0617 0618 0619 Risks associated with the Escape procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . Decompression Illness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Barotrauma . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Treatment of escapees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-19 I-6-21 I-6-21 I-6-23 I-6-15 I-6-16 I-6-13 I-6-13 I-6-14 I-6-7 I-6-7 I-6-9 I-6-11

I-6-3 I-6-4 I-6-4 I-6-5

SECTION VII – Survival hazards on the surface after Surface Abandonment or Escape 0620 0621 0622 0623 0624 0625 General considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Underlying medical issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Environmental considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine animal hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Physiological/physiological consequences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Medical considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VIII – Rescue 0626 0627 0628 0629 0630 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Potential problems during rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rescue mission planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Co-ordination of rescue assets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment supply to the DISSUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-31 I-6-31 I-6-32 I-6-32 I-6-32 I-6-27 I-6-27 I-6-27 I-6-28 I-6-28 I-6-29

ORIGINAL XIV

ATP-57(B) 0631 0632 Re-supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-32 Casualties transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-32 SECTION IX – The management of Radiological and other Contamination 0633 0634 0635 0636 General considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chemical contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Biological contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radiological contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION X – Triage 0637 0638 0639 0640 0641 0642 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conduct of Triage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Triage categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recompression treatment categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radiation casualties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Allocating survivors to the appropriate treatment areas . . . . . . . . . . . . . . . . . . . . . SECTION XI – Casualty Recording Process 0643 0644 0645 0646 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Casualty identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Information handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Casualty identification when using multiple vessels . . . . . . . . . . . . . . . . . . . . . I-6-43 I-6-43 I-6-44 I-6-44 I-6-37 I-6-37 I-6-39 I-6-39 I-6-40 I-6-40 I-6-33 I-6-34 I-6-34 I-6-34

SECTION XII – Transfer of casualties from escape and rescue ships to further medical care 0647 0648 General considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specific requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-47 I-6-47

ANNEX 6A – OSC Briefing Points 6A01 OSC briefing points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-A-1

ANNEX 6B – Medical Check Off List HOTEL 6B01 Check off list Hotel: Medical brief for recovery boats crews . . . . . . . . . . . . . . . I-6-B-1

ANNEX 6C – Treatment Areas, Equipment and Personnel 6C01 6C02 Medical management areas for escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Medical management areas for rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-C-1 I-6-C-5

ANNEX 6D – DISSUB Medical Triage Team Selection, Deployment and Equipment 6D01 6D02 6D03 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-D-1 Manpower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-D-1 Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-D-1 ORIGINAL XV

ATP-57(B) 6D04 6D05 Role . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipment and supplies for DMTT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-D-2 I-6-D-2

ANNEX 6E – Triage Algorithm for Escape 6E01 Triage algorithm for Escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-E-1

ANNEX 6F – Casualty handling Algorithms 6F01 6F02 6F03 Casualty handling algorithm for surface abandonment . . . . . . . . . . . . . . . . . . . . . I-6-F-1 Casualty handling algorithm for Escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-F-2 Casualty handling algorithm for rescuees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-F-3

ANNEX 6G – Selection of Decompression tables 6G01 6G02 Tables for Escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-G-1 Tables for Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-G-1

ANNEX 6H – Master Casualty State Board 6H01 Master casualty state board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-H-1

ANNEX 6I – Area Casualty State Board 6I01 Area casualty state board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-I-1

ANNEX 6J – SUBSUNK Casualty Reporting (CASEREP) 6J01 Signal format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-J-1

ANNEX 6K – SUBSUNK Casualty Evacuation (CASEVAC) 6K01 Signal format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-K-1

ANNEX 6L – SMERAT medical emergency case and contents 6L01 SMERAT medical emergency case contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-L-1

ANNEX 6M – Reference values and conversion factors 6M01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6-M-1

GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-Glossary-1
ANNEX A - Abbreviations/Acronyms used in SUBSAR . . . . . . . . . . . . . . . . . . . . I-A-1

ORIGINAL XVI

ATP-57(B)

PART II - NATIONAL SMER DATA
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1

CHAPTER 1 -

Details of National Facilities ashore and afloat to support SUBSAR Operation

General Template . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-1 AUSTRALIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-AUS-1 BELGIUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-BEL-1 BULGARIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-BGR-1 CANADA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-CAN-1 FRANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-FRA-1 GERMANY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-DEU-1 GREECE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-GRC-1 ISRAEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-ISR-1 ITALY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-ITA-1 NORWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-NOR-1 NSRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-NSRS-1 POLAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-POL-1 PORTUGAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-PRT-1 SPAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-ESP-1 SWEDEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-SWE-1 THE NETHERLANDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-NLD-1 TURKEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1-TUR-1 UNITED KINGDOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .II-1-GBR-1 UNITED STATES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .II-1-USA-1

CHAPTER 2 –

Submarine Specific Data

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-1 AUSTRALIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-AUS-1 BULGARIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-BGR-1 CANADA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-CAN-1 FRANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-FRA-1 GERMANY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-DEU-1 GREECE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-GRC-1 ISRAEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-ISR-1 ITALY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-ITA-1 NORWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-NOR-1 POLAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-POL-1 PORTUGAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-PRT-1 SPAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-ESP-1 SWEDEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-SWE-1 THE NETHERLANDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-NLD-1 TURKEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-TUR-1 UNITED KINGDOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .II-2-GBR-1 ORIGINAL XVII

ATP-57(B) UNITED STATES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .II-2-USA-1

CHAPTER 3 -

Medical Supplement
II-3-1 II-3-2 II-3-3 II-3-5

SECTION I – SUBMARINE CONDITIONS 0301 0302 0303 0304 Toxic atmosphere control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Carbon dioxide level control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oxygen level control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Atmospheric pressure considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION II – SUBMARINE PARACHUTE ASSISTANCE GROUP 0305 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0306 The team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0307 The insertion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0308 The treatment of escapees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III – SPECIFIC MEDICAL CONDITIONS 0309 Hypothermia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310 Cold injures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0311 Hyperthermia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0312 Heat injures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0313 Radiation injures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

II-3-7 II-3-7 II-3-7 II-3-7

II-3-9 II-3-12 II-3-13 II-3-14 II-3-16

SECTION IV – TABLES FOR DECOMPRESSION OF RESCUEES 0314 US Navy operational guidance on accelerated oxygen decompression . . . . . . . II-3-19 0315 Basic procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-20 0316 Modifications to the basic procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-21 0317 Decompression of system operators and tenders . . . . . . . . . . . . . . . . . . . . . . . . II-3-23 0318 Treatment of decompression sickness and arterial gas embolism in submarine rescue operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-24 0319 Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-26 0320 UK accelerated decompression schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-26 0321 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-28 0322 Equivalent air depth principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-28 0323 Decompression procedures - Survivors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-28 0324 Decompression procedures – Recompression chamber operators . . . . . . . . . . . II-3-32 0325 Oxygen requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-33 0326 Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-35 SECTION V – PROPOSED NATO SUBMARINE RESCUE SYSTEM TUP DECOMPRESSION SCHEDULES FROM 5 BAR 0327 Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-37 0328 Procedure characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-37 0329 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-38 0330 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-38 0331 Detailed NSRS decompression procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-38 0332 Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-3-43

ORIGINAL XVIII

ATP-57(B)

List of Illustrations
Page No.

PART I

CHAPTER 5 –
Figure 5-1

The Escape and Rescue Phase
SMER Phase - Authorities relationship. . . . . . . . . . . . . . . . . . . . . . . . . . . . I-5-2

CHAPTER 6 -

Medical Issues And Organization During Subsar Operations
Organization of the medical component of the SMERAT for escape . . . . . Generic C2 diagram for Rescue Operations . . . . . . . . . . . . . . . . . . . . . . . . Simulated escape pressure profile for a 180 meter escape . . . . . . . . . . . . . Safe to escape curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Medical Incident, Medical Management and Support Triage Sieve . . . . . I-6–3 I-6–4 I-6–20 I-6–20 I-6–38

Figure 6-1 Figure 6-2 Figure 6-3 Figure 6-4 Figure 6-5

ORIGINAL XIX

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL XX

ATP-57(B)

List of Table
Page No.

Part I CHAPTER 1
ANNEX A Table 1A-1 Summary of SMER applicable STANAGs. .....................................................I-1-A-1

CHAPTER 3
Table 3-1 Table 3-2 Table 3-3 Submarine SAR terminology. ...............................................................................I-3-4 List of distinguishing signals used during SUBSAR Operations. ......................I-3-17 Pyrotechnic Light Signals ...................................................................................I-3-24

CHAPTER 4
Table 4-1 SSRA decision making flowchart. ........................................................................I-4-1

CHAPTER 6
Table 6-1 Table 6-2 Table 6-3 ANNEX H Table 6H-1 ANNEX I Table 6I-1 ANNEX M Table 6M-1 Life expectancy times for immersion temperatures without SEIE. ....................I-6-27 Allocation of treatment area by triage category. ................................................I-6-40 Medical and recompression triage and treatment grid. .......................................I-6-41

Master casualty state board. .............................................................................I-6-H-1

Area casualty state board. .................................................................................. I-6-I-1

Pressure unit conversion table. ........................................................................I-6-M-1

PART II CHAPTER 3
Table II-3-1 Table II-3-2 Table II-3-3 Effects of high carbon dioxide concentrations. .................................................. II-3-2 Effect of low oxygen concentration. ................................................................... II-3-3 Submarine Rescue Oxygen Decompression Table ………………………….. II-3-20 ORIGINAL XXI

ATP-57(B) Table II-3-4 Table II-3-5 System Operator/Tender Oxygen Breathing Times (minutes) …………….… II-3-24 Required Oxygen Time ………………………………………………………. II-3-25

ORIGINAL XXII

ATP-57(B)

PREFACE
1. ATP-57, The Submarine Search and Rescue Manual, contains principles and procedures that have evolved as a result of experience and exercises and is used to implement Submarine Search and Rescue (SUBSAR) Operations based on commonality and interoperability of Rescue Elements and Submarines all around the world. 2. The Publication supplements the general principles and procedures set forth in the ATP-10 (SEARCH AND RESCUE), and in the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, published jointly by the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO). ATP-57 and above mentioned documents, form the basic library for SUBSAR Operations 1. 3. The procedures and information for the Search, the coordination of Multinational Submarine Rescue Elements during their mobilization to the scene of action, the Escape and Rescue phase of a SUBSAR Operation, and the medical aspects for SUBSAR Operations are explained in separate chapters.

0001 Purpose The purpose of the Submarine Search and Rescue Manual (ATP-57) is to provide guidance, instructions, information and procedures governing the different phases of a SUBSAR Operation and the command, control and manoeuvring of units during their mobilization to the scene of action, throughout the Escape, Intervention and Rescue stages. 0002 Scope This manual deals with information related to Submarine Escape and Rescue (SMER) and addresses the techniques and procedures for SUBSAR Operations, on which further expansion of the doctrine may be based. It also provides specialized information needed by authorities engaged in saving lives at sea from a Distressed Submarine (DISSUB). The manual provides the instructions and procedures required by Headquarters and/or Commanders to issue orders to fulfil their responsibilities and enables subordinates to understand and comply with them.. It also gives details of specific duties associated with the Mobilization of SMER Resources, and with the execution of associated tasks. This manual is intended to serve as a guide to worldwide Operational Commands and Commanders that may be assigned responsibility during SUBSAR Operations, and in particular to the On Scene Commander (OSC) and to the Coordinator of Rescue Forces (CRF).

1

See Note at page 2

ORIGINAL 1

ATP-57(B) The International Submarine Escape and Rescue Liaison Office (ISMERLO) is the coordination hub which, from the very beginning of a SUBSAR Operation, is responsible for facilitating the rescue response to such an event (www.ismerlo.org). This manual does not deal with the onboard aspects of submarine escape, but does deal with the recovery of escapees once on the surface.

Note: As indicated in footnote of ATP-10 (D), Page 3-B-1 Turkey does not accept relative zones in the map, until an agreement is reached. Turkey recognizes her maritime SAR areas as declared in IMO.

ORIGINAL 2

ATP-57(B)

PART I CHAPTER 1

Introduction to SUBSAR operations
0101 Overall Philosophy of a SUBSAR Operation The general philosophy for Submarine Search and Rescue (SUBSAR) Operations is to provide a reasonable level of assurance for the more likely Submarine accident situations and some, at least, for the less likely, using those elements which are considered the most appropriate in response to the incident worldwide. While rescue is the preferred method of saving lives after a submarine accident, escape is also possible even though it presents greater risks to the individual. Salvage of the whole submarine is unlikely to be used as a means of saving life as it would probably take too long to accomplish even under favourable circumstances. Some salvage related activities may, however, contribute towards escape or rescue.

0102 SUBSAR Operations Guidance The following Documents record the principles, techniques and procedures for SUBSAR Operations on which further expansion of the guidance may be based: 1. The International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, published jointly by the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO). The primary focus of the three volumes of this Manual is to assist nations in meeting their own search and rescue (SAR) needs, and the obligations they accepted under the Convention on International Civil Aviation, the International Convention on Maritime Search and Rescue (Hamburg 1979) and the International Convention for the Safety of Life at Sea (SOLAS). 2. ATP-10 SEARCH AND RESCUE, which provides doctrine, instructions, and procedures governing the command, control, and manoeuvring of NATO units in Search and Rescue Operations during peace time. The SAR Panel of the NATO MC Air Standardization Board (MCASB) Air Support Operations Working Group has the overall responsibility for this Publication, which includes a specific chapter dedicated to the Search and Localization of a Submarine in distress. 2 3. ATP-57 (The Submarine Search and Rescue Manual) provides guidance, instructions, information and procedures governing the command, control, mobilization and employment of SMER
2

See Note at page 2.

ORIGINAL I-1-1

ATP-57(B) Resources during the SUBSAR Operations. responsibility. 0103 Concept of Operations 1. General. This manual is also under the MCMSB SMERWG

This article briefly describes the different concepts, Authorities, phases and guidance used during SUBSAR Operations. It is a SAR principle that the appropriate authority may call upon one or more Rescue Coordination Centre (RCC) to assist the operation. A SUBSAR operation does not normally come under the responsibility of a RCC, due to the specific characteristics of a DISSUB, but the relevant RCC must be duly informed of all activities that will be taking place during any phases of a SUBSAR Operation. Annex 1A contains a summary of applicable NATO Standardization Agreements (STANAGs) related to SMER issues, which may be named through this document. 2. The Alert.

Indication that a submarine has sunk or is in distress may come from a variety of sources, ranging from merchant ships observing an untoward incident, through warships operating with the submarine, to the Submarine Operating Authority (SUBOPAUTH) realising that the submarine has failed to report as detailed in her orders, or any unit receiving distress signals from the submarine. 3. SUBSAR Operations phases.

A Submarine Search and Rescue (SUBSAR) Operation can be divided into a number of phases the first of which begins when the alert of a DISSUB is raised. The principal phases are: Search and Localization of the DISSUB Search, Escape and Rescue

Chapter 5 describes instructions and procedures for the Escape and Rescue phase. This phase may last a number of days dependent upon DISSUB status, weather and sea-state conditions and rescue element capabilities. Although the preference is to rescue the Submarine’s crew, an escape may be conducted before or during the rescue, depending on the evolvement of the conditions in the DISSUB. The CRF should only advise escape if waiting to be rescued would increase the hazard to the DISSUB personnel. Transition between the phases is rarely well defined, and because of the change of operational focus, OSC must provide a comprehensive brief to the CRF. During the Escape and Rescue phase, the OSC will provide the appropriate support to the CRF, utilizing those Forces and resources at his disposal. 4. Activation/Mobilization of Submarine Rescue Elements.

Once the Alert is established, activation of SMER resources should start as soon as possible. All mobilization will take place in accordance with either the requests of the DISSUB’s NA, or the initiative

ORIGINAL I-1-2

ATP-57(B) of those Nations intending to support. This could involve the mobilization of more than one rescue element. While the search is proceeding, the Submarine Search and Rescue Authority (SSRA) will normally coordinate the call-out, embarkation and deployment of the Recovery and Rescue Forces in accordance with the wishes of the NA. The SSRA should alert ISMERLO in order to obtain information about the availability of Rescue Elements across the world. Detailed information about the Search and Localization phase can be found at chapter 3. ISMERLO is capable of providing a worldwide coordination capability during the mobilization, by monitoring the availability of those elements which can assist a nation facing a DISSUB incident. ISMERLO can also provide advice to the SSRA if required or as the situation demands. Chapter 4 describes instructions and procedures to be carried out during the mobilization of the SMER resources. 5. Medical Support and Organization. Chapter 6 deals with medical aspects of a SUBSAR operation.

0104 DISSUB Liaison Team (DLT) The DISSUB National Authority (NA) should provide a DLT to support the OSC and CRF. This team should include submarine officers, medical officers (specialized in underwater and hyperbaric medicine), design authorities, Submarine Escape and Rescue specialists, translators and media advisors. The DLT must have available all applicable technical details of the DISSUB, to adequately advise the OSC and CRF. The DLT will also identify any requirements for additional manpower during extended operations. Advice on local facilities may also be required from the port area closest to the DISSUB location or used for forward support.

0105 Recovery of Escapees Rescue is the preferred method but escape is equally possible, depending on onboard conditions. Crew may indeed be forced to escape before the arrival of any surface assistance or Rescue Elements, in which case the Search Force may come upon escapees already on the surface and in need of treatment. 0106 Intervention

Intervention is the use of external resources to increase survivability. This can be surface or subsurface, and is likely to involve specialist assets for survey, debris clearance and transponder field preparation on and around the DISSUB. During the waiting time between location and rescue, but also during the rescue itself, it may be necessary to maintain conditions on the DISSUB by ELSS) either "wet re-supply using pressure tight pods posted into the escape tower by IROV, ADS or Divers, or "dry" by a Submarine Rescue Vehicle (SRV) or Chamber (SRC). Some classes of submarine can accept an air ORIGINAL I-1-3

ATP-57(B) supply connection and maintain a breathable atmosphere thereby (Ventilation). Chapter 3 deals with Intervention.

0107 Rescue of DISSUB personnel If conditions aboard the DISSUB allow, personnel will wait to be rescued. This operation may take several days to stage during which intervention operations may prepare for the arrival of Rescue Elements. This could involve survey, debris removal, tracking preparation, re-supply of Emergency Life Support Stores (ELSS) and, if appropriate Element and interfaces are available, the control of the DISSUB atmosphere. Rescue operations should commence once appropriate Rescue Elements arrive at the scene. Note: No two situations will ever be the same. While not very likely, it is possible that lives will be saved by both Escape and Rescue from the same DISSUB.

.

ORIGINAL I-1-4

ATP-57(B)

ANNEX 1A

Summary of SMER applicable STANAGS

1A01 Summary of SMER applicable STANAGs

Table 1A-1 Summary of SMER applicable STANAGs.

STANAG 1074

TITLE MINIMUM STANDARD CHARACTERISTICS OF UNDERWATER TELEPHONES FOR USE IN SUBMARINES AND SURFACE SHIPS OF NATO NATIONS HANDBOOK ON MARITIME MEDICINE (AMedP-11) REQUIREMENTS FOR A NATO COMMON RESCUE SEAT MINIMUM REQUIREMENTS FOR THE PROVISION OF DEVICES IN DISTRESSED SUBMARINES TO ASSIST LOCATION BY RESCUE FORCES AND CHARACTERISTICS OF SUBMARINE MARKER BUOYS MINIMUM CONDITIONS FOR SURVIVAL IN A DISTRESSED SUBMARINE PRIOR TO ESCAPE OR RESCUE MINIMUM REQUIREMENTS FOR ATMOSPHERIC MONITORING EQUIPMENT LOCATED IN SUBMARINES WITH ESCAPE CAPABILITY MINIMUM REQUIREMENTS FOR SUBMARINE ESCAPE AND SURVIVAL PERSONNEL EQUIPMENT (SESPE) ALLIED GUIDE TO DIVING OPERATIONS (ADivP-01) EMERGENCY SONAR BEACONS TO AID THE DETECTION AND LOCALIZATION OF DISTRESSED SUBMARINES AND THE HOMING ONTO THEM OF SUBMERGED RESCUE CRAFT THE SUBMARINE RESCUE MANUAL (ATP-57)

CUSTODIAN FRA

1269 1297 1298

DEU USA FRA

1301 1320

GBR FRA

1321 1372 1382

NDL GBR GBR

1390

ASC

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ATP-57(B)

STANAG 1391

TITLE REQUIREMENTS OF A DISTRESSED SUBMARINE FOR THE RECEIPT OF EMERGENCY LIFE SUPPORT STORES (ELSS) BY POD POSTING MULTINATIONAL GUIDE TO DIVING MEDICAL DISORDERS (ADivP-02/MDivP-02) COMMON INTERFACES TO BE USED FOR VENTILATING A DISTRESSED SUBMARINE. PRINCIPLES OF MEDICAL POLICY IN THE MANAGEMENT OF A MASS CASUALTY SITUATION SEARCH AND RESCUE - (ATP-10) SEARCH AND RESCUE ELECTRONIC SYSTEM (SARES)

CUSTODIAN CAN

1432 1450

GBR ITA (Ratification Draft) DEU GBR GBR

2879 3552 7007

ORIGINAL I-1–A-2

ATP-57(B)

PART I CHAPTER 2

The DISSUB
0201 Introduction This chapter provides information and guidance for Surface Forces and other Submarine Escape and Rescue resources participating in a SUBSAR operation. The purpose of this chapter is to give an overview of conditions that may exist in a DISSUB, as well as circumstances and facts that will affect the conduct of the intervention and/or rescue. The chapter also details the information available to the Commander or “Senior Survivor”, in order to evaluate the situation. Information about emergency equipment carried aboard can be found in the National Section of this publication or will be provided by the DLT.

0202 General Information 1. Cause of Submarine sinking

Submarines are designed to be neutrally buoyant when their main ballast tanks are full of water. This allows them to dive and operate safely. Even if all electrical and propulsive power is lost a submarine crew should be able to blow water out of the main ballast tanks, and other compensating tanks, to give the submarine positive buoyancy to get it to the surface. However, if a large quantity of water floods into the pressure hull of a submarine, after a catastrophic accident or due failure of a sea water system which cannot be isolated, a point will be reached during the flooding when no action taken by the submarine crew can compensate for the increased mass of the submarine and it will sink to the bottom. 2. Physiological considerations of the DISSUB crew.

The DISSUB crew may be exposed to several hazards that limit survivability and directly affect the stay-time prior to escape and/or rescue. The most critical factors are: - uncontrolled flooding, - pressure rise, - toxic atmosphere, - temperature, - loss of life support capability. Where such catastrophic factors do not apply, the stay-time until surface support arrives for escape or rescue will depend on previously mentioned conditions.

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ATP-57(B) It must be noted that if the pressure rises following the incident, the chances of carrying out a safe escape are reduced and that a big proportion of the escapees could suffer from Decompression Illness (DCI). These important factors will affect the crew stay-time on board a DISSUB. It is likely that a percentage of the DISSUB personnel will suffer from injuries caused by the accident itself or from exposure to the above conditions. Diving and submarine medical experts are needed to make initial diagnoses of escapees and rescuees, and treat exposure to the above conditions. Detailed information and advice on physiological and medical issues are given in chapter 6.

0203. Possible scenarios on board of DISSUB 1. Conditions on Board the DISSUB Conditions in the submarine will depend on the severity of the accident that has caused the sinking and the crew’s ability to stabilize the situation. Any submarine flooding will result in some internal pressure rise; it is therefore imperative to keep it as near to atmospheric as possible because increased pressure, as well as temperature, atmosphere contamination and the availability of food, will adversely affect crew’s performance and reduce their chance of survival. It can be safely assumed that it is virtually impossible for a submarine to bring itself to the surface should any one of her main compartments be flooded. For there to be any personnel in the DISSUB following an accident at least one of the escape bulkheads must be intact. In the "worst" case all those who have survived the accident will be in one of the escape compartments. The compartment may be partially flooded and/or may have an internal pressure above 1.0 bar (absolute). Each of these possibilities will present different problems to the DISSUB personnel and to the recovery and rescue forces. The decision on how and when to escape is the sole responsibility of the "Senior Survivor", although as much advice as possible should be provided by surface forces. Ideally escape should take place after search and recovery forces have located the DISSUB and are standing by on the surface to provide assistance. However, conditions in the DISSUB may force the Senior Survivor to start the escape before the arrival of surface forces that may arrive at the datum and find men in the water. Factors affecting the time of escape will include conditions of current and tidal stream, light, weather, and the proximity of surface forces as well as the pressure and atmosphere condition in the DISSUB. Escape will not normally be delayed beyond the limits of pressure or atmosphere sustainability, in order to await rescue, unless the Senior Survivor considers that circumstances justify such a delay, or the depth of the DISSUB is such that successful escape is clearly out of the question. A partial escape to lower the burden on remaining atmosphere control equipment is also to be considered. 2. Scenarios Scenario within the DISSUB can be conveniently divided into the following categories: a. Dry unpressurized. In this scenario, rescue is the preferred method of saving lives. In the event that the submarine is not located, or some other adverse event or condition exists, escape may be necessary. ORIGINAL I-2-2

ATP-57(B)

b. Dry pressurized. In this scenario, the major problem for the DISSUB crew is to decide whether to escape or not. In general terms if the pressure rises, an increased likelihood of decompression sickness will occur during escape. c. Wet unpressurized. Ambient temperatures will fall more rapidly than in the dry unpressurized compartment and hypothermia will be a major problem. d. Wet pressurized. All the factors in the dry pressurized compartment apply, except that the rate of fall in ambient temperature will be significantly greater. Hypothermia may again be a major problem.

0204 SMER facilities on board the DISSUB. 1. Escape compartments and equipment. Most nations' submarine escape and rescue policy is based on the concept that, following an accident, if any portion of the submarine is left untouched, it must be one of or either the forward and aft compartments. For this reason these compartments, or a pressure tight room between compartments, are designated Escape Compartments and most SMER equipment and materiel is concentrated in them. In one-compartment submarines, with no internal pressure tight bulkheads, the whole pressure hull represents a single Escape Compartment. SMER equipment and gear inside escape compartments could consist of some or all of the following: a. Release gear for Indicator Buoy or Messenger Buoy. b. Submerged Signal Ejector and stores i.e. smoke candles, grenades and communications buoys. c. Emergency Underwater Telephone with DISSUB Bleeper. d. Means of providing oxygen. e. Means of absorbing Carbon Dioxide (CO2). f. Atmosphere monitoring equipment, electronically or manual (Draeger pumps and tubes) measuring instruments for monitoring O2, CO2, CO, Cl2 and NOx levels. g. Thermometer. h. Absolute pressure gauge. i. An escape tower with a common rescue seat (see STANAG 1297) around its upper hatch. Small submarines may not have escape towers in which case only compartment escape is possible. j. Hood Inflation System (HIS) to provide a supply of air to escapees whilst flooding up in the escape tower immediately prior to escape and/or a built in breathing system (BIBS) to provide air for compartment escape.

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ATP-57(B) k. Sufficient submarine escape immersion suits (SEIS) or hooded life jackets for everyone on board with a small percentage surplus. (see paragraph 3. below for details on these elements). l. Personal Locator Beacons (PLB) to be worn by some or all escapees.

m. Instructions on When and How to Escape. n. Some submarines can release a life raft, which remains tethered to the DISSUB. The escapees climb into it on reaching the surface. o. Equipment for receiving ELSS by Pod posting. The General lay-out and escape equipment fitted on board the different submarines can be found in every Nation’s data contained in Section II, as well as in the rescue coordination pages of the ISMERLO web page (www.ismerlo.org). 2. Emergency Life Support Stores (ELSS)

The crew will take every step to reduce their consumption of oxygen (O2 ) and production of carbon dioxide (CO2 ) in order to prolong the survival time aboard. The posting of Emergency Life Support Stores (ELSS) using pressure tight pods would further increase the waiting time. Nevertheless, morale will be low and every effort must be made by surface forces to keep spirits on board the DISSUB high, by keeping them well informed of the efforts being made on their behalf. POD-Posting are carried out by descending pressure tight pods (by a ROV, SRV, ADS or a Diver), from the surface, through an Escape Tower, to the DISSUB. Some submarines have specific devices to receive PODs; other submarines may use the torpedo tubes or the escape trunks for it. 3. Escape suits /lifejackets used by submarine’s crew. A suit that aids escape from a submarine, which meets the requirements of STANAG 1321. The submarine personnel will utilize individual escape suit, life jacket or surface abandonment suit which may have an integral life raft to provide thermal protection and buoyancy for personnel survival on the surface.

0205 Ways used by the DISSUB to report on her position For communications with the Submarine, see also chapter 5 and ATP-10 chapter 8. National data concerning communications and ways for the submarine to announce her position are found in Part II. 1. Main Underwater Telephone (UWT). If possible, the DISSUB’s crew will use the UWT as a primary source for communicating with the Search and Localization Forces (including the SPAG), as well as with the Escape and Rescue Forces. It is a National responsibility to provide an update to the SMER community with the technical data (e.g, frequencies both radio and UWT), as well as other embarked equipment. These data can be found at Annex B of this publication, or at the coordination pages in the ISMERLO web site (www.ismerlo.org).

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ATP-57(B) 2. Emergency UWT. Some submarines are equipped with an emergency UWT, usually located at the Escape compartments. These sets generally operate at 8 KHz and are power independent. Their primary purpose is for communication between the DISSUB’s personnel and the surface forces once the submarine has been located. In addition some sets, typically sonar locator beacons, are able to transmit on additional frequencies (details can be found at Annex B) to assist Search Forces in location or to enable Submarine Rescue Vehicles to vector themselves on top of the DISSUB (Especially in case of very poor visibility conditions). 3. Submarine indicator buoys. Some submarines are fitted with indicator buoys. They can be released from inside the escape compartments or the compartments adjacent to them. They are usually tethered to the submarine. The buoys consist of an inflatable collar to support a radio unit that transmits on international distress frequencies, (121.5, 243 or 406 MHz). They can be fitted with a flashing light. Because they have a low margin of buoyancy they are not easily visible in any appreciable sea state except at short range; it is also possible that they may not be seen in a strong tideway. Some Indicator buoys transmit a unique 3-figure serial number. National Authorities hold up to date lists of the indicator buoy numbers of all their submarines. Some nations, although allocated indicator buoy numbers, have buoys which have no means of transmitting the allocated number. Some buoys also transmit on the COSPASS/SARSAT frequencies. These buoys, named SEPIRB (Submarine Emergency Position Indicator Radio Buoy), are normally floating. They transmit a string containing a certain number of data such as the position coordinates (typically fixed once the buoy gets activated), the time and an ID string identifying the single submarine. The information is received and automatically routed to the COSPAS/SARSAT ashore station, automatically decoded by national authority owning the submarine and in some cases automatically sent directly to the Subopauth for subsequent actions. 4. Messenger buoys.

Submarines fitted for rescue by SRC may have a so called “messenger” buoy by each rescue seat. The buoy is released from the escape compartment and carries a thin wire to the surface. This wire is used to winch the SRC down onto the seat. Messenger buoys do not carry radio units. 5. Other communications buoys. Other communication buoys which could be used by the submarine for Escape and Rescue purposes are: a. Submarine Launched One-way Tactical buoy (SLOT Buoy). These buoys are similar to JEZEBEL sonobuoys and can be released from the submarine signal Ejector at depths down to 300 mts or more. A short voice/CW message recorded on tape is transmitted on a pre-set VHF channel. Frequencies available are numbers 25, 27, 29 and 31 of the normal JEZEBEL channels. b. Expendable Communications Buoys (ECB). They can be released from the Submarine Signal Ejector (SSE) and, in the emergency mode, transmit a pre-recorded message on 121,5 MHz, 243.0 MHz or 406.0 MHz.

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ATP-57(B) More exhaustive and educational information about typical configuration and equipments available aboard of a DISSUB, can be found at Annex C

0206 Egress of DISSUB personnel 1. 2. The decision on how and when to escape is the sole responsibility of the "Senior Survivor" There are 4 different ways to evacuate the DISSUB: a. Rescue. A SRV or a SRC mates with the DISSUB and equalizes the pressure between them. Thereafter hatches separating them are opened and personnel are transferred, from the DISSUB to the SRV or SRC and thence to a MOSHIP or a place of safety. Some Rescue Elements are capable of TUP operations enabling therapeutic decompression of personnel who have been exposed to raised pressure. Due to their complicated logistic requirements Rescue Elements may take several days to get to the scene of an accident. For this reasons most submarine operating nations continue to fit appropriate escape systems. b. Escape. There are two methods of escape known as Tower Escape and Rush Escape: (1) Tower Escape. One or more men in turn, dressed with an escape and survival suit, climb into an escape tower. Once the lower hatch has been shut the tower is rapidly flooded and pressurized while the escapee is kept supplied with air to breath and his suit is inflated to give it positive buoyancy. Once the pressure between the tower and the outside water column is equalized, the upper hatch opens and the escapee makes a rapid ascent to the surface. (2) Compartment or rush escape. Some submarines, particularly those with a single compartment pressure hull, rely on compartment escape. The system requires the whole compartment being flooded, pressurized and equalised, at which point an escape hatch can be opened and each man in rapid succession makes an ascent to the surface. Some submarines fitted with the tower escape system can revert to the rush escape method, which is similar to the compartment escape except that it is only used if accident has caused the escape compartment to flood uncontrollably or the escape tower to be unserviceable. The major disadvantage of this system is that in water deeper than 30 m (100 Ft) the number of casualties caused by prolonged time under pressure will increase with depth. The likely maximum depth from which such an escape can be performed is 70 m (230 Ft), with a survival rate of only a few escapees. c. Submarine Escape Capsules. A small number of submarines are fitted with an escape capsule which the whole (or a proportion) of the crew can climb into. Once released from the DISSUB, the capsule floats to the surface. Surface Abandonment is accomplished by egressing the d. Surface Abandonment. submarine using main deck or sail/fin hatches. This evolution is difficult from a submarine, especially in higher sea states and unlike surface ships, submarines are normally not fitted with large life rafts. Therefore, it is anticipated that numerous individuals will require extraction from the sea. Submariners who have abandoned ship are unlikely to have experienced DCI.

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ATP-57(B)

0207. Options for the Crew Once on the sea bed the options available to the crew will depend o nthe depth in which the submarine has sunk: 1. 2. Below submarine collapse depth. The submarine will implode and there will be no survivors; Less than submarine collapse depth but deeper than maximum escape depth. Rescue may be conducted dependent upon: a. DISSUB being fitted with a NATO STANAG 1297 mating seat (submarine details in Part II National data) b. DISSUB being shallower than maximum mating depth of available rescue submersibles (capabilities of rescue submersibles in Part II Chapter 1). c. Air purification capacity onboard the DISSUB being capable of maintaining air purity within safe limits whilst awaiting arrival of rescue forces which could take several days. This period could be extended by posting Emergency Life Support Stores (ELLS) in pressure tight pods through and Escape Tower, but this is limited to the depth capability of the escape tower. d. Internal bulkheads being able to withstand the sea pressure.

3. Less than maximum escape depth. Rescue is still the safest means of recovering the crew of the DISSUB. However if conditions in the submarine are deteriorating and the cre cannot risk waiting for rescue forces to arrive they may have to take the decision, based on instructions onboard the submarine, to make an escape. Advice on making this decision can be given by escape and rescue experts on the surface but in the final analysis it remains the senior survivor’s decision.

0208 Advantages of Rescue Rescue has the advantage that the DISSUB’s crew are transferred, to the MOSHIP without being exposed to an increased pressure. In certain circumstances, it is possible to transfer men, who have been “saturated” at pressure, to a facility for slow decompression to atmospheric pressure. Not all rescue systems are capable of achieving this and surface decompression t4echniques may have to be used with their inherent risks. 0209 Disadvantages of Rescue The major and only disadvantage of using rescue submersibles is that it may take several days for the submersibles and their mother ships (or VOOs) to get to the scene of the accident. For this reason most submarine operating nations, particularly those whose submarines spend a large proportion of their operating cycle in water in which escape would be possible, continue to fit appropriate escape systems.

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INTENTIONALLY BLANK

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ATP-57(B)

PART I CHAPTER 3

Search and Localisation of a Distressed Submarine

0301 Introduction 1. Guidance for Use. This chapter contains information to enable operational commanders to assemble the forces and equipment needed to search and locate a Distressed Submarine (DISSUB), and establish communication with her. Guidance is also given to units engaged in the search for the DISSUB and in particular to the On Scene Commander (OSC). In Submarine Search and Rescue (SUBSAR) Operations, the Search and Localisation Phase begins transition to the rescue phase when either the submarine or escapees from her crew are located. When this occurs, SUBSAR operations should transition to ATP-57 as soon as possible for the recovery of escapees and rescue of survivors. The treatment of pressure related injuries suffered by the DISSUB’s crew are covered in ATP-57 Chapter 6. 2. Purpose. The purpose of this chapter is to: a. Standardise SUBSAR operational procedures for the Search and Localisation of a DISSUB. b. Provide basic information to all those who may be confronted with a submarine rescue scenario, either a distressed submarine on the surface or on the seabed c. Serve as a guide for all operational commanders responsible for SUBSAR operations. 3. Aim. The aim of the SUBSAR organisation is to save lives by ensuring the earliest possible localisation of the DISSUB and the recovery of her crew. Due to the relatively limited amount of equipment immediately available to cope with a submarine disaster, offers of assistance are likely to be received from many nations and much of them will be needed to ensure that as many lives as possible are saved. Naturally this will complicate the problems of assembling and coordinating all suitable units and equipment to the scene of the accident. Therefore while SAR is in principle a national responsibility, it is for the sake of simplicity and speed of response that the SUBSAR organisation will be the same in war as in peace, whether it be in a NATO exercise/operation or not. This is achieved by providing a procedure for the prompt alerting of forces to take part in the search while Rescue Elements mobilise toward the scene of action and other vessels prepare more specifically for the rescue or the recovery and treatment of survivors. The procedure for the prompt alerting and search is applicable to any SUBSAR operation whether the DISSUB is assigned to NATO or not. Immediate establishment of an alert on the ISMERLO web site

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ATP-57(B) should be considered as soon as it is suspected that a submarine is distressed on the seabed or on the surface.

0302 Definitions Definitions contained in this article, are those specific SAR terms exclusively used during SUBSAR Operations. They supplement other SAR terms and definitions contained in different related documents. 1. Check Arrival Report. A signal transmitted by a submarine immediately upon its arrival in port. This signal may be required by the Submarine Operational Authority (SUBOPAUTH). 2. Surfacing signal. A signal transmitted by a submarine to indicate the completion of a dived period as covered by a Diving signal. Alternatively it concludes a passage or a leg of a passage as required by the SUBNOTE and thereby cancels any extant Diving Signal or concludes any preceding series of Subchecks Reports 3. Authorities. The following are the specific Authorities and Command and Control (C2) definitions for a SUBSAR operation: a. National Authority (NA). The State or Command Authority that has sovereignty over the DISSUB. b. Alerting Authority (AA). Typically the Commander (SUBOPAUTH) who has operational control of the DISSUB is responsible for initiating the Submarine Safety Communications Check (COMCHECK) procedure, as well as the Operation SUBLOOK/SUBMISS/SUBSUNK procedures (see Annex 3B). The SUBOPAUTH is the Naval Authority responsible for the safe routeing of a submarine under his Operational Control (OPCON). c. Submarine Search and Rescue Authority (SSRA). The Naval Authority designated by the National Authority (OPCOM) responsible for the planning and conduct of Submarine search, escape and rescue operations. The SSRA may be a national or NATO Maritime Component Commander or appointed maritime commander, depending upon the requirements of the NA or the Authority which establishes the submarine OPCON. The SSRA will operate in coordination with the relevant RCC. The DISSUB’s NA should seek prior agreements with concerned national or NATO Commands. The SSRA is to be nominated either in an (EX)OPORD or in the relevant tasking documents. The responsibilities of the SSRA may be passed to or from the relevant National/NATO Authorities. d. Support Authority (SA). Any authority that provides assistance to the NA and/or SSRA. e. On Scene Commander (OSC). The Commander of the military unit which first reaches the vicinity of an accident or datum is to act as OSC until relieved or confirmed by SSRA.. In the event that the first unit on the scene is an aircraft, the aircraft Commander will retain control of SAR operations until the arrival of a surface unit Commander, which then will assume the duties ORIGINAL I-3-2

ATP-57(B) of OSC. In all other cases, in order to maintain continuity of Command, the Officer who subsequently may arrive on the scene is not to assume Command by reason of seniority unless or until: (1) Ordered to do so by the SSRA, or (2) In his judgement, a change of Command is essential. f. Coordinator Rescue Forces (CRF). Designated by the SSRA. The Officer with responsibility for coordinating and controlling the recovery of escapees and/or the rescue of the crew from the DISSUB. During multinational rescue responses takes advice of the Rescue Element Commanders or National Rescue Coordinators (if assigned) to develop and task the Rescue Element Commanders (REC) to execute the rescue plan. The CRF may or may not be subordinated to the OSC; in case it is not subordinated, the CRF will take the lead on the rescue operations and the OSC will support the CRF as far as it is needed, sanitizing the area and providing help with available resources. Anyway, close coordination between CRF and OSC is paramount for the success of the rescue operation. g. National Rescue Coordinator (NRC). Subordinate to the CRF within the Rescue operation. Frequently provided during multinational operations by a nation providing rescue elements. (Could likely be a CRF if responding to his own nations disabled submarine.) Would provide the CRF advice and recommendations on the best utilization of his/her nations assigned rescue capabilities. h. Rescue Element Commander (REC). Subordinate to the CRF within the Rescue operation. In Command of the Rescue Element (rescue or intervention or both) with responsibility for conducting either the rescue of the crew, the recovery of the escapees or the intervention as indicated and directed by the CRF. Responsible to his/her own National Authority for the operation of assigned systems. During multinational operations provides the CRF advice and recommendations on the best utilization of his/her assigned rescue capabilities. When an NRC is assigned would follow national procedures with respect to command and control relationship with the CRF. 4. Submarine Escape and Rescue Specialists. During SMER operations, the headquarters of the SSRA should be provided with the following specialists (liaison officers): (1) qualified in submarine operations (preferably by a Commanding Officer and an Engineering Officer of the same class as the DISSUB), (2) public affairs, (3) diving and underwater medicine, (4) diving operations Prior to the DISSUB location (Search and Localisation phase), as well as on the scene of action (during the Rescue Phase), experts mentioned above should also be provided to the OSC and/or to the

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ATP-57(B) CRF. Diving and underwater medical specialists might be sent to any recompression therapy centre which could help during the operation.

0303 International Submarine Escape and Rescue Liaison Office (ISMERLO) ISMERLO has been established at Allied Submarine Command in Norfolk, VA. This office provides a worldwide coordination capability and monitors the availability of Escape and Rescue Elements which may assist any nation facing a submarine disaster. The capability is built from a small group of people, civilian and/or military, provided by different nations to work in the area of SMER. As a global response organisation, focused on humanitarian objectives to contribute on saving lives at sea, the ISMERLO is encouraged to pursue the involvement of all submarine-operating nations.

0304 Terminology for SUBSAR Operations Definitions and terms shown in table 3 -1 below are used during SUBSAR Operations. Although some terms belong to the Rescue Phase, hence belong to ATP-57 procedures, they have also been listed on this table only for information purposes. Table 3 – 1 TERM CHECK ARRIVAL REPORT COMCHECK Coordinator Rescue Forces (CRF) Datum Distressed Submarine (DISSUB) Diving Signal Emergency Life Support Stores (ELSS) Escape Escape Gear Ship (EGS) Submarine SAR Terminology

DEFINITION A signal transmitted by a submarine immediately upon its arrival in port. The signal may be required by the SUBOPAUTH The signal originated by SUBOPAUTH when the safety of a submarine is in doubt. The Officer with responsibility for coordinating and controlling the recovery of escapees and/or the rescue of the crew from the DISSUB Last known position of DISSUB. Used as the starting point for all search plans. It will be updated and marked when true position is known. As it is stated in AAP-6, a DISSUB is a distressed submarine on the seabed unable to surface. For the purpose of alert and possible mobilization of submarine Escape and Rescue Elements, the Submarine Escape and Rescue community also calls DISSUB to a surfaced submarine needing assistance due to a diving/safety emergency. A signal transmitted by a submarine before it dives, indicating the date and time of dive, date and time of completion, position and reason for diving. Items of stores for use by the personnel in the DISSUB to enable them to survive whilst awaiting rescue. Stores include such items as CO2 absorbent, O2 candles and medical stores for emergency treatment of casualties. Any method by which a man leaves a DISSUB and makes his way to the surface without direct assistance from outside Rescue Elements. A man who makes an escape is known as an 'escapee’. Any ship nominated by the SSRA to carry medical stores and equipment to facilitate the recovery and treatment of escapees on reaching the surface.

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ATP-57(B) TERM Submarine Expendable Communications Buoy (ECB) DEFINITION A communications buoy which can be launched by a DISSUB from a Submerged Signal Ejector (SSE). When on the surface it operates on a predetermined UHF frequency and when released in the emergency mode transmits an emergency DF beacon which can be detected by satellites or other receivers. International Submarine Escape & Rescue Liaison Office (ISMERLO). Multinational coordinating office for Submarine Escape and Rescue related issues. The office provides coordination through its web site management system on Internet at www.ismerlo.org A ship used to carry a Submarine Rescue Element to the scene of the submarine accident. The Moving Haven (MHN) is the normal method by which submarines are routed. The standard MHN is an area 20 Nautical Miles (NM) ahead, 30 NM behind, and 5 NM on either side of the submarine’s planned position. The MHN should be reduced in size in restricted waters. In peacetime, the shape of an MHN may be varied to suit the operational requirements. The size of the MHN is stated in the SUBNOTE. Responsible for the conduct of the search with the assets allocated by the SSRA. The OSC will also carry out the peripheral activities required, among them force protection, after the DISSUB has been located leaving the CRF free to concentrate on saving lives. Small radio transmitters in a container capable of withstanding pressure equivalent to the maximum escape depth of the DISSUB. PLBs are worn by escapers (though not normally carried by all) and when switched on transmit an emergency DF beacon. Most recent models are Satellite based. The Codeword of an exercise which may be executed to test any or all of the procedures and practices required in a submarine disaster. SMASHEX may exercise specific parts of the SUBLOOK/SUBMISS/SUBSUNK sequence as follows: - SMASHEX ZERO equates to COMCHECK - SMASHEX ONE equates to SUBLOOK - SMASHEX TWO equates to SUBMISS - SMASHEX THREE equates to SUBSUNK The signal transmitted by a submarine at specified intervals to ensure the SUBOPAUTH of her continued safety. No other signal received from a submarine may replace a SUBCHECK REPORT. Non-receipt of other anticipated signals should not normally give rise to undue concern although in such circumstances it may be appropriate to initiate a SUBMARINE SAFETY COMCHECK. The Codeword of the procedures initiated by the SUBOPAUTH when the safety of a submarine is in doubt, or when a Surfacing Signal, Check Arrival Report or SUBCHECK Report from a submarine under his operational control becomes one hour overdue. A team of Submarine Escape and Rescue experts augmented by medical specialists who are available to provide advice and assistance to the SSRA, OSC and CRF.

ISMERLO

MOSHIP

Moving Havens (MHN)

On Scene Commander (OSC)

Personal Locator Beacons (PLB)

SMASHEX

SUBCHECK Report

SUBLOOK (Format at Annex 3B) Submarine Escape and Rescue Assistance Team (SMERAT)

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ATP-57(B) DEFINITION A communications buoy that can be launched by a DISSUB from a Submerged Submarine Launched Signal Ejector. When on the surface they operate on one of a number of One-way Tactical predetermined VHF frequencies (compatible with `Jezebel’ Passive Sonobuoy (SLOT) Buoy monitoring channels). Although normally used to pass operational data, the buoy could be also used by a Submarine in Distress (DISSUB). A bell that can mate with the NATO common rescue seat but in addition has to Submarine Rescue be fitted with special securing arrangements. Capable of rescuing up to 6 Chamber personnel at a time. Submarine Rescue Any submersible craft which may be used for the recovery of personnel from a Vehicle (SRV) DISSUB. For full details, see ATP 57. SUBMISS is the Codeword used for an operation that will be executed in order to initiate a fully coordinated search for a submarine that is believed to be missing. The SUBOPAUTH will normally originate a signal with this codeword SUBMISS (Format when a Surfacing signal, SUBCHECK Report or a Check Arrival Report of a at Annex 3B) submarine is 6 hours overdue, or for one-compartment submarines 3 hours overdue. These periods are not mandatory and will depend on the situation or national policy. As stated in AAP-6, a SUBNOTE is a message report originated by a submarine operating authority providing operational and movement instructions for Submarine Notice submarines in peace and war, including transit and patrol area information. The (SUBNOTE) SUBNOTE accurately defines the route that the centre of the Submarine MHN will follow. SUBSUNK is the Codeword used for an operation that will be executed in order to initiate a fully co-ordinated search for a submarine that is known to have sunk. SUBSUNK (Format The codeword is also used by any authority or unit to signal when having Annex 3B) positive information that a submarine has sunk (eg, when submarine has been located). Submarine Parachute A team of escape and rescue experts, augmented by medical specialists, Assistance Group available at short notice to parachute into the water to rescue survivors and give (SPAG) first aid medical treatment before the arrival of surface rescue ships. A signal transmitted by a submarine to indicate the completion of a dived period Surfacing Signal as covered by a Diving Signal or SUBNOTE The term survivor is only to be used for personnel who have escaped or been Survivor recovered from the DISSUB and, in the opinion of a medical expert, are deemed likely to live. The time at which the SUBOPAUTH must have received a Surfacing Signal or a Check Arrival Report from a Submarine. A SURFACING ZERO (SZER) TIME is used when a submarine dives on a diving signal or for the last port in a Subnote. The ARRIVAL ZERO (AZER) TIME is used in SUBNOTES only for intermediate port visits. The meaning of AZER and SZER in terms of submarine safety as described in this publication is equal. SURFACING and SURFACING and ARRIVAL ZERO TIME also designates the time to execute: ARRIVAL ZERO TIME a. SUBMARINE SAFETY COMCHECK (at SURFACING or ARRIVAL ZERO TIME). b. SUBLOOK (at SURFACING or ARRIVAL ZERO TIME plus one hour). c. SUBMISS (at SURFACING or ARRIVAL ZERO TIME plus 6 hours, or 3 hours for one-compartment submarines). ORIGINAL I-3-6 TERM

ATP-57(B) TERM Underwater Communications Guard Submarine Rescue Element Submarine Rescue System Vessel of opportunity (VOO) DEFINITION This duty should be assumed automatically by the first ship or submarine arriving in the datum area and capable of communicating with or intercepting messages from a DISSUB. A suitably fitted helicopter may temporarily assume this duty until the arrival of the first Underwater Telephone (UWT) fitted ship or submarine. Any asset specifically designed or used for Submarine Escape and Rescue Operations. Any Submarine Rescue Element or set of Submarine Rescue Elements to be employed during the Escape and Rescue phase of a SUBSAR Operation or during the preparations for this phase. Any vessel (normally civilian) potentially available to carry onboard a Submarine Rescue System to the DISSUB area. When the VOO is selected to wear a System, it is called MOSHIP.

0305 Responsibilities for SUBSAR Operations 1. National Authority (NA). The NA is responsible for the Sovereignty, National Administration and National Operations outside the immediate search area and for arranging National and NATO support to the SSRA. By reason of financial responsibility, the NA will normally initiate the request to other nations for logistic submarine SAR support (submarine rescue vehicles, commercial submersibles, diving equipment, SUBSUNK stores, etc). The NA may delegate the coordination of support to the SSRA conducting the SAR operation. 2. Alerting Authority (AA). Responsible for initiating the SUBSAR Operation, using the SUBLOOK/SUBMISS/SUBSUNK procedures (see Annex 3B). If the position of the DISSUB is unknown, the AA will advise the SSRA and the OSC on the extent of the Submarine Search and Rescue Zone and, if possible, the most likely position of the submarine. The AA will normally establish the alert on the ISMERLO web site. The ALERT can be created by any person having access to the web site as soon as it is known that a Submarine is in distress. 3. Submarine Search and Rescue Authority (SSRA). On receipt of a SUBLOOK, SUBMISS or SUBSUNK signal initiated by the AA, the SSRA will: a. Nominate or confirm the OSC and other search units. b. Establish or confirm the search datum. c. Call upon one or more RCCs to assist with all means available. d. On request by the NA, coordinate the logistic support for the submarine SAR operation. e. Be responsible for the overall conduct of the search including provision of Search Forces. The SSRA is also to coordinate the makeup of the Rescue Force, subject to overriding NA approval of financial outlay. f. Keep all appropriate involved authorities informed (including MODs/CHODs), about the progress of the SUBSAR operation and any requirements for additional support.

ORIGINAL I-3-7

ATP-57(B) g. Coordinate with the NA the release of information to the media. 4. Support Authority. In submarine accidents requiring additional facilities, other commands shall make available to the NA and/or SSRA all requested assistance, if applicable. 5. On Scene Commander (OSC). The OSC will: a. Assume responsibility for the SUBSAR Operation at the scene of the accident. b. Send Situation Reports (SITREPs) which will serve to keep his own forces, the SSRA and NA informed on the progress of the search. These SITREPs will be sent by the OSC on arrival at the datum and at three-hourly intervals thereafter. c. With the arrival of the Coordinator of Rescue Forces (CRF) provide overarching control of the force and support to the CRF to execute the rescue operation. 6. International Submarine Escape and Rescue Liaison Office (ISMERLO). a. The ISMERLO website in an official government website hosted by Allied Submarine Command. The website is for rescue coordination and not operational command of the rescue operation which is the responsibility of National Authorities and Rescue Element Commanders. However, users should be aware that using the website is for official purposes. During actual alerts the use of the alert pages and chat is to provide information essential in a rescue response. This office assists in coordinating the support of submarine search and rescue efforts of the various submarine operating nations and other national organizations b. As ISMERLO is an official government site the release of information on the site is governed by NATO and SMERWG overarching public affairs guidance. Specifically, the content and the record of an Alert page, including the chat pages, are available for the use of Official Government/Military Agencies only. The further distribution of them to the public (media, press) is subject to the Policy dictated by the Nation owning the submarine in distress, which requires the National Authority permission for their release. In addition, alert notification, although unclassified, should not be further distributed outside official government channels and media queries should be referred to the Nation whose submarine is in distress without further comment. Allied Submarine Command and ISMERLO will not release information to the public but will refer and/or forward requests to the appropriate National Authority for action. ISMERLO acts as the hub to facilitate rapid exchange of information in the event of an accident. c. ISMERLO provides invaluable assistance in any SMER operation or exercise. Expert assistance in any rescue operation could dramatically reduce the time to get Rescue Elements in position and thereby improve the chance of successful submarine rescues and reduce the potential for loss of life. d. Further information on specific use of the rescue coordination pages will be included in a future annex. Any ISMERLO web site member from any nation can activate an alert (real or exercise alert). When activating a real alert, the system automatically sends an SMS to those responsible for Submarine ORIGINAL I-3-8

ATP-57(B) Rescue Elements and SMER experts from Nations all over the world, facilitating the rapid response of countries and people which could help during a Submarine Rescue Operation.

0306 Submarine Safety Signals 1. Sailing and Routing of Submarines. Submarines are routed by means of SUBNOTEs. The SUBNOTE is to indicate details, when applicable, of the time at which the SUBOPAUTH will change 2. General Instructions for Check Arrival Report. A Check Arrival Report is sent by the submarine once in port. It cancels the prior part of her SUBNOTE and has to be sent by the submarine and received by the SUBOPAUTH before the “Arrival Zero Time” expires. It is to be used if ports occur in a SUBNOTE and should be repeated for every port visit in the SUBNOTE. After the Check Arrival Report the submarine will finish sending SUBCHECK messages (if being used). Note that after a SZER Time the submarine can continue with a surfaced transit during which a ‘SUBCHECK’ report could still be required. 3. General Instructions for Diving Signals. Except when operating in accordance with a SUBNOTE, a Diving Signal is always to be made before a submarine dives, whether an attendant vessel is present or not. The Submarine is not to dive until this signal has been cleared. One Diving Signal may cover a series of dives in any specific exercise. Format for the Diving Signal is at Annex B. 4. General Instructions for Surfacing Signals. A Surfacing Signal is transmitted by a submarine to indicate the completion of a dived period as covered by a Diving Signal or SUBNOTE. The Surfacing Signal must be transmitted in sufficient time to ensure its receipt by the SUBOPAUTH prior to the expiry of the Diving Signal or Surfacing Zero time given in the SUBNOTE. 5. General Instructions for SUBCHECK Reports. In order that they can be assured of the continued safety of submarines under their control, SUBOPAUTHs will instruct submarines to make SUBCHECK Reports at intervals specified in SUBNOTEs, Exercise or Operation orders. SUBCHECK Reports may be waived at the discretion of the SUBOPAUTH with national approval 6. SUBCHECK Report Interval. The time interval between consecutive SUBCHECK reports. The allowed interval is at the discretion of the SUBOPAUTH. It is measured from: a. ETD as promulgated in the SUBNOTE; or b. Time of diving as stated in the Diving Signal, or c. DTG of the last SUBCHECK Report; whichever is the latest. 7. Safety in Exercises. In advanced exercises, the Officer Scheduling the Exercise (OSE), with prior approval of national SUBOPAUTHS, may waive requirements for Diving or Surfacing Signals and SUBCHECK Reports. This waiver must be included in the Exercise or Operation Order.

ORIGINAL I-3-9

ATP-57(B)

0307 SUBLOOK/SUBMISS/SUBSUNK/COMCHECK procedures 1. Circumstances Indicating the Possibility of a Submarine Disaster. A submarine accident must be considered a possibility under any of the following circumstances: a. A submarine fails to surface or communicate promptly following a positive or possible accident reported by any source. b. Contact with a submerged submarine has been lost by participating units for a period of 2 hours, when such loss of contact has not been planned or anticipated as part of the exercise or operation. c. There is reason to believe that a submarine has suffered some form of breakdown and requires assistance. d. A SUBCHECK Report, Surfacing Signal or a Check Arrival Report is overdue. 2. Indication of a Submarine Accident. Initial indication of a submarine accident may be given by one of the following: a. A vessel reports collision with an unknown object in an area where submarine(s) operate(s). b. Escapees or Survivors may be sighted. c. The sighting of wreckage, diesel fuel or air bubbles on the surface in an area where a submarine is known to have been operating. d. The sighting of red grenades or flares. The unexpected sighting of smoke candles or grenades (of any colour) or a patch of fluorescent green dye on the surface may also be evidence that a submarine accident has occurred. e. A SUBCHECK Report, Surfacing signal or a Check Arrival Report is overdue. f. Sighting or interception of radio signal of a Submarine Indicator Buoy or Submarine EPIRB, normally the receipt of a SAR satellite alert. g. Emergency HF or UHF transmission from a submarine prior to sinking or if sunk from a Communications Buoy, an Expendable Communications Buoy or Personal Locator Beacons.

h. Interception of a distress message from a submarine, on Underwater Telephone (UWT) or a transmission of a sonar pinger. i. Failure of a submarine to surface when ordered during specific exercises with anti-submarine forces. 3. Submarine Safety COMCHECK Procedure. initiated when: A Submarine Safety COMCHECK is to be

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ATP-57(B) a. A submarine’s SUBCHECK Report, Surfacing Signal or a Check Arrival Report is due. (Format at Annex B). b. A SUBOPAUTH requiring urgent communication with a submarine, or in any doubt as to its safety, may initiate a Submarine Safety COMCHECK at any time. This is not a forewarning that a SUBLOOK/SUBMISS/SUBSUNK operation will soon be initiated. In most cases time must be allowed for the submarine’s ordered broadcast reception interval to pass before escalation is considered. c. The SUBOPAUTH initiating Submarine Safety COMCHECK is to inform the submarine by every available means of its initiation. 4. SUBSAR procedures SUBLOOK/SUBMISS/SUBSUNK. Specific execution of (SUBLOOK/SUBMISS/SUBSUNK) is conducted with due regard of three major factors: last confirmed contact with the missing submarine, predicted onboard survivability of the submarine, and initial estimated time to first rescue of rescue (TTFR). a. SUBLOOK. Is intended for use when the safety of a submarine is in doubt. SUBLOOK is to be declared as soon as such doubt arises and, in any event when a submarine’s SUBCHECK Report, Surfacing Signal or Check Arrival Report is overdue, based on SURFACING ZERO TIME + 1 hour. An initial search is made of the submarine’s Exercise Area or Moving Haven, by ships in company with the submarine and/or submarines, Maritime Patrol Aircraft (MPA) and helicopters that might be in close proximity. No other ships, submarines or aircraft are to divert to join the search until ordered to do so by the authority conducting SUBLOOK. The SUBLOOK Signal and an ISMERLO alert if initiated, will alert other rescue responders, nations, appropriate RCC’s and other designated personnel to the possibility of a submarine accident. The SUBLOOK will normally state the time at which it is intended to escalate to SUBMISS, should SUBLOOK fail to establish the safety of the submarine. During the SUBLOOK Phase the SUBOPAUTH will: (1) Initiate a Communication Search for delayed signals. (2) Send a signal to the submarine advising it that SUBLOOK has been initiated for it. (3) Alert all units operating in the vicinity to submarine's expected position. Nothing should inhibit authorities from initiating SUBMISS or SUBSUNK, without the preliminary SUBLOOK, if circumstances dictate so. Although 5 hours (or 2 hours for single-compartment submarines) is the normal maximum for the SUBLOOK phase, this may be extended by the responsible authority (e.g. in the case of submarines on passage to distant waters). If possible, the expected time of escalation to SUBMISS should be included in the SUBLOOK Signals. (4) Provide minimum estimated survival time based on last contact, personnel onboard and available stores and determine estimated time to first rescue. (5) Consider the possibility/need of activating an alert on the ISMERLO web site (www.ismerlo.org) especially if survival is potentially limited or TTFR is near or exceeds ORIGINAL I - 3 - 11

ATP-57(B) survivability. During the SUBLOOK phase, an ISMERLO alert will provide rescue responders to make initial assessment of time to first rescue and availability of potential airlifts and vessels of opportunity. Rescue Systems will not be mobilized during SUBLOOK. b. SUBMISS. Is intended for use when: (1) The initial search (SUBLOOK) has failed to establish the safety of the submarine, or (2) A SUBCHECK Report, Surfacing Signal or Check Arrival Report is 6 hours overdue or 3 hours for one-compartment submarines based on SURFACING ZERO TIME. (3) Circumstances indicate the need for an immediate full-scale search for a submarine. It may be appropriate to declare SUBMISS or even SUBSUNK without first declaring SUBLOOK for a preliminary search. The release of the SUBMISS Signal will initiate a full-scale coordinated search that will continue until the submarine or survivors are located. At the same time an Alert should be activated on the ISMERLO web-page and preparations are to be made for a rescue operation. Operational commanders should consider beginning rescue mobilization during SUBMISS procedures when the submarine in question is predicted to have limited survivability or the predicted TTFR is extensive. In this case actions should include early pre-positioning of rescue system deployment aircraft for loading and mobilizing rescue systems to designated rescue ports. These actions minimize TTFR while permitting decision makers additional time to validate distressed submarine indications in the case where clear SUBSUNK criteria (e.g., direct contact with a distressed submarine, SEPIRB message reception) are not met. c. SUBSUNK. Is intended for use when there are significant positive indications or is known that a submarine has sunk (e.g., direct contact with a distressed submarine, SEPIRB message reception). The signal will initiate full-scale search and rescue operation if this has not already been initiated by declaration of SUBMISS.

0308 General instructions to the OSC and Units of the Search Force 1. Command of the Search Force. The SSRA has overall responsibility for the Search and Rescue operation. The OSC is in command of all forces at the scene of the accident and the choice of the right unit for this task is important. The following points are also relevant: a. The SSRA should nominate (or confirm) the OSC as soon as possible. The OSC has to inform all concerned as soon as he assumes the responsibilities of OSC. The ship of the OSC is to be marked by a large red flag at the mast head by day and by an all-round flashing red light at the mast head by night. b. The OSC should establish a datum position Search Area based on the datum and send a SITREP to the SSRA and the rest of the Search Force. c. Whenever possible specialists sent to the scene of the accident should be embarked in the OSC’s ship or in other units at the scene of action d. The OSC should take appropriate actions in accordance with the check-off list CHARLIE (see ORIGINAL I - 3 - 12

ATP-57(B) Annex 3A). 2. SUBLOOK - Action by Ships and Submarines. On receipt of SUBLOOK, ships and submarines should take the following action: a. Ships in company with the submarine concerned should attempt to contact the submarine by all available means. They should also initiate a visual search in the area with available naval and air assets as ordered by OSC. b. Submarines in company should surface, make a Surfacing Signal and act as ordered by the OSC. c. Other ships and submarines take no action until ordered to do so by the SSRA. Units more than 4 hours steaming from the Search Area/Datum are unlikely to be ordered to join the search unless the incident escalates to SUBMISS. 3. SUBMISS/SUBSUNK - Action by units available at datum within 24 hours. Ships and submarines at sea or in harbour and able to reach the Datum within 24 hours (if not otherwise ordered by national authorities) are to take the following action: a. Suspend all exercises immediately. b. Proceed at full speed to the Datum. c. Ships exercising with non-stricken dived submarines are to initiate surfacing procedures for these submarines immediately. Ships are to remain in the vicinity until all submarines involved in the exercise are safely on the surface. Additionally, ships are to inform the submarines of the emergency before proceeding. d. Submarines are to transmit a Surfacing Signal (if appropriate). 4. SUBMISS/SUBSUNK – Action by units available at datum within 72 hours. Ships and submarines at sea or in harbour, and able to reach the Datum within 72 hours but unable to reach it within 24 hours, are to take the following action (if not otherwise ordered by national authorities): a. Come to immediate notice for full power, and continue with their programme. b. If appropriate, report to the SSRA the estimated time of being ready to proceed. c. Signal requirements for any additional personnel required for a Submarine SAR operation. They are to take no other action unless ordered by the SSRA. 5. Details of Ships in Search Force. The SSRA requires information from units and Commands to assist in the organization of the search. All ships proceeding to the search area are to report by PRIORITY signal addressed to the SSRA the following information: a. Position, course and speed, and ETA Datum. b. Estimated fuel (percent) remaining on arrival Datum.

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ATP-57(B) c. Helicopter details as follows: (1) Helo(s) embarked. (2) Helo and deck operating clearance. (3) Helo controllers on board. d. Medical Officer on board. e. Medical facilities on board, such as availability of Hyperbaric Chambers, hospitalization capabilities etc. f. Submarine Officers and Diving Officers on board. g. Any additional equipment fitted or any defects or shortages particularly to sonar and communications that affect the ship’s capabilities in a submarine SAR operation, including Portable UWT and earliest launch time of UWT fitted helicopters or aircraft. h. Time at which control of the air search could be taken over. The SSRA will pass to the OSC details of those units who will be joining the Search Force. It is important to keep the communication circuit as clear as possible particularly at the start of a SUBMISS/SUBSUNK operation and, therefore, the signal is to be kept brief. Paragraphs that are NIL may be omitted. 6. Check Off Lists. Check of lists for Search and Localisation phase are at Annex 3A.

0309 Provision of SMER Expert Advice During the early stages of the operation, the SSRA will be coordinating the transfer of DLT to the scene of action. A comprehensive two-way brief should be given as soon as the specialist advisers arrive on board. As well as operational aspects, the brief should address possible problems, especially those after the recovery of escapees, any advice or requirements that the visiting specialists may have, and also the geography and domestic arrangements onboard the ship. Once the team is onboard, it is essential that the ship provides a dedicated Liaison Officer, familiar with the ship’s capabilities and layout, especially her communications outfit.

0310 Ability of the DISSUB to signal her position 1. The crew of a DISSUB may be able to indicate her position by one or more of the following methods: a. Releasing one or two indicator buoys. b. Firing Submarine Launched One Way Transmission (SLOT) buoys which transmit on VHF ORIGINAL I - 3 - 14

ATP-57(B) JEZEBEL Channels 25, 27, 29 or 31. c. Firing an expendable communications buoy (ECB) or SEPIRB, which will transmit a SARBE DF beacon. d. Firing yellow or white smoke candles or red or green grenades. The smoke candles may have fluorescent dye containers attached, which produce patches of green dye in the water, and may also carry a message. e. Transmitting her name in voice plain language and/or in SST mode on the UWT. f. Transmitting on sonar, echo sounder, or by using emergency location beacons. g. Hull tapping. h. Releasing fuel or lubricating oil. i. j. Transmitting on UWT, maybe using the DISSUB bleeper if ships are thought to be close by. Switching on navigation or other underwater lights.

2. If power supplies are available, the DISSUB will try to transmit continuously. If power supplies are not available, the DISSUB crew will concentrate on using the Emergency UWT during sonar silence periods, or at any interval, whenever the Senior Survivor believes it may attract the attention of the Search Force. Additional information on DISSUB means of communication and other submarine specific data are contained on the ISMERLO website www.ismerlo.org (rescue coordination pages) 3. Unless the DISSUB is observed to sink or in case she is not COSPAS/SARSAT Buoy capable, the crew has to expect the Search Force to arrive in the vicinity well after one of her Safety signals is overdue. Under this condition, it is possible that the DISSUB will fire smoke candles, if able to do so, in order to: a. Attract the attention of aircrafts. b. Attract the attention of any surface vessels that may be heard in the vicinity. 4. The submarine's crew will probably reserve a portion of smoke candles for discharge in the following circumstances: a. In answer to the signal charges dropped by searching ships. b. Shortly before escape has to be started (pending on physiological conditions inside the submarine) in the hope that any aircraft or surface ship will see them.

0311 Conduct of the search This article aims to provide details of the likely situation at sea in a SUBSAR operation, some of the problems likely to be encountered and guidance on the conduct of the search.

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ATP-57(B) 1. Degree of urgency. The earliest possible location of the DISSUB and/or escapees is of paramount importance to the saving of the maximum number of lives. 2. Guidance for the OSC. The OSC is to conduct a search of the area detailed by the SSRA, using the allocated Forces. The OSC is to transmit SITREPS both to the authorities ashore, and to his own force. These should be sent on arrival at the datum and every 3 hours thereafter. 3. Appearance of escapees/survivors on the surface. It is possible that the crew may have escaped from the DISSUB before the arrival of the search force, or survivors were left on surface before the submarine sank. They will probably be wearing brightly coloured submarine escape and survival suits and may be showing lights. Escapees may also blow whistles to attract attention and may be carrying PLBs to assist location. 4. The datum position. If the position of the submarine is unknown, it is essential that a Datum Position for the search should be established. If surface ships are operating with the submarine when the accident occurs, the Senior Officer of this force is responsible for establishing a Datum Position. If no surface ships are present when the accident occurs, the responsibility for defining the Datum Position lies with the SSRA. 5. Datum position marking. It is essential that the Datum Position is positively marked and accurately fixed at the earliest possible moment. The presence of a local reference point is of considerable help to aircraft and to those vessels with limited navigational aids. When the depth of water permits, one of the searching ships (preferably a less capable search platform) should be anchored in the Datum Position. If this is not possible, a Dan Buoy with a radar reflector should be laid. If fitted, the ship marking the Datum Position is to utilise a vertical search-light and IFF Mode 3 to advertise her role. 6. Promulgation of Datum Position. In all cases the position of the Datum, and how it is being marked, should be promulgated as soon as possible together with an indication of the accuracy of the fix. 7. Priority of types of search. The priorities for types of search should be visual (and ESM), passive sonar, active sonar. The following should be noted when conducting visual or active sonar searches: a. Visual. The main requirement is to cover the whole area as soon as possible in order to sight an Indicator Buoy, smoke candles, other visual indications of the submarine’s position, or indeed survivors in the water. For this reason aircraft provide an invaluable method of searching the area. b. Active Sonar. Not all units will be capable of this type of search. Depending on the equipment available and the prevailing climatic and bathymetric conditions, the success of this type of search against a bottomed, zero-Doppler target is by no means assured. 8. Employment of Submarines. The search characteristics, capabilities and recommended employment of submarines in SUBSAR Operations (Search and Localization phase) are as follows: a. Submarines employed are to operate on surface and to fly a yellow flag. b. Submarines should normally be employed as follows: (1) Visual search. (2) Underwater Communications Guard Ship. ORIGINAL I - 3 - 16

ATP-57(B)

(3) Datum ship if no surface ship is available. (4) As direct UWT link when the DISSUB has been found.

0312 Communication and signals to be used during the search Due to the overlap the Search and Localization Phase normally will have with the Rescue Phase during SUBSAR operations, the provisions of this article may cover all phases of the operation, although instructions contained are more focused on the Search and Localization Phase. 1. Above water communications. a. SUBSAR signals. Standard NATO communication procedures should be used for SUBSAR Operations. Formats for SUBSAR signals are given in Annex 3B, including addressees. The word SUBLOOK, SUBMISS or SUBSUNK is to be included in the text of all signals relating to SUBSAR operations. FLASH is mandatory as the signal precedence for the signals initiating SUBLOOK, SUBMISS or SUBSUNK, and for signals ordering any of the operations to be carried out. Other signals concerning the operation should not normally be given precedence higher than IMMEDIATE. b. ISMERLO Alert. Activating an alert on the ISMERLO website will automatically provide immediate notification to registered SMER experts and rescue system capable nations world wide c. Traffic management suggested rule. Experience has shown that SUBSAR operations can generate a large amount of signal traffic. It may be highly desirable for the appropriate Maritime Commander to implement MINIMIZE. In addition, as some units may not have on-line communications facilities, traffic addressed to such ships must be kept to a minimum. Traffic levels can also be reduced by sensible use of a policy of reporting by exception. The SSRA should consider this whenever issuing a blanket request for information. d. Visual communications. Table 3-2 below contains a list of distinguishing signals used by units and Commands, during a SUBSAR Operation Table 3-2. SIGNAL Large red flag at mast head by day All-round flashing red light at mast head at night Yellow flag by day Two black pennants by day and green Very light OSC OSC All submarines List of distinguishing signals used during SUBSAR Operations SHOWN BY SIGNIFICANCE Indicates OSC during operation SUBLOOK/SUBMISS/SUBSUNK Indicates OSC during operation SUBLOOK/SUBMISS/SUBSUNK Submarine taking part in search Possible message can be heard. Units in vicinity to maintain sonar silence ORIGINAL I - 3 - 17

Anti-submarine vessels

ATP-57(B) SIGNAL Green Very light by day or night Two white flares (rockets) by night Vertical searchlight Searching ships Datum ship SHOWN BY SIGNIFICANCE Possible underwater message. Units in vicinity to maintain sonar silence Fired by first ship to sight survivors/escapees in water Datum position

2.

Underwater (UWT) Telephone Communications a. UWT communications may be difficult depending on conditions. Any ship in UWT communication with the DISSUB should ensure that her most experienced operators are available in order that no information from the DISSUB is needlessly lost. When communications are being attempted other units in the area should be warned to stop all unnecessary noise. To assist in overcoming problems caused by background noise, high sea states etc, a three letter UWT code has been devised to be used only when communicating with a DISSUB (see annex 3C). b. Underwater Communications Guard. This duty should be assumed automatically by the first ship or submarine arriving in the area and capable of communicating with, or intercepting messages from a sunken submarine. Subsequently the OSC is to detail the most suitable ship available and, as the search develops, a Guard Ship should be detailed for each searching Group. A helicopter fitted with UWT may temporarily assume the duty of Underwater Communications Guard until the arrival of the first UWT-fitted ship or submarine. c. Initial calling of the DISSUB. Having marked the Datum position, the first ship capable should carry out a periodic listening watch on sonar and attempt to establish communication by UWT. A visual or active sonar search should not prejudice this initial action. d. Use of UWT. No ship, submarine or helicopter of the Search Force is to transmit any underwater signal unless: (1) Suspected UWT Communications have been received from what appears to be the DISSUB. (2) The initial call is being made (See paragraph 0312.2.(c) above). The time of all calls on UWT made by searching ships is to be logged so that subsequent reports of interception of UWT messages can be evaluated. Throughout the entire SUBSAR operation, ship and submarine names should be used on UWT. e. Firing of Single Charges During Search. In order to keep the stricken submarine informed of the presence and movements of surface ships, and indicate to her that distress signals will be seen, the Search Force is to fire a single grenade every 10 minutes. If the Search Force is split into several groups, the OSC must decide whether more than one ship should fire the charges; if it is decided that the spread of forces merits more than one unit firing single charges, the OSC must coordinate the firings to avoid confusion and interference. ORIGINAL I - 3 - 18

ATP-57(B)

f. Sonar Silence Periods. To give the DISSUB the best chance of being heard, all units of the Search Force in the probability area are to stop all sonar transmissions from minute 00 to minute 05, and minute 30 to minute 35 of every hour. If possible, ships and submarines are to stop engines during these periods. However, if the prevailing conditions make this impracticable, the OSC should order units to slow to below cavitation inception speed during these periods. The OSC may allow Sonar Silence Periods to be broken if: (1) Navigational constraints make slow speed impracticable. (2) The effectiveness of the sonar search over a particular area is jeopardised at a critical stage. Units in contact with an object on the seabed are also to maintain the silence periods, unless conditions are so bad and the contact so faint that it is unlikely to be lost if transmissions are ceased. Other units in the vicinity are to be informed.

0313 Conduct when contacting with the DISSUB 1. Actions on Hearing Transmissions from the DISSUB. The ship, submarine or helicopter hearing UWT, sonar, echo sounder transmissions or hull tapping is to: a. Initiate the signal for sonar silence by any available method. submarine SAR operations is: The visual signal during

(1) By day - Ships fly two black pennants and fire a green Very light. Submarines fire a green grenade. Helicopters fire a green Very light. (2) By night - As by day, less the pennants. b. Answer the call herself if capable. (1) Assume the duties of Underwater Communications Guard, if capable, keeping the OSC informed. (2) Ships in the vicinity are to reduce to slow speed and maintain sonar silence while the signal for silence is in force. c. Special terminology. The following terminology should be noted: (1) “In Communication With”. The expression 'in communication with' is not to be employed unless the DISSUB has answered a call or has replied to a specific underwater morse or voice signal, originally transmitted by one of the Search Force. (2) ”Heard”. The term 'heard' is to be used to describe the receipt of any unusual transmissions which do not in themselves comprise a call, answer to a call or indefinite signal. 2. Actions on Sighting a Submarine Indicator Buoy. The sighting of a Submarine Indicator Buoy may well be the first indication of a submarine accident. Consequently, on sighting such a buoy, the following actions are to be taken: a. Report sighting by the fastest means available.

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ATP-57(B) b. If possible, report the number of the buoy to enable its source to be identified by the SUBOPAUTH. Establishing the status of a buoy may be problematic; however, its physical state, whether or not it is still transmitting, and any relative movement will help in evaluating whether or not there has been a submarine accident. It is vital that the wire should not be broken. Under no circumstances should a boat be attached to the buoy, nor turns taken on the wire once it has been established that the buoy is not adrift. Divers should on no account to use the Indicator Buoy wire to pull them down to the DISSUB. Full details of the Submarine Indicator buoys carried by each class of submarine are given in the section II of this publication.

0314 action when the DISSUB has been located 1. Ending Search and Localisation phase. With the location of the DISSUB, the Search phase of the operation is complete and Recovery and/or Rescue should follow without delay in accordance with ATP-57 procedures. It is possible that the DISSUB will be located prior to the arrival of the Recovery or Rescue Forces, it is also possible to find escapees on the surface. In this eventuality the OSC should follow the procedures for Submarine Rescue stated in ATP-57) as far as possible. The designated Coordinator Rescue Forces (CRF) will take the lead on the Rescue Phase/Operation on arrival at the scene, The OSC for the Search and Localisation Force is to support the CRF 2. Communications with the DISSUB. As soon as possible after the DISSUB has been found communications should be established using: a. Marine Sound Signals (MSS). MSS or equivalent under water signals charges are to be fired to indicate the presence of surface vessels. This is not essential if good two-way UWT communications have been established with the DISSUB. b. UWT. Communications should be established with the DISSUB on UWT if possible, and the OSC is to nominate a unit as UWT Link as soon as this had been done. Other units in the vicinity should keep a listening watch. Full use should be made of any recording facilities that are available.

0315 Situation reports To ensure that SUBSAR Forces at sea receive appropriate support from shore authorities, the OSC should send frequent, but brief, SITREPS to the SSRA. From these, the SSRA should compile a composite signal to keep other authorities informed.

0316 Management of Search Forces If the exact position of the submarine is not known, and the area to be searched is large, the OSC should divide his forces into groups and decentralize the tactical command of each group. If the area of ORIGINAL I - 3 - 20

ATP-57(B) probability is small (for example, if the submarine has been seen to sink) it will probably be better to keep the force concentrated. If there is a large number of surface assets, it may be advantageous to establish a holding area in which ships wait until they are allocated tasks. This will prevent overcrowding of the Datum at the start of the operation.

0317 Use of Surface Assets The employment of surface assets on particular types of search will depend on the following factors: 1. The size of the area to be searched. 2. The thoroughness of the air/visual search. 3. Number of units available 4. The capabilities and limitations of individual assets. 5. Navigational facilities in the area.

0318 Search Profiles There are two basic alternatives for the search profile: Line abreast or Area. The choice of profile will depend on many variables, but some points for consideration by the OSC are given in following paragraphs.

0319 Line Abreast Search 1. This appears to provide the beast means of covering an area quickly and can be used for all three search types. The Search Force should be split into groups before the line becomes too unwieldy. 2. Command, Control and Communication within the Force and groups is straightforward, and coordination of UWT calls. Grenade signals and sonar silence is easily achieved. 3. do. This search is more likely to ensure complete coverage of a given area than an area search would

4. Unless sonar-fitted helicopters are available for lengthy periods, they will not add much to the sonar swept path. 5. There can be problems with units catching up and rejoining the line having investigated a contact. This problem can be alleviated in shallow waters it MCMV’s are designated as “pouncers” specifically to investigate contacts and kept in the rear. 6. 7. The speed of the search will not necessarily be the optimum speed for all ships. If navigation facilities are limited, a line abreast search will probably leave fewer gaps

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ATP-57(B)

0320 Area Search This will normally involve the allocation of boxes or sectors to units of the Search Force: 1. 2. 3. 4. 5. 6. 7. This is simple for the OSC to order. Newly arriving units can be deployed to their allocated areas and start searching without delay. The size of the ship’s allocated area can be adjusted to suit her capabilities. Units can investigate their own contacts without disrupting the overall search. A sonar-fitted helicopter can be profitably allocated to a ship, even for a short time. Ships can search at their optimum speed. Navigation may prove difficult, and care must be taken to avoid leaving gaps.

8. The Command and Control problem is not easy to overcome as in the Line Abreast Search, however aircraft can be used to relay messages.

0321 Guidance on Speed, the Use of Medium range Sonar As the speed of ships in the search increases: 1. 2. The size of the area covered in a given time increases. The probability of missing a sonar contact increases

3. The distance travelled between sonar silence periods increases, so the probability of a submarine being heard decreases. 4. Self-noise increases

Experience has shown that the maximum Visual Search speed should be 20 knots, and that the maximum Sonar Search speed should be 15 knots.

0322 Guidance on Distance Apart As the distance between ships in a line abreast search increases: 1. The swept path increases but; 2. The likelihood of missing a sonar contact increases and; 3. The probability of a submarine being heard decreases. Experience has shown that the maximum distance apart for a Visual or Passive Search should be 3 miles, and for an Active Sonar Search normal rules for stationing ASW units should be used. ORIGINAL I - 3 - 22

ATP-57(B) 0323 Employment of Aircraft 1. Aircraft are ideal platforms for carrying out a rapid visual search of the Area and localization of distress beacons using ESM. In addition, helicopters can be very useful when employed as “pouncers” to extend the swept path of individual ships, or to investigate sighting reports. The tasking of MPA under the control of the appropriate RCC should include: a. Visual, radar and radio watch. b. Dropping of grenades in a 7 charge pattern as follows: 3 charges at 5 seconds interval 30 seconds pause 1 charge 30 seconds pause 3 charges at 5 seconds interval This pattern is to be dropped in the last known position of the submarine. Upon hearing this signal the submarine will surface if able, and communicate with the aircraft on 277.8 Mhz (Submarine SAR reporting net). If the submarine is unable to surface it will fire a smoke candle (or grenade) to indicate its position. If the aircraft does not establish contact with the submarine within minutes, then another identical pattern of charges is to be dropped in the submarine’s predicted position, and repeated every 30 minutes whilst a search is carried out until contact is made, or until the OSC assumes coordination responsibilities. 2. MPA are also often capable of providing a valuable communications relay platform. Note: Smoke Floats. The smoke candles fired by submarines are easily confused with smoke floats dropped by aircraft. Therefore air crews should avoid dropping smoke floats unless absolutely essential. If smoke floats are dropped, a report is to be signalled by the aircraft giving the position of release and the expected burn time. This report should be relayed to all ships and Authorities involved in Search Operation.

0324 Employment of Mine Countermeasures Vessels 1 Minesweepers carry no equipment of use in finding bottomed submarines, but have the ability to bottom sweep as a last resort. They should normally be used for visual search operations or for marking the datum. 2 Mine hunters are equipped with a very high frequency short-range sonar which gives a detailed visual display at the bottom. Where the bottom is uncluttered they can proceed at up to 6 knots searching at 400 yard swept path, though a slower speed is normal. A mine hunter’s sonar normally operates only to a depth of 70 meters, but with some restriction of capability it can be used to 100 meters. MCMV’s should be used to identify MRS contacts in shallow waters. 3 All mine hunters carry divers capable of diving to 55 meters. HUNT class MCMV’s also carry a Remote Control Mine Disposal System (RCMDS). This is a bottom following vehicle incorporating an underwater TV camera and searchlight with a proven operating depth of 70 meters. The RCMDS’ manoeuvrability is limited, but it has been successful in identifying bottomed contacts of submarine size.

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ATP-57(B) 4 Mine hunters can also be used to mark the position of seabed contacts with extreme accuracy (within one metre), but the surface mark is small and may be difficult to see in high sea states. After the primary visual search, the best role for these ships is searching relatively small areas (tipically one mile square) around a reasonable accurate datum. They are also useful for classifying or identifying contacts found by other means. 5 Mine hunters should be used to lay homing beacons adjacent to the DISSUB. Frequencies of such beacons should be compatible with sonars fitted in rescue submersibles/ROVs likely to be operating in its vicinity.

0325 Marking the Submarine’s Position 1. It is important that the DISSUB’s position is not lost, particularly in a tideway, in rough conditions or at night. The position should therefore be marked by a Dan Buoy, or by anchoring a ship within sonar contact range (but at least 50 yds from the DISSUB) as soon as possible. However, this should not be allowed to interfere with the early recovery of escapers. 2. Care should be taken not to foul the submarine with the anchor or cable, either at the time of letting go, or subsequently if the ship swings.

Table 3-3 Pyrotechnic Light Signals One Red, or a succession of Reds One Green Two Whites, 3 minutes apart One Yellow Red Smoke Two White or two Yellow, (3 seconds apart) By Submarine: Attempting emergency surfacing, keep clear By Submarine: Have fired exercise torpedo By Submarine: I am surfacing, keep clear By Submarine: Ascending to periscope depth By Submarine: Attempting emergency surfacing. Keep clear By Submarine: I am surfacing. Keep clear

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ATP-57(B)

ANNEX 3A

Check Off lists during Search and Localization phase
3A01 Check-off list ALFA: SSRA Operation SUBLOOK Search Phase 1. Initiate SUBLOOK Implementing Signal to Surface Forces in the vicinity of the Search Area, nominating OSC (Annex 3B). 2. Consider Alerting the competent RCC for coordination of potential support of the maritime incident that may be occurring in its area .

3. 4. 5. 6. 7.

Establish availability of Air and Surface assets for search from appropriate authorities Request Air Search through appropriate authorities Establish location of expert personnel with appropriate Authorities (see ATP 57). Nominate units to transport personnel to the search area. Have National RCC initiate a NOTAM and a Naval Warning (Notice to Mariner)

8. Pass to OSC (when known) details of those units who will be joining the Search Force. 9.Consider activating an Alert on the ISMERLO web site (www.ismerlo.org). (Tel.: (+1) 757-836-1000.

One Hour After Initiation of SUBLOOK: 10. Initiate a SITREP to MOD of DISSUB nation, the SUBOPAUTH and any other appropriate authorities. Include actions taken and when it is intended to escalate to SUBMISS.

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3A02 Check-off list BRAVO: SSRA Operation SUBMISS Search Phase 1. Initiate SUBMISS implementing signal and activate an Alert on the ISMERLO web site (www.ismerlo.org) if not previously done. 2. Nominate OSC.

3. Order all suitable assets immediately available to close the datum as soon as feasible and search as ordered by OSC 4. 5. Alert the competent RCC of the maritime incident in its area for coordination of potential support . Request Air Search through the appropriate authorities

6. Bring all suitable vessels in harbour to immediate notice for sea if they are available, and sail them as required 7. 8. Establish location of expert personnel with appropriate authorities Nominate units to transport personnel to the search areas, and initiate the transfer

9. Re-distribute local manpower and equipment (eg helicopters) to make up any shortfalls in units of the search force 10. Assemble additional personnel to augment units ashore and afloat involved in the search.

11. Check with the SUBOPAUTH that all other submarines in the area have surfaced and appropriate safety signals have been received 12. 13. Consider implementing MINIMIZE Have National RCC initiate a NOTAM and a Naval Warning (Notice to Mariner)

Note: Actions in paragraph 4, 6, 7 and 12 may well have been completed if SUBLOOK preceded the initiation of SUBMISS

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3A03 Check-off list CHARLIE: OSC Search Phase Prior to arrival at the Datum/Search Area 1. Inform all concerned of assumption of role of OSC. Establish communications with CRF/REC once nominated 2. 3. 4. 5. 6. 7. 8. 9. Establish a Search Area plan based on Datum position. Fly red flag at masthead, (all-round flashing red light by night). Implement SAR COMPLAN. Order Air Search of Area, ensuring aircrews are briefed on signalling and the use of smoke floats. Establish priorities for type of search. Consider employment of special assets, eg aircraft, MCMs and submarines. Prepare to receive specialist advisers, possibly by parachute. Nominate Escape and Rescue Expert’s liaison officer (ATP 57).

On Arrival at the Datum/Search Area: 10. 11. Implement Search Plan. Transmit SITREP to SSRA and the rest of the Search Force.

12. Mark the Datum position and promulgate the position, how it is being marked and an indication of the accuracy. 13 14. 15. 16. 17. Order suitable unit to make Initial Call to DISSUB. Detail Underwater Communications Guard. Institute Sonar Silence periods. Co-ordinate 10 minute firings of single charges. Take appropriate individual ship actions (Annex A - Check-off list DELTA).

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On Location of the DISSUB: 18. 19. 20. Initiate SUBSUNK. Mark the DISSUB’s position. Prepare to hand over responsibility for the recovery/rescue of the DISSUB’s crew to CRF.

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3A04 Check-off list DELTA: INDIVIDUAL UNITS OF THE SEARCH FORCE SUBLOOK

1.

Ships in company attempt to contact the submarine by all available means.

SUBMISS/SUBSUNK

Units Proceeding to the Datum: 2. 3. 4. 5. 6. 7. 8. 9. 11. 12. 13. 14. Suspend all exercises. Surface any submarines in company, Submarines surface and send a Surfacing Signal. Submarines fly a yellow flag. Be prepared to take on OSC duties. Change frequency to SAR COMPLAN as ordered by OSC. Prepare helicopters for flying. Prepare explosive charges and boats. Prepare diving equipment. Post extra lookouts. Brief Officer of the Watch (OOW), lookouts, aircrew on visual indications of a DISSUB’s position. Brief OOW and aircrew not to use of smoke markers.

15. Brief OOW and Sonar Operators on underwater communications, sonar silence periods and reactions on detection of the DISSUB. 16. 17. Ensure most experienced UWT operators are available for communicating with DISSUB on UWT. Make physical and personnel preparations for reception of escapees.

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ANNEX 3B

Formats for SUBSAR signals
The following formats have to be used as applicable

3B01 DIVING signal PRIORITY FM: NAME OF SUBMARINE TO: SUBOPAUTH (Always) Appointed Maritime Commander (if command delegated). INFO: PREVIOUS AND/OR NEXT SUBOPAUTH SSRA SENIOR OFFICER COMMANDING SHIPS IN COMPANY/EXERCISING WITH SUBMARINE Appointed Maritime Commander (if command not delegated). NATO CONFIDENTIAL SIC LGQ 1. DIVING AT (Date and Zone lime). ........ ZULU UNTIL (Date and Zone Time) ............. ZULU IN ACCORDANCE WITH (WPP) .............. AMENDED TO CHANGE ............... OR IN AREA (LATILONG) ............ FOR (exercise) .................... 2. SUBCHECK REPORT INTERVAL (optional-only if on Subcheck). All figures quoted in the text are to be spelt out in full; lettered abbreviations should also be spelled out using the phonetic alphabets.

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3B02 COMCHECK The AA is to originate a signal in the following form: FLASH: FM: AA TO: NAME OF SUBMARINE (Normally by separate signal)

INFO NA AIG 5652 ALLIEDSUBCOM DET NORFOLK VA ADDITIONAL ADJACENT COMMANDERS WHO HAVE/MIGHT HAVE SEARCH ASSETS. SUBOPAUTH DESIGNATED IN SUBNOTE AS HOLDING NOK

NATO UNCLASSIFIED SIC LGS/SIJ SUBMARINE SAFETY COMCHECK. CALLSIGN (IN WORDS). NAME OF SUBMARINE, INTERNATIONAL

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3B03 SUBLOOK 1. The AA is to originate a signal in the following form: FLASH FM AA TO AIG 5652 ALLIEDSUBCOM DET NORFOLK VA NAME OF SUBMARINE ADDITIONAL ADJACENT COMMANDERS WHO HAVE/MIGHT HAVE SEARCH ASSETS (IF APPROPRIATE) NATIONAL AUTHORITY DESIGNATED IN SUBNOTE AS HOLDING NOK ADDITIONAL NATIONAL AUTHORITIES (IF APPROPRIATE).

NATO UNCLASSIFIED SIC LHA 1. SUBLOOK 2. NAME OF SUBMARINE, INTERNATIONAL CALLSIGN, INDICATOR BUOY

NUMBERS ....FWD....AFT, CREW STRENGTH 3. REASON AND AREA EG (A) SUBCHECK REPORT OVERDUE AT ....ON PASSAGE...TO..., LAST KNOWN POSITION OR (B) CONTACT LOST SINCE....DURING EXERCISE....IN AREA....,

LAST KNOWN POSITION 4. SSRA IS.... 5. IS/IS NOT FITTED WITH A RESCUE SEAT 6. INTEND TO ESCALATE TO SUBMISS AT ....

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2. On receipt of a SUBLOOK signal from AA the designated SSRA is to initiate search operations and originate a signal in the following form: FLASH FM SSRA TO AIG 5652 ALLIEDSUBCOM DET NORFOLK VA OTHER AIGS (IF APPROPRIATE) ADDITIONAL ADJACENT COMMANDERS WHO HAVE/MIGHT HAVE SEARCH ASSETS (IF APPROPRIATE) ADDITIONAL NATIONAL AUTHORITIES (IF APPROPRIATE) SHIPS AS APPROPRIATE AIR BASES AS APPROPRIATE

NATO UNCLASSIFIED SIC LHA CARRY OUT OPERATION SUBLOOK NAME OF SUBMARINE/INTERNATIONAL CALLSIGN INDICATOR BUOY NUMBER ...FWD ...AFT REF: ATP 10 CHAPT 8 / ATP 57 CHAPT 3 1. THE FOLLOWING FORCES .... ARE TO PROCEED WITH ALL DESPATCH AND SEARCH ... 2. R/V FOR PARTICIPATING FORCES 3. DUTIES AND LOCATIONS OF AUTHORITIES INVOLVED 4. AIR SEARCH DETAILS

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3B04 SUBMISS/SUBSUNK 1. The AA is to originate a signal in the following form: FLASH FM AA TO AIG 5652 ALLIEDSUBCOM DET NORFOLK VA NAME OF SUBMARINE NATIONAL AUTHORITY DESIGNATED IN SUBNOTE AS HOLDING NOK ADDITIONAL ADJACENT COMMANDERS WHO HAVE/MIGHT HAVE SEARCH ASSETS (IF APPROPRIATE) ADDITIONAL NATIONAL AUTHORITIES NATO UNCLASSIFIED SIC LHA/LHN 1. SUBMISS/SUBSUNK 2. NAME OF SUBMARINE AND INTERNATIONAL CALLSIGN 3. LAST KNOWN POSITION ...AT .../ESTIMATED POSITION.....AT.....(OBSERVED TO SINK IN POSITION...) 4. SSRA IS .... 5. SUBMARINE INDICATOR BUOY NUMBERS FWD AFT ...)(IF FITTED) 6. IS/IS NOT FITTED WITH A RESCUE SEAT 2. On receipt of a SUBMISS or SUBSUNK signal from the AA or any unit/authority reporting the sinking of a submarine, the designated SSRA is to initiate or continue search operations by originating a signal in the following form (including as much information as possible to minimise the need for follow on traffic): FLASH FM SSRA TO AIG 5652 ALLIEDSUBCOM DET NORFOLK VA OTHER AIGS AS APPROPRIATE SHIPS AS APPROPRIATE OTHER NATIONAL AUTHORITIES

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ADJACENT MARITIME COMMANDERS NATO UNCLASSIFIED SIC LHA/LHN CARRY OUT OPERATION SUBMISS/SUBSUNK NAME OF SUBMARINE/INTERNATIONAL CALLSIGN (INDICATOR BUOYS

FWD....AFT....) REF: ATP 10 CHAPT 8 / ATP 57 CHAPT 3 1. SHIPS: PROCEED/PROCEEDING WITH ALL DESPATCH TO START SEARCH 2. DATUM POSITION FOR SEARCH ... DEPTH (IN METRES), POSITION TO BE MARKED BY ... 3. INITIAL AREA TO BE SEARCHED BY (A) SHIPS:… (B) AIRCRAFT:… 4. OSC IS ... 5. RENDEZVOUS AIR FORCES (IF NOT THE SAME AS THE DATUM) 6. DUTIES/LOCATION OF AUTHORITIES INVOLVED\ 7. (NAMES OF SHIPS) EMBARK: (A) SUBMISS STORES. (B) RECOMPRESSION CHAMBERS. (C) MEDICAL OFFICERS. (D) NATIONAL LIAISON OFFICERS. (E) MEDIA

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3B05 DISSUB LOCATED Any unit or Authority aware that a submarine has sunk or the OSC when the DISSUB has been located, is to originate a signal in the following form. FLASH FM ... TO AIG 5652 ALLIEDSUBCOM DET NORFOLK VA APPROPRIATE AREA COMMANDER(S) APPROPRIATE SUBOPAUTH(S) NATO UNCLASSIFIED SIC LHA SUBSUNK 1. NAME OF SUBMARINE (IF KNOWN) 2. OBSERVED TO SINK IN POSITION ......AT......(or LOCATED SUBMARINE SUNK IN POSITION......AT......)

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3B06 Request for SMER Assistance A nation requesting SMER assistance should use the following format: IMMEDIATE FM NATION TO NATION(S) AND AIG 5652 ALLIEDSUBCOM DET NORFOLK VA INFO SSRA OSC SIC LHA/LHN REQUEST FOR SMER ASSISTANCE REF: ATP-10 CHAPTER 8 / ATP-57 CHAPTER 3 1. SUBMARINE (NAME) MISSING/SUNK IN (APPROXIMATE) POSITION ... 2. NA IS ... 3. SSRA IS ... 4. OSC IS ... 5. NATIONS ARE REQUESTED TO REPORT TO SSRA INFO NA AND POST TO THE ISMERLO WEBSITE THE READINESS STATUS OF THE FOLLOWING: A. RECOMPRESSION CHAMBERS (1) FITTED IN SHIPS (2) PORTABLE (3) SHORE BASED B. LIFE/MEDICAL SUPPORT STORES C. SUBMARINE RESCUE SYSTEMS D. PERSONNEL (1) (2) (3) E. OTHER SUBMARINE PARACHUTE ASSISTANCE GROUP OTHER ASSISTING PERSONNEL DIVING/MEDICAL PERSONNEL

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3B07

National SMER Assistance Available

A nation replying an SMER assistance request should use the following format: FM NATION TO NATION REQUESTING SMER ASSISTANCE INFO SSRA ALLIEDSUBCOM DET NORFOLK VA SIC LHA/LHN READINESS STATUS OF SMER ASSETS REF: ATP-10 CHAPTER 8 / ATP-57 CHAPTER 3 1. SUBMARINE RESCUE SYSTEMS A. LOCATION B. AVAILABILITY C. ETA D. MEANS OF TRANSPORT 2. SHOREBASED RECOMPRESSION CHAMBERS 3. SHIPBORNE RECOMPRESSION CHAMBERS (A. TO D. AS PARA 1. ABOVE) 4. PORTABLE RECOMPRESSION CHAMBERS ASHORE (A. TO D. AS PARA 1. ABOVE) 5. MEDICAL LIFE SUPPORT STORES (A. TO D. AS PARA 1. ABOVE) 6. SUBMARINE ESCAPE/RESCUE EXPERTS (A TO D. AS PARA 1. ABOVE) 7. SUBMARINE/DIVING MEDICAL EXPERTS (A. TO D. AS PARA 1. ABOVE) 8. OTHER INFORMATION Notes: Delete unused paragraphs. Nations possessing submarine rescue Elements should automatically signal their availability/ readiness status on receipt of a SMER alert message, as well as confirm their data specified in ATP-57 Part II and on the ISMERLO web site (www.ismerlo.org rescue coordination pages).

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PART I CHAPTER 4

Mobilization of SMER Elements
0401 Introduction Mobilization and assembly of SMER Elements are most likely to comprise SMER capabilities from different nations, and can be considered as a Multinational SUBSAR Response. The SSRA, appointed by the National Authority (NA), will make the decisions on how the operation is to be conducted and provide appropriate recommendations to the NA, for issuing a request for SMER assistance, to meet the requirements of the operation. Chapter 3 outlines NA and SSRA responsibilities, as well as the signal message formats for SMER assistance and SMER facilities availability. The logistic requirements of deploying one or more rescue elements will likely be the most challenging aspect of the entire rescue operation. This deployment will require heavy airlift, cranes, road transport, infrastructure needs, welders, and other labour elements. A typical decision making flowchart is provided, as a guidance, in Table 4-1 Table 4-1 - SSRA decision making flowchart

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The ISMERLO website has been developed to quickly post information on available Rescue Elements as well as the methods to mobilize equipment rapidly to the scene. Nations should make every effort to keep posted information up to date so that National and Multinational Command and Control Authorities can have a clear picture of the proper development of the rescue operation and the status of available means. Although being the principal coordinating focal point, ISMERLO itself is not a Command and Control Authority. The movement of equipment and orders to rescue forces will use standard command and control circuits. Validity at the Rescue Element Status on the ISMERLO Web Site is the key to the selection of the preferred Rescue elements and the Mobilization Airport-Seaport Combination (MASC). Each nation is encouraged to have their own dormant rescue plans, with recognized and approved airport-seaport combinations and associated infrastructure capable of handling such Rescue elements. These can be posted and integrated into the ISMERLO website to help minimize time to first rescue. It is emphasized that this work should be coordinated with nations owning Rescue Elements, which may be considered as systems to be received in the event of a DISSUB incident. Information about these combinations will be displayed on the ISMERLO web site (www.ismerlo.org). It may also be necessary to deploy the Rescue Elements to nations that do not operate submarines and are not familiar with this type of operation. In these cases, the Nation owning the Rescue Element(s) liaises with the nation where its system is to be deployed. 0402 SMER Elements composition and tasks SMER Elements can be divided into two main groups, both of them coordinated by the CRF: 1. Group 1: Recovery Forces. a. Composition. These Forces may comprise one or more of the following main elements: Military Ships and Helicopters Civilian Ships and Helicopters Escape Gear Ship (EGS) with First Reaction Stores (1RS), including hyperbaric facilities for personnel recovered from the surface, Submarine Parachute Assistance Group (SPAG), DISSUB Liaison Team (DLT), Submarine Escape and Rescue Advisory Team (SMERAT).

b. Tasks. Recovery Forces main task will be to recover escapees from the surface, stabilize and triage, as necessary, with subsequent timely transfer to the most suitable facility for definitive care. If available, a SPAG could also be deployed to render initial medical assistance, as required. Recovery Forces are likely to arrive at the datum in advance of the Rescue Elements. Where there are multiple escapees requiring hyperbaric treatment, which exceeds the capacity of chambers at the datum, the OSC will require transportation support to transfer them to shore facilities. ORIGINAL I-4-2

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2.

Group 2 : Rescue Forces. a. Composition. These forces may comprise one or more of the following elements: MOSHIPS transporting Submarine Rescue Elements for both Intervention and/or Rescue, DISSUB Liaison Team (DLT). Submarine Escape and Rescue Advisory Team (SMERAT).

b. Tasks. Rescue Elements are most likely to be divided into two types of operation: (1) Operations with Intervention Elements. Ships with Intervention Elements will normally be the first units arriving at the scene of the incident. Intervention Elements main tasks may include: survey, debris removal and DISSUB preparation for SRV/SRC mating, transponder field preparation, ventilation and depressurisation operation, conducting ELSS POD-posting, providing safety redundancy for the SRV/SRC under mating operations with the DISSUB.

(2) Operations with SRVs and/or SRCs. SRVs and SRCs will normally be carried on board civilian or military MOSHIPS from the MOPORT to the DISSUB’s Datum area. Rescue Forces main task will be to rescue the DISSUB´s personnel. 3. Submarine Escape and Rescue Advisory Team (SMERAT) This team is comprised of SMER experts, augmented by medical specialists. Its medical expertise will conduct the treatment to rescuees. The SMERAT should be embarked on the most suitable vessel, civilian or military deployed to the DATUM area and may transfer during the operation as the situation demands For more information regarding the SMERAT (organization), see ATP-57 chapter 6.

0403 Other SMER Experts and Elements available 1. General. Every SMER Element mobilized will have its own System Operators and SMER experts.

ATP-57 Part II contains national SMER data. Changes to this information should be reported to ISMERLO as the situation demands. The latest and most reliable information reported is posted on the rescue coordination pages of the ISMERLO web site (www.ismerlo.org).

ORIGINAL I-4-3

ATP-57(B) 2. DISSUB briefing packs. These packs should include detailed and relevant information for the OSC, CRF, pilots and operators, which are required for the Rescue, for instance: – – – – – General drawings and dimensions of the DISSUB; Details of escape and rescue fittings, as well as obstacles; Emergency Life support Stores (ELSS) re-supply details; Photographs of submarine hull, fittings and rescue seats; Data which, because of classification or sensitivity have not been included into ATP-57 Part II

0404 Priority for assembly of forces At the same time the SSRA is initiating the search phase, the SSRA must assemble and start the mobilization of Recovery and Rescue Forces. Priority for assembling the Forces will depend on the nature of the incident. Check off List (e) through (g) (Annex 4A), act as a guide. The SSRA should nominate Ships to carry the First Reaction Store (1RS) (particularly the hyperbaric facilities) and call for specialist advisors. If the quickest way of delivering assistance to the DISSUB or to the survivors already at the surface is by air, the SSRA should advise the NA to request the call out of a Submarine Parachute Assistance Group (SPAG). Rescue Element mobilization demands a high degree of urgency; the logistics requirements means that there is likely to be a long lead-time from alert to first rescue. Annex 4A contains check off lists for the SSRA during SUBLOOK and SUBMISS operations. A shift from SUBLOOK directly to SUBSUNK can occur. The checks off lists describe the sequence on which the SSRA should focus when proceeding with the assembly and mobilization of the SMER Elements, pending the NA formal request for assistance. For deployment of more than one Rescue Element, there will be a requirement to de-conflict logistic support and mobilization activities. Identification of shortfalls and de-confliction of support requirements can be coordinated through the ISMERLO website. Mobilization timelines for each rescue scenario are developed as a baseline and are posted on the ISMERLO web site.

ORIGINAL I-4-4

ATP-57(B)

ANNEX 4A

Check off lists during mobilization of SMER elements
4A01 Check-off list ECHO: SSRA Operation SUBLOOK/SUBMISS, Mobilization of Submarine Escape and Rescue Elements

1. 2. 3. 4. 5.

Nominate Escape Gear Ship(s) and detail equipment/advisers to be carried. Request NA and nations to instigate recall of specialist advisers. Discuss with NA and other nations the deployment of specialists. Warn appropriate authorities to provide air transport as required. Check for available hyperbaric chambers including those located ashore in the vicinity of the datum. Consult and Initiate discussion with the NA and other appropriate authorities regarding provision, employment and deployment of Submarine Rescue Elements. Nations post availability and tracking information of rescue capabilities and required logistics to the alert page on the ISMERLO website.

6.

7.

Note: The use of civilian assets should also be considered.

ORIGINAL I–4-A-1

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I–4-A-2

ATP-57(B)

4A02 Check-off list FOXTROT: SSRA Operation SUBSUNK, Mobilization of Submarine Escape and Rescue Elements

1. 2. 3.

Post and coordinate requirements through the ISMERLO website. Call out portable hyperbaric chambers and operators. Sail Escape Gear Ships (EGSs) as soon as hyperbaric chambers and other stores (1RS) needed for the treatment of escapees are embarked with hyperbaric chamber operators. Augment EGSs' divers. Call up Helo support. Request NA and nations to call out specialist advisers. Call out SMER Emergency Life Support Stores (ELSS). Request NA to issue a formal “Request for SMER Assistance” addressed to Nations owning the Rescue Elements. Consider additional medical support.

4. 5. 6. 7. 8.

9.

ORIGINAL I-4–A-3

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I-4–A-4

ATP-57(B)

4A03 Check-off list GOLF: ESCAPE GEAR SHIPS

Mobilization of Submarine Escape and Rescue Elements Note: The following is a generic guide which will be adapted depending on the type of ship being used and national considerations and practices.

1. 2. 3. 4. 5.

Embark portable hyperbaric chambers and operators. Place hyperbaric chambers in hangar if available. Keep flight deck clear (if appropriate). Nominate junior Officer as Escape and Rescue Specialists assistant. Conduct two way brief between Ship and visiting Escape and Rescue and Medical specialists.

Before arrival at the datum 6. 7. 8. 9. 10. 11. Ascertain numbers onboard the DISSUB if not included in the SUBMISS/SUBSUNK signal. Non specialist Medical Officers read ATP-57 Chapter 6. Select and prepare receiving treatment and observation areas. Set up Escape and Rescue Specialists position in the Operations room. Prepare evacuation sites. Brief: Detail non-medical guides, messengers, observers and log-keepers. Detail experienced UWT operators. Close up chamber operators, check out all systems. Recovery Boats Crews. All involved in reception of escapees. Ships Company.

On Arrival at the Datum 12. 13. Initiate search Attempt to communicate with the DISSUB on UWT at least every 15 minutes.

ORIGINAL I-4–A-5

ATP-57(B) Once located: 14. 15. 16. 17. Ascertain conditions in the DISSUB; Log all information from the DISSUB; Pass all relevant information (SITREP) to SSRA and appropriate Authorities. When ready to receive escapees send SSS on UWT or make the 12 charge signal.

On Arrival of Escapees on the surface 18. 19. 20. 21. Recover escapees from water (horizontally if possible). Leave senior medical specialist to concentrate solely on triage. Debrief escapees. Keep all escapees under observation.

ORIGINAL I-4–A-6

ATP-57(B)

PART I CHAPTER 5

The Escape and Rescue phase
SECTION I – COMMAND, CONTROL AND COMMUNICATIONS 0501 Introduction During the Mobilization of SMER resources, the SSRA will coordinate the SMER Force and Elements deployment. Once a decision is made regarding Rescue Elements deployment, the most appropriate MASC will be determined. Integral to this process is the embarkation of specialist personnel, who will advise the CRF on the employment of the Rescue Elements. Escape and Rescue Phases may overlap but would possibly occur in the following sequence: a. Recovery of personnel on the surface (described in Section II of this chapter).

b. Rescue of DISSUB personnel, including Intervention operations (described in Section II of this chapter). c. Medical treatment of escapees and rescuees (described in ATP-57 Chapter 6).

As these activities may take place at the same time, coordination between Forces described above is essential to speed up the process of saving as many DISSUB personnel as possible. The CRF needs to be able to concentrate entirely on the saving of life by recovery and/or rescue without other operational distractions. Accordingly, once the OSC has handed over the above responsibilities to the CRF, he will continue to provide assistance with other tasks such as perimeter patrol, communications guard, helicopter operations co-ordination (including possible evacuation of escapees/rescuees), media operations and personnel transfer.

0502 Command and Control (C2) The Authorities involved in a SUBSAR Operation and their responsibilities are described in chapter 3. The CRF has the responsibility for coordinating and controlling the recovery of escapees on the surface and/or the rescue of DISSUB personnel. Once the CRF has arrived at the datum, a formal handover will be conducted by the OSC in accordance with Check Off List India. Each Rescue Element will be commanded by a Rescue Element Commander (REC), designated by the providing Nation. The REC will coordinate with the CRF for the operation of their own Rescue Element.

ORIGINAL I-5-1

ATP-57(B)

0503 Command relationships The C2 organization during the Escape and Rescue phase is represented in figure 5-1. The OSC is the Authority normally possessing Tactical Control of allocated Forces at datum. The OSC’s main function during this phase is to allow the CRF to concentrate on the rescue effort.

Figure 5 - 1

SMER Phase - Authorities relationship.

The OSC reports directly to the SSRA and maintains overall responsibility for the operation. On arrival at the Datum area, the CRF will assume tactical control of those units assigned by the OSC. A shift of CRF responsibility is possible during the course of the operation. The REC(s) will be under the tactical control of the CRF and shall report accordingly. Annex 5A contains check off list INDIA, for the OSC handover to the CRF. In general terms and in accordance with military chain of command the OSC must control all nonSMER activities in order to allow the CRF the freedom of action to affect a speedy intervention and rescue. During a SUBSAR operation it is possible that the OSC, SSRA and other Authorities could belong to different nations than that of the DISSUB. The CRF will have a direct relationship with the designated SSRA and/or DISSUB NA, focused on avoiding any public release of sensitive information. This ORIGINAL I-5-2

ATP-57(B) relationship is recorded by the dotted lines represented in figure 5-1. The CRF may or may not copy the reports to the OSC, depending on the sensitivity of the issues and in accordance with particular directions received from the NA.

0504 Communications during Rescue Operations 1. General.

Communications with the submarine will normally be by UWT. However, Explosive Charge and Hull Tap communication signals can also be used. A significant amount of underwater noise will be present in a submarine rescue scenario and a strict control of emission management is required to ensure efficient search and rescue operations. Besides the communications that could be established with the submarine during the Search and Localization phase, the following equipment and procedures can be used to communicate with the DISSUB during the Escape and Rescue phase once the submarine has been located: a. UWT It is primarily used for communications between the DISSUB and the surface Forces when the Submarine has been located. In the case of a loss of power, the DISSUB personnel can use an Emergency UWT. This set works independently from the submarine electrical system, and it generally operates at 8 kHz. b. TAP CODE See related Scripts in Annex 5B EXPLOSIVE CHARGES See related scripts in Annex 5B

c.

2.

Underwater frequency management during Rescue operations

The goal of the communication management plan (COMPLAN) is to promote effective communication. The avoidance of mutual interference between systems by distinctly separating underwater frequencies is considered of great importance; it is the responsibility of the OSC to implement an initial plan until the arrival of the CRF. Each unit should provide the OSC with information on fitted communication systems. This information should be provided as far in advance as possible so that the OSC can determine interoperability of systems. During the Search phase, only one ship should be designated to communicate with the DISSUB. During the Rescue Phase, only the MOSHIP conducting the rescue operation should communicate with the DISSUB. Example of equipment which could cause interference: Sonars UWT Tracking Systems. Homing beacons. Ship generated noise Dynamic Positioning Systems. ORIGINAL I-5-3

ATP-57(B)

3.

Communication challenges Certain problems are almost inevitable: a. Even at the best of times, communication by UWT is less effective than hard wired systems. In order to avoid noise, which is likely to peak at 10 kHz and below, higher frequencies (eg 27kHz) should be used, where available for communication with the DISSUB. SRV/SRC may also be used as a relay for communication between CRF/REC and DISSUB. b. Some classes of warship may have problems in communicating with the DISSUB due to transducer configuration. The answer is often to stand-off further, perhaps in excess of 3500 meters, from the DISSUB. c. UWT interference is unlikely to degrade the performance of tracking systems. If long-life bottom transponders are deployed, frequencies must be chosen carefully in order to avoid previously discussed interference issues d. Homing systems which interface with free running pingers or beacons are susceptible to mutual interference, however they are normally able to be distinguished separately. Transponders associated with Dynamic Positioning (DP), and other beacons, add further complications to the choice of frequencies. e. High frequency sonars are unlikely to be influenced by any of the above systems. Two similar systems may interfere with each other but this is unlikely to degrade performance markedly. However warships’ main-frame search sonars at lower frequencies could interfere with both UWT and tracking, and once the DISSUB has been located these should be strangled.

Rescue and Intervention communication scripts. Scripts for mating/de-mating, POD posting, Ventilation and General Purpose are contained in Annex to this Chapter. The 3-letter code is used for UWT communications. When using UWT, receipt of transmissions is to be notified with “ROGER”. Note: 1. Meanings in the code scripts at Annexe 5B differ from AXP1. These codes are only to be used in SUBSAR operations. 2. Ships (SRV/SRC) and Submarines names are to be used as callsigns. 3. If there are personnel both forward and aft in the DISSUB the communications should contain the appropriate word or 3-letter group added to the DISSUB's name to indicate location followed by the message (e.g. ALFA ALFA ALFA DISSUBNAME DELTA DELTA DELTA). 4. Some aircraft do not carry charges but drop buoys (SUS Mk 84) which transmit a 2 tone sound like a siren that can be picked up on UWT. On hearing this signal the DISSUB should fire a candle to indicate her position. 5. A DISSUB may use taps in Morse code in addition to UWT. In this case the dash is to be indicated by two or three rapid taps with a reduced interval and the dot by a single tap. The interval between individual dots and dashes should be 1 - 2 seconds and the interval between characters 5 seconds.

4.

ORIGINAL I-5-4

ATP-57(B) SECTION II – RECOVERY AND RESCUE OF DISSUB PERSONNEL

0505 Recovery of personnel on the surface If the unit in charge of coordinating the recovery of personnel on the surface is different from the designated CRF, very close coordination between units is paramount for the success of the recovery operation. It is unlikely but possible, that an Escape and a Rescue scenario would take place simultaneously. See ATP-57 chapter 6 for medical treatment of escapees.

0506 Intervention prior to rescue Prior to execution of the rescue effort, it may be necessary to assist the DISSUB in maintaining conditions onboard by intervention. Intervention may be comprised of debris removal, preparing for Escape or SRV/SRC operations, POD-posting ELSS, and Depressurisation/Ventilation.

0507 Conduct of the rescue The composition of the Rescue Force will vary, depending on the availability of Rescue Elements and the location of the DISSUB. A very likely scenario will involve the use of a SRV/SRC operating from a MOSHIP as the major lifesaver. If time permits, it is preferable to survey a DISSUB prior to deployment of a SRV/SRC. Coordination of the different SMER Elements is vital both for waterspace management and achievement of the aim. The CRF should ensure that all his RECs receive adequate and timely briefings. The arrival brief should include the DISSUB position and its internal conditions (if known), heading, depth, heel, trim and, if applicable, which indicator buoys have been released. Details of water conditions observed must be briefed as detailed in Check Off List India. Every effort must be made to comply with the DISSUB's request for stores and to obtain specialist advice on what might be required. Providing provisions will greatly assist in sustaining morale in the DISSUB. The NA/DLT advisor should carefully brief operators of SRVs/SRCs before their first mating attempt. Drawings and photographs of the DISSUB should also be available onboard the SRV/SRC, for immediate reference. Details of Submarine Specific Data are contained in ATP-57 Part II. See chapter 6 for medical treatment of rescuees.

ORIGINAL I-5-5

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I-5-6

ATP-57(B)

ANNEX 5A

Check off lists during Escape and Rescue phase
5A01 Check-off list INDIA: OSC Handover to CRF 1. Situation in the DISSUB a. DTG of accident b. Depth c. Compartments available d. In each of these compartments: (1) Number of personnel (2) Absolute pressure and rate of rise (3) O2 reading (4) O2 Candles remaining/Amount of oxygen left (in liters) (5) CO2 reading (6) Total amount of CO2 scrubbing materiel (in kg) (7) CO reading (8) Damage report (9) Injuries (10) Senior Survivor's intentions/requirements. (11) Communication capabilities (12) In case of the DISSUB being nuclear powered all details of radiological activity and measurements taken to date. (13). Electrical Supplies available within DISSUB. e. Heading f. Aspect - heel and trim g. Which indicator buoy(s) have been released. Search Force units in area: a. Ships b. Fixed wing aircraft with time on task remaining c. Helicopter airborne with time on task remaining d. Any recompression chambers available in the area of interest. e. Helicopters available on ships of the search force, as well as in the area of interest, specifying both their passenger and Casualty Evacuation (CASEVAC) carrying capacities. SMER and Medical specialists available in the Search Force . Local conditions that may affect the conduct of the Recovery/Rescue

2.

3. 4.

ORIGINAL I-5–A-1

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I-5–A-2

ATP-57(B)

ANNEX 5B

Communication Scripts
5B01 General Note: All communication to and from the DISSUB should indicate which compartment by using either FOXTROT (Forward) ALFA (Aft) or CENTRE (Center) UWT Code ALFA ALFA ALFA BRAVO BRAVO BRAVO CENTRE CENTRE CENTRE CHARLIE CHARLIE CHARLIE DELTA DELTA DELTA Charge/ Tap code MEANING From DISSUB Aft escape compartment.

From MOSHIP Aft escape compartment.

1 Charge every 10 minutes

We are searching for you. Fire a smoke candle to indicate your Position. Centre LET position. Centre LET position.

First survivor making escape now. Total amount CO2 scrubbing material left in national absorption units? You have been found. Attempt to communicate by UWT and/or fire a smoke candle with message carrier giving full details of the conditions in submarine and your intentions. Ref CHECK OFF LIST INDIA Forward escape compartment. Total amount of CO2 scrubbing left is (national absorption units): DELTA DELTA DELTA X X

ECHO ECHO ECHO

6 Charges

FOXTROT FOXTROT FOXTROT GOLF GOLF GOLF 2 Charges/ Taps followed after a short pause by 2 more.

Forward escape compartment.

MAMA MAMA MAMA

Number of personnel in this Report number of personnel in your compartment is: compartment of DISSUB. GOLF GOLF GOLF X X Intend to Pod Post mini-pod. Attempt to communicate by UWT. If unable to do so, fire a smoke ELSS requirements are: (give candle with message carrier stating details). ELSS needed. Once acknowledged, use the Pod Posting Script.

ORIGINAL I-5–B-1

ATP-57(B) UWT Code NEGATIVE NEGATIVE NEGATIVE NOVEMBER NOVEMBER NOVEMBER OSCAR OSCAR OSCAR Charge/ Tap code MEANING From DISSUB UNABLE TO COMPLY Atmospheric readings are: (O2 in percentage, CO2 in percentage and absolute pressure in bar). Amount of oxygen left (in national generation Units): OSCAR OSCAR OSCAR X X X

From MOSHIP UNABLE TO COMPLY Report present atmospheric conditions in DISSUB. How much oxygen left.

PAPA PAPA PAPA

3 Charges/Taps followed after a short pause by 3 more.

QUEBEC QUEBEC QUEBEC

9 charges/ taps

Intend to Pod Post Emergency Life Support Stores (ELSS). Attempt to communicate by UWT. If unable to do so, fire a smoke candle with message carrier stating ELSS needed. Once acknowledged, use the Pod Posting Script. Intend to conduct a rescue using SRV/SRC. Estimated TTFR (hrs): QUEBEC QUEBEC QUEBEC XX Once acknowledged, use the SRV/SRC Script (table 5B02) n.b. During Exercise the meaning is: “I am ready to commence the exercise”

ELSS requirements are: (give details).

Intend waiting for rescue. n.b. During Exercises the meaning is: “Ready to start the exercise”

ROMEO ROMEO ROMEO SIERRA SIERRA SIERRA TANGO TANGO TANGO UNIFORM UNIFORM UNIFORM VICTOR VICTOR VICTOR

Message received

Message received

12 Charges

Standing by on the surface. Surface Intend commencing escape in (hrs): clear SIERRA SIERRA SIERRA XX A rescue operation will not be attempted. Report estimate of latest time escape must start How many injured personnel require urgent medical treatment? Estimate escape must start in (hrs): TANGO TANGO TANGO XX Number of injured personnel requiring urgent medical treatment is (UNIFORM UNIFORM UNIFORM XX). Acknowledge

4 Charges/ Taps followed after a short pause by 4 more.

Intend to proceed with Ventilation. Once you acknowledge, use the Ventilation Script

ORIGINAL I-5–B-2

ATP-57(B) UWT Code X-RAY X-RAY X-RAY YANKEE YANKEE YANKEE ZULU ZULU ZULU Charge/ Tap code Series of rapid taps 5 Charges/ Taps followed after a short pause by 5 more. MEANING From DISSUB Clear my position urgently

From MOSHIP Carrying out emergency breakaway. I am going to abort current operation/exercise

Abort current operation/exercise

DISSUB position clear

In the national data add what the national units for CO2 scrubbing and oxygen generation are Remarks: Transmission receipt to be notified with “ROMEO ROMEO ROMEO” Notes: 1. If possible tap signals should be acknowledge by repeating them back loudly and clearly. 2. Ship/Submarine Telegraphy (SST). The basic procedure to be used when signalling by SST is the same as that used for signalling by radio telegraphy. Speed of transmission should not normally exceed 6 words a minute. It should be appreciated the DISSUB crew may not contain anyone familiar with morse code, although a copy of the code should be in escape compartments

ORIGINAL I-5–B-3

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I-5–B-4

ATP-57(B) 5B02 SRV/SRC SCRIPT - MATING/DEMATING procedure STEP
01

FROM
MOSHIP

TO
DISSUB

02

SRV/SRC

DISSUB

03

DISSUB

SRV/SRC

04

SRV/SRC

DISSUB

05

DISSUB

SRV/SRC

06

DISSUB

SRV/SRC

07

SRV/SRV

DISSUB

UWT TAP MEANING CODE CODE HOOKER DOWNHAUL CABLE IS HOOKER 1*2 CONNECTED HOOKER WHISKEY HOLD YOU IN SIGHT. WHISKEY PROCEEDING TO FWD/AFT WHISKEY HATCH NOVEMBER MY INTERNAL ABSOLUTE NOVEMBER PRESSURE IS (in bar) NOVEMBER KILO HAVE SEAL. DRAIN HATCH KILO 4*2 CAVITY KILO KILO 4* 2 DRAINING HATCH CAVITY KILO KILO NOVEMBER MY INTERNAL ABSOLUTE NOVEMBER PRESSURE IS (in bar) NOVEMBER LIMA HATCH CAVITY DRAINED. LIMA 3*2 OPEN UPPER HATCH. LIMA UWT CODE
TAP CODE

REMARKS
To be used only during operations with SRC RV identifies herself to DISSUB

STEP
01 02

FROM
SRV/SRC DISSUB

TO
DISSUB SRV/SRC

MEANING
SHUT HATCH AND DRAIN.

REMARKS
Shout through the hatch

03

SRV/SRC

DISSUB

MIKE MIKE MIKE MIKE MIKE MIKE

2*2

HATCH AND DRAIN SHUT LIFTING OFF MOVING CLEAR. To be used only during operations with SRC, meaning that the downhaul cable has been removed and the SRC has been recovered

2*2

04

MOSHIP

DISSUB

ZULU ZULU ZULU

DISSUB CLEAR

ORIGINAL I-5–B-5

ATP-57(B)

SRV/SRC SCRIPT - EMERGENCY procedure Signal UWT Charge/Tap code X-RAY SERIES OF X-RAY RAPID TAPS X-RAY Remarks: MEANING From SRV/SRC From DISSUB
CARRYING OUT AN EMERGENCY CLEAR MY POSITION URGENTLY BREAKAWAY

Transmission receipt to be notified with “ROGER”

ORIGINAL I-5–B-6

ATP-57(B)

5B03 POD (MINI-POD) POSTING SCRIPT procedure (1) STEP
01

FROM
MOSHIP

TO
DISSUB

UWT CODE HOTEL HOTEL HOTEL
HOTEL HOTEL HOTEL JULIETT JULIETT JULIETT INDIA INDIA INDIA ZULU ZULU ZULU ZULU ZULU ZULU

TAP CODE

MEANING
FLOOD TOWER (SSE), OPEN (UPPER) HATCH. I AM KEEPING CLEAR TOWER (SSE) FLOODED.HATCH OPEN. READY TO RECEIVE POD OR BAG (MINI-POD) POD/BAG (MINI-POD) IN PLACE. HATCH CLEAR TO SHUT. CHECK YOUR ALIGNMENT HATCH IS NOT OR WILL NOT OPEN INTEND TO RELEASE POD (MINI-POD)

REMARKS

3

02

DISSUB

MOSHIP

3

03

MOSHIP

DISSUB

5

(2)

04

MOSHIP

DISSUB

4

05

DISSUB

MOSHIP

06

MOSHIP

DISSUB

DISSUB CLEAR

CLEAR TO RELEASE POD (MINI-POD) IF NEEDED

POD (MINI POD) POSTING SCRIPT - EMERGENCY procedure Signal UWT Charge/Tap code X-RAY SERIES OF X-RAY RAPID TAPS X-RAY MEANING From MOSHIP
CLEARING YOUR POSITION

From DISSUB
CLEAR MY POSITION URGENTLY

Remarks: Transmission receipt to be notified with “ROMEO ROMEO ROMEO” Notes: 1. Terms in parenthesis are to be taken into consideration when conducting a MINI-POD Posting Operation. 2. For first run only to a submarine without its own pod bag, this signal means “pod receiving equipment in tower”.

ORIGINAL I-5–B-7

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I-5–B-8

ATP-57(B)

5B04 VENTILATION SCRIPT procedure STEP
01

FROM
MOSHIP

02

DISSUB

03

MOSHIP

04

MOSHIP

05

DISSUB

06

MOSHIP

07

DISSUB

08

MOSHIP

09

MOSHIP

UWT CODE GREEN DISSUB GREEN GREEN NOVEMBER MOSHIP NOVEMBER NOVEMBER TYPHOON DISSUB TYPHOON TYPHOON HURRICANE DISSUB HURRICANE HURRICANE HURRICANE MOSHIP HURRICANE HURRICANE INDIGO DISSUB INDIGO INDIGO INDIGO MOSHIP INDIGO INDIGO YELLOW DISSUB YELLOW YELLOW ZULU DISSUB ZULU ZULU TO

TAP CODE

MEANING

REMARKS

PREPARING TO ATTACH 2 taps GUIDE WIRES AND 3 times VENTILATION HOSES MY INTERNAL ABSOLUTE PRESSURE IS (IN BAR) 4 taps VENTILATION HOSES 2 times ATTACHED. 4 taps OPEN AIR VALVES 3 times 4 taps AIR VALVES OPENED 3 times 5 taps SHUT AIR VALVES, ABOUT 3 times TO DISCONNECT 5 taps AIR VALVES SHUT 3 times 2 taps DISCONNECTING HOSES 3 times DISSUB CLEAR MOSHIP increases inlet air flow (Eventually) (1)

VENTILATION SCRIPT - EMERGENCY procedure Signal UWT Charge/Tap code PURPLE 3 taps 3 times PURPLE PURPLE X-RAY SERIES OF X-RAY RAPID TAPS X-RAY MEANING From MOSHIP From DISSUB
WATER LEAKAGE. SHUT OFF VALVES CLEAR MY POSITION URGENTLY

Notes: 1. To be used by DISSUB each time there is a change of internal pressure. MOSHIP will regulate inlet/outlet air flow accordingly Remarks: Transmission receipt to be notified with “ROMEO ROMEO ROMEO” ORIGINAL I-5–B-9

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I - 5 – B - 10

ATP-57(B)

PART I CHAPTER 6

Medical issues and Organization during SUBSAR Operations
SECTION I – INTRODUCTION TO SUBSAR MEDICAL DOCTRINE 0601 NATO Medical Doctrine 1. NATO medical doctrine is contained in STANAG 1269 (AMedP-11) NATO HANDBOOK ON MARITIME MEDICINE, a publication that is the responsibility of the General Medical Working Group (NSA-Medical). Chapter 7 AMedP-11 contains information about Special Medical Services, including Underwater Medicine and Diving Accidents as well as Shipwreck, Immersion and the Management of Survivors doctrine, both directly related to SUBSAR medical situations. More NATO medical doctrine can be reached in the following documents: STANAG 1432 STANAG 2461 STANAG 2462 STANAG 2463 STANAG 1301 STANAG 1320 STANAG 1321 STANAG 2879 STANAG 2068 ADivP-2 - Allied Guide To Diving Medical Disorders AMedP-6 Vol I- NATO handbook on the medical aspects of NBC defensive operations (nuclear) AMedP-6 Vol II- NATO handbook on the medical aspects of NBC defensive operations (biological) AMedP-6 Vol III- NATO handbook on the medical aspects of NBC defensive operations (chemical) Minimum Conditions for Survival in a Distressed Submarine Prior to Escape or Rescue Minimum Requirements for Atmospheric Monitoring Equipment Located in Submarines with Escape Capability Minimum Requirements for Submarine Escape and Survival Personnel Equipment (SEIE) Principles of Medical Policy in the Management of a Mass Casualty Situation Emergency War Surgery.

Additionally, National Publications both for Diving and Submarine operations may be used for reference on individual submarine classes and operating procedures as well as decompression tables. 2. Medical information contained in ATP-57 should be considered subordinated to NATO Medical Doctrine contained in AMedP-11. Nevertheless, specific information related to SUBSAR operations is better placed in MTP-57 rather than in AMedP-11, due to close coordination that is needed among all SUBSAR operations participants. Every effort should be made to ensure that duplication of information between NATO Handbooks is minimised by placing information only in the most appropriate publication.

ORIGINAL I-6-1

ATP-57(B) 3. Medical Organization during SUBSAR Operations. This chapter contains specific information to SUBSAR participants, and facilitates the coordination between Commands and Units participating in SUBSAR operations, keeping in mind that the main objectives for SUBSAR operations should be to speed up response procedures (medical and non-medical) and to save as many survivors (escapees or rescuees) as possible.

0602 General medical guidance for SUBSAR Operations 1. SUBSAR Operations - Terms and Definitions. This chapter complements preceding chapters in this publication. Definitions related to terms included in this chapter but not described in detail in it, can be found either in former chapters or in the Glossary, at the end of this publication. 2. Medical considerations for survivors from submarine escape or rescue are of paramount importance. There are a large number of medical problems that may be encountered in this mass casualty setting, some of which are relatively unfamiliar to non-specialist medical officers. Because of the large number of medical, environmental and submarine variables, the strategies to organise and carry out medical management laid out in this Chapter will need to be tailored to each individual incident scenario. 3. General guidance for organisation of the Submarine Escape and Rescue Assistance Team (SMERAT), including triage and management of submarine survivors is provided in this Chapter. Medical guidance pertaining to problems likely to be encountered in survivors of a DISSUB scenario is also provided for specialist and non-specialist medical officers.

ORIGINAL I-6-2

ATP-57(B)

SECTION II – SUBSAR MEDICAL ORGANIZATION

0603 The medical component of the Submarine Escape and Rescue Assistance Team (SMERAT) The SMERAT consists of experts in the field of Submarine Escape and Rescue Operations and medical specialists who are available to provide advice and assistance to the SSRA, OSC and CRF. The Officer in Charge of the SMERAT (OCSMERAT) is an expert in the field of submarine escape and rescue operations. The Senior Medical Officer to SMERAT (SMO(S)) is in charge of the medical personnel allocated to the SMERAT, and reports to OCSMERAT for an escape and to the CRF for rescue operations. The SMO(S) is alerted by either National SMER Authorities or via OCSMERAT who will also initiate the callout of all other designated SMERAT personnel in the event of a SUBSUNK. The SMERAT should be capable of deploying at short notice to the scene of a DISSUB usually by embarking on an Escape Gear Ship (EGS) together with First Reaction Stores (FRS). As information about the condition of the DISSUB becomes available members of the team may need to embark on a MOSHIP (such as that appointed CRF), MOSUB or any other participating unit in the SUBSAR operation.
Officer Commanding SMERAT Senior Medical Officer (SMERAT) Medical Headquarters & Medical Admin Officer Senior Casualty Clinician Triage Officer Area 1 MO Recompression Area MO Area 2 MO Area 3 MO / MBR Area 4 MBR

Uninjured Holding Area

Figure 6 – 1 Organization of the medical component of the SMERAT for Escape Figure 6-1 above describes the general organization for the medical component to the SMERAT used during escape operations. The following articles in this section detail responsibilities for the key medical elements of the SMERAT. Later sections of this Chapter and Annex 6C contain information regarding the rest of the medical manpower as well as treatment areas and equipment.

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Commander Rescue Forces (CRF)

SMO(SMERAT) DISSUB Medical Triage Team (DMTT) Medical Admin Officer and MHQ Senior Diving MO / SCC Post DDC Care DCC Supervisor and Diving Personnel Note: - - - Liaison and provision of medical advice. Figure 6 – 2 Generic C2 diagram for rescue operations. Figure 6-2 shows a generic organisation for Rescue operations. This is for guidance only as each rescue system has its own manning requirements as laid down in their deployment orders. Section VIII into this chapter contains further information on Rescue operations. Annex 6D deals with DISSUB Medical Triage Team (DMTT) selection, deployment and equipment.

DDC Medical Personnel

0604 Senior Medical Officer to SMERAT (SMO(S)). The Senior Medical Officer to SMERAT (SMO(S)) is in charge of the medical personnel allocated to the SMERAT. He is responsible for: a. The deployment of medical personnel to the scene. b. Advising the OCSMERAT / CRF / OSC on the medical aspects of the DISSUB situation. c. Advising the OSC / CRF of the numbers and types of casualties to be expected, and the assets required for management of survivors recovered from the DISSUB. d. Liaison with the appropriate land-based authorities who may be required to participate in the treatment of survivors evacuated from an Escape Gear Ship. e. Advising on deployment of a DISSUB Medical Triage Team (DMTT).

0605 The Senior Casualty Clinician (SCC). The SCC reports directly to the SMO(S) and is responsible for the co-ordination of the medical resources, both manpower and materiel, onboard the Escape Gear Ship (EGS) or Rescue Gear Ship (RGS). The SCC ORIGINAL I-6-4

ATP-57(B) will usually be the Medical Officer most experienced in treatment of diving casualties. (The SCC may also be known as the Senior Diving MO (SDMO)) 0606 Medical Headquarters (MHQ) and the Medical Administration Officer (MAO)

The MHQ is the focal point for Casualty State administration and, as such, must remain manned at all times. Location and personnel composition may vary depending on operational limitations. Normally, the Medical Headquarters (MHQ) is composed by the following personnel and equipment: a. Medical Administration Officer (MAO). b. Sufficient writers and runners to cover all casualty management areas (minimum of 3 runners). c. Communications equipment. The MAO is responsible for the collation and management of casualty information in the MHQ.

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ATP-57(B) SECTION III – MEDICAL MOBILIZATION AND RESPONSE ACTION LISTS

0607 General This section deals with the action list of the following medical personnel: - The Senior Medical Officer to SMERAT (SMO(S)) - The Senior Casualty clinician (SCC) / Senior Diving MO - The Medical Administration Officer (MAO).

0608 Senior Medical Officer to SMERAT (SMO(S)) Action Lists 1. General.

Prior to the deployment, the Senior Medical Officer SMERAT (SMO(S)) should assimilate as much information as possible to allow full manning of the medical team, make sensible judgements on the likely casualties and the requirements for their treatment. The Action lists below provide guidance on the areas to be considered. 2. Pre-deployment: a. Check local emergency orders. b. Contact the SSRA or National equivalent. It is important for the SMO(S) to familiarize himself with all the facts known about the DISSUB as soon as they become available. Discuss the medical situation and requirements with the Medical Advisor of the DISSUB Nation or point of contact if no Advisor exists. c. Initiate a recall and muster of all appropriate Undersea, Submarine and Diving Medicine qualified staff ready to deploy with the SMERAT in accordance with local orders. d. Arrange collection of SUBMISS / SUBSMASH publications, response plans, stationery, and equipment listed as contents for a SMERAT Emergency Case at Annex 6L. e. Contact the following, (either directly or through the appropriate chain of command depending on National Policy): (1) The Duty Senior Medical Officer of the Medical Centre or Hospital of the Naval Base nearest to the departure base of the EGS. They may be able to supply qualified staff to assist in manning the EGS or to provide assistance with CASEVAC of survivors. (2) The Duty Senior Medical Officer at the Military Establishment or Hospital (Civilian or Military) nearest to the sunken submarine. A casualty evacuation (CASEVAC) plan should be developed with the shore based medical support and communicated to the OSC / CRF as soon as possible to ensure that he is fully aware of SMO(S)'s intentions and is able to plan accordingly.
Note: The SMO(S) must not assume that shore-based authorities local to the incident will take charge of the situation or provide advice unless specifically asked to do so. The SMERAT is likely to be isolated and SMO(S) should seek sources of advice from national and international technical or medical authorities as appropriate, by phone or through the ISMERLO website. Early communication with these authorities whilst ashore or still in cell phone range is recommended to ensure that communications can be achieved once deployed.

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3.

Information Gathering:

Either in the pre-deployment phase or whilst en-route to the rescue site the SMO(S) should ascertain the availability of additional resources including: Hospital and decompression facilities ashore number, capacity and specialists facilities, e.g.: burns, ITU and neurosurgery medical and decompression facilities afloat capacity, medical personnel and specialist facilities Transport availability: helicopters, ships and small craft (and landing points) Medical support for casualty transportation available medical personnel and equipment Distances and transit times to potential medical receiving facilities.

This information will direct the production of a medical evacuation plan for casualties and survivors from the EGS / RGS / MOSHIP. SMO(S) should use either national medical authorities or the ISMERLO web site to gain such information. Chambers and medical facilities that may be of use during the rescue should be alerted to the potential requirement for the transfer of casualties to them through national maritime or Foreign Ministry routes. When en-route to the scene, communication methods to these facilities will need to be worked out and links established. 4. On board an EGS a. Request that an officer is detailed to act as the ‘Ship’s Recovery Coordinator’ to facilitate the work of the medical SMERAT members. The ops officer or an officer of similar status and experience is recommended. In addition to liaison tasks this officer should be responsible through the command for the provision of recovery boat crews, stretcher bearers, communications numbers, escorts and any other manpower which is required (see Chapters 1, 3 and 5). b. Establish working location in the Operations Room or on the Bridge with a close line of communications to the OCSMERAT and OSC. c. Delegate the responsibility for the hands-on management of the medical manpower to the Senior Casualty Clinician. Direct him to establish Triage and Treatment areas. Depending on nations and vessels there may be pre-determined DISSUB casualty plans for the class of ship. d. Establish contact and an agreed medical communications protocol with outside medical facilities. e. Liaise with the Nuclear Emergency Monitoring Team if appropriate and co-ordinate their activities with those of medical treatment personnel. f. The OCSMERAT and the SMO(S) brief the OSC on the relevant aspects of DISSUB survival, escape and rescue as soon as possible after embarkation. The proposed treatment regimens and casualty evacuation requirements must be fully explained to enable the OSC to request the appropriate assistance, e.g. helicopters etc. See Annex 6A for points to be highlighted in the brief to an OCS. ORIGINAL I-6-8

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g. Remain aware of the developing situation and the potential need to transfer medical staff and equipment from the EGS onto Rescue Vessels. This will occur as the scenario dictates a need to support rescue rather than escape. In this case SMO(S) will need to make early contact with the CRF to discuss appropriate arrangements and give early advice about the potential use of, and need to prepare, a DISSUB Medical Triage Team (DMTT) (see Annex 6D). 5. Onboard a RGS. a. As a RGS (also known as MOSHIP) is likely to be a civilian vessel with limited crew, berthing for rescue personnel and rescuees, identify any requirements for additional personnel for casualty monitoring and transfers (e.g. stretcher bearers), administrative duties or logistic work. These requirements should be presented to the CRF for resolution. b. On arrival on the MOSHIP, areas should be identified for the Administration point and for general patient regulating. Space may be extremely limited aboard the MOSHIP due to rescue equipment. Areas and routes should be provided for movement of rescuees through the medical areas including decontamination and a holding area post decompression. Transfer of rescuees either by boat or helicopter from the vessel may be impacted by weather conditions and must be planned for early. c. Additional vessels carrying medical personnel and recompression facilities should be identified and contact made through the CRF to ascertain what facilities are available and best methods of transfer from the MOSHIP. d. If more than one rescue system is deployed the SMO of each system should make contact with each other and discuss medical equipment availability, personnel, rescue capacity of their systems within the SRV, recompression facilities and medical facilities. e. Brief the CRF on the relevant points from the OSC brief (see Annex 6A). f. Other actions should be as for deployment to an EGS as above.

0609 Senior Casualty Clinician Action Lists 1. Pre-deployment: a. Ensure that the First Reaction Stores including the recompression chamber and oxygen stores have been correctly unpacked, stowed onboard and prepared for use. b. Recompression chamber readiness: It is essential that the embarked recompression chamber is fully functioning and capable of completing a NATO Table VI (RN Table 62/USN Table 6) with extensions. Divers available to the hyperbaric treatment team should be trained in diving first aid and able to assist the treatment and monitoring of survivors who require recompression.

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2.

During transit to DISSUB: a. Identify, with the aid of the ship’s medical staff, suitable sites for the triage and treatment areas, holding area and mortuary. Ensure that there is free passage from the point at which survivors will be brought onboard to the triage area and then to the relevant treatment areas. b. Where practical, all casualty routes should be under cover, on the same deck and casualty landing or triage areas should be weather protected by use of portable awnings or weather proof containers. The medical staff on board may already have a mass casualty handling plan which may be adapted and consideration should be given to modifying the plan to accommodate the submarine escape scenario. (In planning the routes and sitting treatment areas in and around the hanger, consideration must be given to access when the EGS is at Flying Stations). c. Where possible the primary and secondary treatment areas should be in the same geographical situation, usually the helicopter hangar, to best facilitate the logistics of emergency medical care. d. The SCC although having a responsibility for all areas will in all probability spend most of his time close to the primary and secondary treatment areas. The SCC must remain flexible and be prepared to re-evaluate and modify the plan to meet changing circumstances. e. Allocate personnel, including stretcher and first aid personnel, and medical supplies to the triage and treatment areas. Separate stretcher parties will be required to move casualties from the reception area onboard to Triage and from Triage to the treatment areas. The minimum personnel and equipment recommended for the triage and treatment areas are listed at Annex 6C. f. Fully brief all medical teams about DISSUB hazards, triage and treatment of survivors. Emphasise the manifestations and treatment of Decompression Illness (DCI). Ensure that a brief on the management of casualties with radioactive contamination is given, if required. g. Brief ship’s boat recovery crews and divers in accordance with Annex 6B.

3.

Upon receiving escapees: a. Provide expert assistance to the medical teams in the treatment areas as required. b. Ensure optimal use of on board oxygen supplies. Prophylactic use of high flow oxygen for all escapees should be considered if adequate on board oxygen stores are available. c. Supervise the recompression of casualties onboard the EGS. Recompression facilities will most likely be quite limited and their use must be optimised. The SCC should apply the principles of chamber operation found in Section 0619 to managing the treatment of escapees. d. Ensure maintenance of clinical notes, casualty state boards and a flow of information, including CASEVAC and recompression requirements, to SMO(S) and MHQ. e. Ensure additional information regarding the DISSUB is obtained from survivors collated and briefed to SMO(S) accordingly.

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4.

On a MOSHIP: Additional considerations for a rescue scenario include: a. Plan the most appropriate use of the available chambers with the CRF, SMO(S) and SRV operating team. b. Ensure the most effective use of the limited facilities for triage and treatment of rescuees in the DCC. c. Whilst not directly responsible for the safety of the SRV operators or chamber attendants, take due cognisance of these requirements in planning rescuee decompression schedules, work rosters and the use of these staff under pressure.

0610 Medical administration Officer (MAO) action list. 1. Establish the MHQ in a suitable area in close proximity to the treatment areas.

(Note: however information from the triage point on the disposal of survivors to particular treatment areas onboard is crucial to allow the SCC to have oversight about how his resources are being used. The MAO must ensure that this communication link with the triage point works effectively. Exercise experiences have shown that if information is lost at this stage, the overall command and control of casualty management will often fail.) 2. Establish communications with the medical teams and the SMO(S) in the Operations room by the use of telephones, radio or messengers 3. 4. Maintain an accurate Master Casualty State Board (see Annex 6H). Inform SMO(S) of the status of all survivors as required.

5. Provide the Recovery Co-ordinator (Escape) or CRF Communications Co-Ordinator (Rescue) with the information required for Casualty Reporting (CASREP) and Casualty Evacuation (CASEVAC) signals (Templates at Annexes 6J and 6K). Shore authorities require early information regarding casualties to prepare for casualty (Notes: 1. reception, for informing the next of kin and for public relations. Therefore, the first and subsequent casualty signals should be sent as soon as reasonably practicable. The precedence to be used for Casualty Reporting is IMMEDIATE. 2. Early casualty evacuation by helicopter may be required and due to the rapidly changing condition of some of the casualties, priorities for CASEVAC may change at very short notice. Last minute changes to the evacuation plan must not result in inaccurate or incomplete CASEVAC signals being sent. To ensure against this a runner should accompany the Senior Casualty Clinician when the final decision is made to load which casualties).

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ATP-57(B) SECTION IV – MEDICAL COMMUNICATIONS AND LOGISITCS.

0611 Internal Communications. In any escape or rescue situation the SMERAT medical members will be widely distributed throughout units participating in the operation. Accurate and adequate communications within the SMERAT are essential to the smooth running of the response. The SMO(S) (or deputy) is responsible for communications to the OSC, CRF and the CO / Master of the RGS or MOSHIP. SMO(S) is also responsible for passing information back to the other members of the SMERAT, particularly on casualties expected, operational matters or changes in the DISSUB scenario. Administrative communications (casualty numbers, logistic requirements, and requests for additional manpower) should be passed through the MAO. Clinical communications should be passed via the Senior Casualty Clinician or Senior Diving Medical Officer. Whenever possible, communications should be by fixed telephones. In the absence of fixed telephones, and for personnel such as the SMO(S) who are mobile around the vessel, then portable radios should be sought and used. Key points for radios to be available are with the SMO(S), Senior Casualty Clinician, MAO and at the triage point on an EGS or chamber control centre on an RGS. All internal communications should be logged so that information can be checked and retransmitted if necessary. Messages that may be particularly prone to transmission errors should be sent in a written form by runner.

0612 External Communications: All external communications should be passed via the approved communications routes set up by the OSC or CRF. This includes the release of signals, use of e-mail and chat areas on the ISMERLO Website and the use of VHF for local contacts. When more than 2 EGS or RGS / MOSHIPs are being used a formal communications programme should be set up between the medical team leaders on each vessel and the SMO(S). This should allow coordination of the use of resources and ensure that one vessel is not overloaded by casualties when the other vessels have spare facilities. When mobile phone / satellite phone or Internet communications are available these may be used for ship to ship and ship to shore communications with the approval of the CO / Master (to avoid interference with ship’s systems). All communications should be logged in the main communications log. Care should be taken with the classification of information passed by this method, especially when medically sensitive information is being transmitted. When a Submarine Parachute Assistance Group (SPAG) has been deployed then the SMO(S) should make contact with the OC and MO SPAG as soon as the EGS enters communication range. The SPAG should be able to provide a list of escapees already recovered and a priority list for their evacuation to the EGS. If no escapees have been recovered then the SPAG team themselves will require recovery

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ATP-57(B) before they become subject to environmentally related problems such as hypothermia. information on the medical aspects of SPAG are available in the Medical Supplement. Further

The SMO(S) should remain in contact with a deployed DISSUB Medical Triage Team using messages sent via the SRV or, if necessary, by use of an underwater telephone, if available.

0613 Logistics. The initial deployment to an EGS or RGS / MOSHIP should include enough stores to commence treatment of the expected number of escapees or rescuees. However, due to the bulk and weight of items, particularly Oxygen supplies, it may not be possible to deploy the full requirements for the operation during the initial phase. There will, therefore, be a need to re-supply the EGS / RGS / MOSHIP. Logistic provision is the responsibility of the OSC or CRF. Logistic requirements should be collated by the MAO and passed to the SMO(S). The SMO(S) should then brief the OSC / CRF on the requirements and, where possible, provide guidance on where the materials required may be sourced. It will be necessary to use national authorities and the SSRA to provide not only the required materials but also transportation to the scene. The supplies of Oxygen available may become a limiting factor on the ability to treat, decompress and recompress survivors of a DISSUB. Before deployment the SMO(S) and his Senior Diving Medical Officers should estimate the amount of O2 required for the number of survivors and the DISSUB pressure scenario. This information should be passed early to the authority organising the DISSUB response to ensure that an adequate supply of O2 is available to be transferred to the EGS / RGS / MOSHIP, preferable before the vessel sails to reduce the risks and problems of loading heavy O2 cylinders or ‘QUADS’ at sea. Dependant upon the location of the DISSUB, re-supplying may be difficult due either to the distance from the nearest shore facilities or to the paucity of available stores. Therefore the SMO(S) should know how to access additional equipment and supplies from their own nation, or other major SMER nations and arrange for them to be transported to the scene. This should include any special arrangements necessary for the transport of analgesic drugs controlled under national or international legislation. Limited supplies of clothing for DISSUB survivors should be included in the deployed stores. Due to the possibility of chemical or radiological contamination of the survivors the stores should also include over-suits to allow transfer of casualties without spreading the contamination. Survivors of a DISSUB are likely to be significantly dehydrated and arrangements should be made on the EGS / RGS / MOSHIP for adequate supplies of drinking water or hot drinks. Feeding requirements will depend on how long the survivors will remain on board, the effects of DISSUB requirement (e.g. starvation diarrhoea) and clinical condition.

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ATP-57(B) SECTION V – SUBMARINE DISASTER SURVIVAL.

0614 Factors affecting crew survival time. 1. General: Within a DISSUB both survival and the decision to escape (if possible) are influenced by many factors, including both physical and psychological factors. The major determinants are laid out below. 2. Multiple types of atmosphere contaminants are possible in a DISSUB. A catastrophe which results in a DISSUB is likely to produce supplementary casualties and damage such as fires, flooding, and system ruptures or leaks. It is imperative that additional casualties and damage are quickly contained to minimize toxic atmosphere levels and the subsequent need for the survivors to use EABs. Pressure and Atmosphere An increase in DISSUB pressure significantly raises crew morbidity and mortality risk from decompression illness (DCI). DCI becomes a problem from prolonged exposure (saturation) to atmospheric pressures of greater than 7 msw (1.7 ATA). Once saturated, safe escape by buoyant ascent may not be possible. Without Transfer Under Pressure (TUP) capability, rescued crew may be severely affected. Atmosphere control considerations can be divided into two areas: a. Control of toxic atmosphere contaminants to prevent donning Emergency Air Breathing (EAB) systems. If EABs are required, survival time in the DISSUB will be reduced due to limited air supplies and pressure will increase resulting in an increased risk of crew injury following escape or rescue due to decompression illness. b. Control of carbon dioxide and oxygen levels. Rest significantly reduces oxygen consumption and carbon dioxide production. Conversely, hypothermia and the onset of shivering can lead to increases in both. Efficient control of carbon dioxide and oxygen levels are critical to maximizing survival time in a DISSUB. The ability to survive and remain onboard will depend on the accuracy and the reliability of the atmosphere monitoring equipment. To prolong the stay time in the submarine, the oxygen level can be allowed to drop to 17 kPa, (17% at 101.3 kPa / 1 bar) and maintained at that level and the CO2 allowed to rise to 2,5 kPa, (2.5% at 101.3 kPa / 1 bar) 3. These are extreme limits, and a certain percentage of the survivors may not tolerate them easily, however, escape can be conducted from these levels. Other gases in the DISSUB atmosphere may affect the decision to escape e.g. Chlorine from batteries that have been contaminated with salt water, Carbon monoxide (CO) and nitrogen oxides (NOx) caused by combustion. High partial pressures of Oxygen may also constitute a potential health risk to survivors. (Further information on atmosphere control in the DISSUB can be found in the Medical Supplement).

3 2

Standard Atmospheric Pressure 1 atm = 101,325 x 103 Pa = 760 mmHg = 1,013 Bar, 14,6959 psi 1 litre = 1.057 quarts = 1.76 pints 3 4186,8 kJ = 1,000 kCal

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ATP-57(B) Hypothermia and Hyperthermia. Hypothermia occurs when the core body temperature is lowered. Hypothermia impairs the judgment and performance of the victim. Water temperature in deep oceans or cold climates is frequently below 5 oC. Cold of this magnitude could be a significant factor in the survival of the DISSUB crew, depending on the heat transfer characteristics of the boat and the number of survivors. Hyperthermia occurs when the core body temperature is above normal. Heat stress conditions, posing the risk of heat casualties, may occur in well-insulated submarines, in engineering spaces or to escapees on the surface in hot climates. See the Medical Supplement for further information. Whilst not always confirmed by trials, it is predicted that the temperature within the submarine will gradually fall and reach equilibrium with the surrounding water. In order to prevent hypothermia and shivering, personnel should attempt to remain dry and wear extra clothing. If escape and/or survival suits are available, they will provide excellent insulation. However, if they are damaged, they will fail to provide adequate protection after escape. Alternatively, a rising DISSUB temperature may lead to the requirement to provide extra water to survivors and methods of cooling such as hand and arm immersion is sea-water.

0615 Other factors affecting survival. 1. Psychological aspects. As with any disaster the psychological damage to both survivors and responders must be considered. Careful follow-up will be required. Cases of post-traumatic stress disorder (PTSD) are likely to be encountered. Additionally acute psychiatric reactions are possible in the survivor group and Nicotine withdrawal may also be a problem on the DISSUB. 2. Radiation. If a nuclear-powered submarine is involved in a SUBSUNK situation, the crew may be exposed to gamma radiation that can penetrate bulkheads and irradiate survivors within the escape compartment. Other radioactive fission products may enter the escape compartment. This radiation will contaminate the survivors both externally and internally. A total dose of 1 to 2 Gray is considered acceptable in relation to the other hazards imposed by a SUBSUNK situation. A rapidly rising dose rate or a rate of around 200 milli-Grays per hour should initiate escape. The handling of contaminated casualties by the response forces is dealt with in Section IX. The treatment of irradiated casualties is covered in the Medical Supplement. 3. Hydration and nutrition. Under simulated DISSUB conditions, survivors performed escape and rescue procedures after seven days on a daily ration of one pint of water and 400 calories (kilogram calories). Subjects existing solely on survival rations tend to become dehydrated and energy deficient. Dehydration occurs sooner than starvation, making the need for water more important. Although dehydrated, they may not feel thirsty and might therefore need to be forced to drink water. The research indicated that each submarine survivor requires at least one (1) litre of water and around 1000 to 1200 Cal per day. Extra food supplies will be required if survivors suffer with hypothermia. Hydration is even more critical in hyperthermic DISSUB conditions, which may mandate several litres of water per man per day. While resting, the survivors should be able to maintain their blood glucose levels. However, minimal exercise may result in hypoglycaemia. In the cold, hypoglycaemia can lead to failure in thermoregulation, with survivors cooling much more quickly and becoming hypothermic. Pod posting can provide hot food and fluid replacement when rescue assets arrive. Eating foods high in fat content and low in carbohydrates results in less carbon dioxide production. If the survivors choose to escape, at least 1000 cal should be eaten just prior to escape. ORIGINAL I - 6 - 16

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4. Hygiene. The appropriate disposal of urine and faecal material is essential to prevent gastroenteritis. Survivors should properly dispose of waste material. An outbreak of gastroenteritis will increase survivor susceptibility to other hazards.

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ATP-57(B) SECTION VI – ESCAPE.

0616 Risks associated with the Escape procedure. 1. There are 2 methods to escape from a DISSUB these are Tower Escape and Compartment Escape (sometimes called Rush Escape). 2. The Tower Escape procedure is essentially a very rapid bounce dive. As such, there are 2 main hazards, decompression illness (DCI) and barotrauma. The increase in pressure during this ‘dive’ will cause nitrogen to be absorbed into the body tissues - hence increasing the risk of developing DCI as the pressure is reduced. The very rapid pressure transients may induce barotrauma to sensitive body organs. 3. There are national variations in the size and shape of escape towers but all are designed to facilitate the rapid flooding up and pressurisation of the escapee within the escape tower followed by a rapid exit from the DISSUB and a controlled rise to the surface. The escaper dons the SEIE and climbs into the escape tower. The lower hatch is shut and the tower is flooded up and pressurised to the outside seawater pressure. As the pressure inside and outside the tower equalise the upper hatch opens and the buoyancy within the SEIE carries the escaper to the surface at a controlled rate. The SEIE is fitted with a hood to enable the escaper to breathe normally, thus reducing the likelihood of pulmonary barotraumas. 4. Compartment Escape entails flooding the entire escape compartment up to the bottom of the escape tower. The whole escape compartment is then pressurized to sea pressure, the lids of the escape tower are opened and the survivors then proceed to escape in an orderly manner. This method entails the survivors spending considerably more time under pressure with a consequent increase in the risks of DCI. Additionally, given that the tower does not have to be drained down between escapes, escapees will arrive at the surface in quick succession. 5. Thus, there are 3 main parameters affecting the safety of the escape procedure: a. The depth of the DISSUB - hence the depth down to which the escaper must be pressurised. A significant nitrogen load can be acquired over a very short time during exposures to deep escape depths and the pressure transients are severe. b. The time it takes to complete the procedure - the more time at increased pressure the greater the risk of DCI. Therefore, once the escape process has commenced it should be completed as smoothly and expeditiously as possible. c. The ambient pressure within the DISSUB. If this is greater than 1 ATA the escaper will already have an increase in tissue nitrogen loading and the chances of developing DCI are thus increased. This is particularly relevant if the survivor has spent a long period of time at pressure. All body tissues will become saturated with nitrogen after about 24 hours. 6. From an internal pressure of 1ATA escapes have been performed down to a depth of 180 metres (during controlled exercises) and some nations have routinely exercised escapes from 90 metres in open water condition. Thus the systems are well proven. A simulated escape pressure profile for a 180-metre escape is shown in the figure below:

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E s c a p e t o w e r f lo o d s 200 P r e s s u re d o u b le s e v e r y 4 s e c o n d s u n ti l e q u a l w i th s e a p r e s s u r e

B ou y an t A s e n t (3 m etre/s) E s c a p e le a v e s t o w e r

Depth (metres)

150

100

50

0

50

100

150 L a p s e ti m e in s e c o n d s

200

250

Figure 6 – 3. Simulated escape pressure profile for a 180 metre escape. 7. Experimentation using a submarine escape simulator has been conducted to define the depth / DISSUB internal pressure relationship - termed the ‘Safe to Escape Curve’. The research is has defined the curve that has a 5 - 10% incidence of DCI at different depths and DISSUB internal pressures. This curve is shown below. Other curves for different DCI risks are available but due to the interpretation required should only be used by an experience submarine or diving MO.

S a fe to E s c a p e C u r v e
200
A (1 8 0 )

Submarine Escape Depth (MSW)

150

100

50

1 .0

1 .5

B

2 .0

P re s su re w ith in D is su b (A T A )

Figure 6 – 4. Safe to escape curve.

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ATP-57(B) Notes: 1. The Safe to Escape Curve is based on experimental work and actual sea trials. 2. It only applies where the compartment 'air' is composed of 21% Oxygen and 79% Nitrogen. 3. Point A is the maximum depth from which escape has been performed during sea trials. 4. Point B (1.7ATA) represents the pressure within the DISSUB from which rapid depressurisation back to 1ATA gives a 5% incidence of DCI. (assuming saturation at 1.7ATA). 5. The shape of the escape curve has been defined to demonstrate DCI incidence of between 5 10%. Below this curve escape would be considered 'relatively' safe. 6. The information will only apply to an escape system with the following characteristics: - provides a doubling of pressure every 4 seconds during the compression phase - has a 'bottom time' not exceeding 4 seconds - has an ascent rate of 2.75 meters per second

0617 Decompression illness. Decompression Illness (DCI) is a complex series of signs and symptoms initiated by gas bubbles in the blood stream and/or tissues during or following decompression. DCI may present as a wide range of symptoms. Although symptoms may begin soon after surfacing, it is possible for the onset to be delayed for some hours. The incidence, rapidity of onset and the severity of the illness among the survivors will tend to increase the greater the depth from which escape is made. With all methods of escape, the risk of DCI may increase with each successive escape. With most escape systems, each escape sequence increases the internal pressure of the submarine as water from the escape tower is drained into the internal volume of the submarine. Thus those who escape later will have spent a longer time at increased pressure and will have acquired a higher inert gas load. Compartment escape requires longer periods under pressure and is thus more likely to cause DCI, particularly for later escapees. Survival is unlikely below 70m and compartment escape should be considered a method of last resort for most DISSUB situations.

0618 Barotrauma. 1. General. Conditions of increasing or decreasing atmospheric pressure may create unequal pressures across closed air-containing body spaces. This may result in medical problems for DISSUB survivors. 2. Pulmonary Barotraumas. Pulmonary barotraumas may occur in escapers as a result of pulmonary over pressurisation during rapid ascent to the surface. Air may then infiltrate to any or all of the following: a. interstitial spaces to cause interstitial emphysema b. the pleural space to cause a pneumothorax c. the pulmonary vasculature to cause arterial gas embolism. 3. Interstitial Empyhsema. Air from mediastinal emphysema may migrate to cause subcutaneous emphysema of the neck or upper chest. This presents with swelling and crepitus on palpation.

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ATP-57(B) The condition is not usually painful or dangerous in itself unless the upper airway is compromised by excessive tissue swelling, but it should alert the examiner to the possibility of coexistent simple or tension pneumothorax or arterial air embolism. 4. Pneumothorax. Symptoms will usually be shortness of breath and one-sided chest pain. Standard medical treatment and close observation is indicated, with needle thoracostomy only if tension pneumothorax develops. Recompression therapy for isolated non-tension pneumothorax is not required, but a careful neurological screening examination is necessary to rule out the possibility of coexistent arterial air embolism. 5. Arterial Gas Embolism. The rapidly progressive focal neurological signs and symptoms of neurological arterial gas embolism, including decreasing level of consciousness, would typically arise within minutes after completing a submarine escape. The symptoms and signs themselves are effectively indistinguishable from rapid onset neurological DCI and, as such, the term DCI includes illness caused by arterial gas embolism and treatment is described under the heading of Decompression Illness. 6. Otic Barotrauma. Otic barotrauma may occur with rapid pressurisation during the escape procedures. The following problems and symptoms may occur. a. Tympanic membrane injury - Injury or rupture of the tympanic membrane may occur resulting in decreased hearing, pain, and bleeding. Only symptomatic treatment is required for this problem. b. Round or oval window rupture - Forceful ear clearing during escape tower pressurisation may cause this. In addition to ear pain, vertigo, hearing loss, and/or nausea may be seen as presenting symptoms. These symptoms may make it difficult to distinguish this condition from neurological DCI. If in doubt, treat for DCI while placing the patient in a semi-recumbent position, minimising patient movement, and seeking consultation. 7. Tooth Barotrauma. A loose or cracked filling or crown may allow pressurised air to enter the nerve root area during escape procedures. Severe jaw or tooth pain will result as this gas expands during ascent. Despite the severity of symptoms, only symptomatic treatment is necessary after recovery aboard the DISSUB. 8. Sinus Barotrauma. Blockage of a sinus opening into the nasal cavity may cause barotrauma during either compression or decompression. If the orifice is blocked during compression, the sinus will be at lower pressure than the rest of the body including the vasculature, and bleeding will occur into the sinus cavity resulting in a nose bleed and residual sinus pain upon surfacing. If the sinus(es) become blocked during ascent to the surface, pressure will build up in the sinus during ascent, resulting in sinus pain and headache persistent on the surface. In either instance, neurological symptoms will not be present. Tapping or applying digital pressure over the affected sinus(es) will confirm the aetiology of these symptoms. Either condition requires only symptomatic management. 9. Oesophageal/Abdominal Barotrauma. Swallowed air may cause the lower portion of the oesophagus to rupture during rapid ascent due to expansion of trapped gas. Anterior chest pain, usually left-sided, will occur and subcutaneous emphysema may develop. Survivors in whom oesophageal rupture is suspected should be medically stabilised, closely observed, and given a high priority for early CASEVAC. Bowel rest, administration of intravenous fluids, broad-spectrum antibiotics if available, and mask oxygen are indicated for this problem while awaiting CASEVAC.

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ATP-57(B) Gastric or small bowel rupture can also occur with rapid ascent for the same reasons. In this event, symptoms would include abdominal pain and possible abdominal distension. A high degree of suspicion and thorough abdominal examination for sign of ruptured viscus is indicated. The treatment is similar to that of oesophageal rupture, with the additional recommendation for placement of a nasogastric tube for gastric decompression. Similar priority should be given for early CASEVAC.

0619 Treatment of Escapees. 1. Differential diagnosis

Survivors may be suffering from more than one condition. Those who are diagnosed or suspected of serious or life-threatening DCI (either traditional decompression illness or arterial gas embolism) and therefore categorised C1 (see Section X) should be treated by recompression immediately if practicable, since any delay in such treatment will significantly reduce their chances of survival. Concurrent medical conditions will not normally be affected by recompression and can be treated within the chamber. Differential diagnosis may be difficult under these conditions, but the principle still applies: When in doubt regarding serious DCI, recompress, providing chamber space can be made available and operational limitations allow. Evidence supporting the differential diagnosis of survivors should be available from other features of the incident. Unconsciousness may be a consequence of a head injury suffered during escape, an embolism occurring during ascent, hypoxia from near drowning, or from cold or heat exposure on the surface. However all survivors from submarine escape who lose consciousness within a few minutes of surfacing must be treated by recompression, unless categorised as expectant (T4 (see Section X)). One must assume the likelihood of pulmonary barotraumas with arterial gas embolism with this presentation. (Cold or heat will normally affect persons after some interval on the surface. The interval will be related to ambient conditions and the use of the submarine escape and immersion equipment.) 2. Diving related conditions. Reference: NATO publication ADivP-2; Allied Guide to Diving Medical Disorders is the definitive document on diving related conditions. 3. Decompression illness principles.

The medical officer may have to cope with multiple cases of DCI and/or multiple survivors who have a decompression obligation but at the time of assessment have not developed symptoms of DCI. The casualties may present over several hours; triage and treatment will depend on the number and types of recompression chambers available. If escape occurs before recovery forces arrive, the medical officer may also have to cope with co-morbid medical conditions in addition to DCI although priority should be given to the treatment of serious cases of DCI (i.e. those with pulmonary or neurological symptoms or signs). In managing multiple cases of DCI/decompression obligation with limited resources, in order to ‘do the most for the most’, a number of important principles need to be considered: a. In a pressurised DISSUB where the survivors have not had time to become saturated or the pressure is rising, the more severe DCI cases can be expected in those last to leave the submarine

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ATP-57(B) b. Recompression to provide hyperbaric oxygen therapy is the gold standard treatment for decompression illness. Available oxygen stores will limit the number of chamber treatments that can be supported. If re-supply will not be possible before the oxygen stores are exhausted, it may be necessary to conserve oxygen to treat more severe cases of DCI in order to do the most for the most. Even if hyperbaric oxygen is not available or practical for all patients, recompression on air for the remainder is generally the second best option and should be considered. Where this is not possible, treatment with high concentration oxygen at surface pressure and fluid replacement can be used for treatment of DCI and for prophylaxis against DCI in those with a decompression obligation until recompression facilities become available. c. Only shallow oxygen tables (no tables in excess of a NATO Table VI with extensions) should be used whenever multiple DCI casualties may exist with a single on board recompression chamber. Consider procedures for shortening decompression times if the requirement for immediate standard treatments is likely to exceed the recompression facilities immediately available. d. Recompression and treatment on tables deeper than 18 metres should only be done if absolutely necessary with due consideration of the logistical requirements. Eighteen meter tables can be swiftly interrupted, allowing more flexibility than deeper tables. e. Although shipboard recompression chambers have a nominal rated capacity based upon ambulatory patients, in practice only 1-3 serious cases with an attendant and MO can be accommodated in most of these chambers. f. It may be appropriate to accept and perform incomplete, but life saving, recompression therapy on some survivors to make chamber space available to save other lives. Repeat follow up treatments could then be performed when additional recompression facilities have become available. g. Do not be misled by survivors with mild or absent symptoms. AGE is usually symptomatic upon surfacing or within minutes of surfacing, but there may be a lucent interval when the patient appears well before suddenly worsening. Decompression sickness can develop immediately or have no symptoms for many hours after ascent. Treat DCI or omitted decompression early before symptoms develop. Based on these principles, the following paragraphs give notes of guidance: 4. Prophylactic Treatment for Potential DCI in those with a Decompression Obligation. Prophylactic treatment of DCI should be given to all DISSUB survivors whose pressure exposure may lead to DCI or if any survivors have symptoms of DCI. Recompression is the gold standard treatment for omitted decompression and this should be organised and performed whenever available and appropriate while recognising that symptomatic survivors and those with severe DCI have higher priority. Recompression guidelines for omitted decompression may be found in AdivP-2; Allied Guide to Diving Medical Disorders (Chapter 6), or in National diving manuals. 5. Treatment of DCI or omitted decompression when a Recompression Chamber is not available. Treatment with oxygen at the highest concentration possible should be given to all cases of suspected DCI or omitted decompression where chamber treatment is not immediately available, but adequate oxygen supplies do exist. Casualties should be re-hydrated – (for C1 casualties this should preferably be by the intravenous route). If transport to a treatment centre is necessary and feasible, it is ORIGINAL I - 6 - 24

ATP-57(B) preferable to use low flying (<1000 ft/300m) or aircraft pressurised to these levels. Unconscious patients should be put in the recovery position during transport, with continuous use of high flow oxygen and care of skin pressure areas. Intensive care may be required during transport. Transportation risks must be weighed against delays in reaching a definitive care facility. 6. Treatment of DCI when a Recompression Chamber is available. A single recompression chamber, such as one provided on an Escape Gear Ship as part of First Reaction Stores, may be the only recompression chamber initially available. Backup chambers and evacuation support must be requested at an early stage if circumstances indicate the possibility of multiple DCI/arterial gas embolism casualties. The single on deck recompression chamber should be used for treating the most severe cases immediately available until adequate transport or backup recompression chambers are available. If chambers are full, survivors with less severe DCI or omitted decompression should be placed under observation and given high concentrations of oxygen and fluid replacement until recompression when chambers become available or they can be rapidly evacuated to other facilities. 7. Guidance on recompression therapy. a. Consider delegation of this responsibility to the MO in charge of the recompression area if this MO has been trained in diving casualty management. No survivor should be recompressed unless authorised by the SCC or an MO to whom the SCC has delegated responsibility. b. The sooner DCI or arterial gas embolism is treated, the better the prognosis. Time must not be wasted in detailed evaluation prior to treatment. A detailed neurological examination can be completed in the chamber under pressure following initial recompression in the case of survivors with serious neurological findings on the preliminary screening examination. c. If in doubt regarding symptoms resembling DCI, it is recommended to treat with recompression, provided chamber space is available. d. The recompression chamber should be fully utilized immediately for patients that may be at risk of DCI. After initial pressurisation, keep the recompression chamber inner lock pressurised to 18 metres (2.8 bar) and lock any additional cases in, if possible. Upward excursions during treatment should be brief and avoided when possible. Casualties whose DCI becomes less serious with treatment may be removed from the recompression chamber inner lock to the outer lock and then surfaced after partial treatment to make room for more serious cases. Re-treatments can be performed in due course. 8. Utilisation of Diving Medical Officers. If only one diving medical officer is present he/she should not enter the chamber, as he/she must remain available to triage new casualties for treatment. An attendant should remain in the chamber to monitor and care for survivors. If more than one diving medical officer is present, one remains outside to continue triage and evaluate support requirements. The second diving medical officer may be called upon to provide therapeutic support either in or outside the chamber as necessary. 9. Medical Treatment in the Recompression Chamber. Treat for tension pneumothorax if necessary with needle or tube thoracostomy, and other supportive medical care as required. If thoracostomy is carried out, care must be taken during the decompression phase to monitor the one-way Heimlich valve to ensure that it continues to function properly. Other types of specific treatment that may be required or helpful adjuncts include:

ORIGINAL I - 6 - 25

ATP-57(B) a. Catheterisation and turning of the paralysed patient with attention to pressure points.

b. Hydration with a crystalloid solution such as Ringer's Lactate (Hartman’s) Solution or Normal Saline (recommended for serious DCI). 10. Other Specific Conditions.

Within the Medical Supplement there is further guidance on the recognition and treatment of the following specific injuries: a. Hypothermia, heat stroke and heat exhaustion treatment b. Cold and heat injuries, c. Injuries due to Irradiation

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ATP-57(B) SECTION VII – SURVIVAL HAZARDS ON THE SURFACE AFTER SURFACE ABANDONMENT OR ESCAPE

0620 General considerations Fire, flooding, atmosphere contamination, and reactor emergencies are some of the major casualties that could result in the need for surface abandonment of the crew. Conditions leading to abandonment will likely develop rapidly and result in a hurried evacuation from the vessel. Once egress is accomplished from the stricken submarine, survivors face numerous adverse conditions. Although the surface survivor faces many hazards they can be broadly categorized into 2 major areas; the baseline physical condition of the survivor upon arrival to the surface and environmental conditions encountered on the surface. . All surface hazards compound one another and are further exacerbated by the time spent on the surface prior to rendezvous with rescue forces.

0621 Underlying medical issues. The survivor will likely arrive on the surface in a deteriorated state of physical or mental capacities as a result of the initial incident itself, the DISSUB experience and the escape experience. They may present to the surface already demonstrating signs of trauma, respiratory compromise, barotrauma, Decompression Syndromes, hypo/hyperthermia, and mental exhaustion. Surface abandonment in high sea states also places the crew at risk for orthopaedic injuries with poorly timed jumps from the sail of the submarine. Debris and petrochemicals may pose hazards upon immediately exiting the submarine. 0622 Environmental considerations. Environmental conditions encompass a wide range of factors such as sea state, water temperature, air temperature, radiant heat, and marine hazards. An immersion suit, such as the SEIE, is designed to prolong surface survival by providing protection from environmental hazards. There are national variations in Submarine Escape and Survival Personnel Equipment design. Some employ the free-floating method whereby the survivor lies in the water. Others employ a small one-man life raft to raise the survivor out of the water such as the MK 10 Submarine Escape and Immersion Equipment (SEIE). Properly outfitted, the MK 10 SEIE has increased the projected surface survival time in cold waters to about 24 hours with concurrent cold injury as likely presentation. Assuming that the submariner survives the initial cold shock in response to entering cold water, survival time without an immersion suit is considerably less than 24 hours: approximate times are shown in Table 6 – 1 below: Table 6-1 Life expectancy times for immersion temperatures without SEIE Water Temperature 21.0-15.5° C (70-60° F) 15.5-10.0° C (60-50° F) 10.0-4.5° C (50-40° F) 4.5° C (40° F) and below Note: Time 12 hours 6 hours 1 hour less than 1 hour

The use of a properly outfitted SEIE with life raft will increase immersion times to roughly 24 hours in 3-4° C water temperatures. ORIGINAL I - 6 - 27

ATP-57(B)

The use of SEIE does not guarantee complete environmental protection; various shortcomings may still put the survivor at risk of environmental hazards. Improper donning of undergarments, loss of the raft, or damage of the immersion equipment during egress compromises thermal protection of the SEIE. Free-floating SEIE have several reported shortcomings including unfavourable flotation angle increasing aspiration risk, severe low back pain, excessive suit flexion, inability to urinate, and decreased circulation to limbs. The buoyancy and suit flexion of a large percentage of immersion suits negates the self-righting ability of approved lifejackets. Splash guards to protect the face have been fitted to some systems in efforts to reduce aspiration. Possible modifications to the MK 10 SEIE include addition of a streamer or global positioning equipment to aid in search and recovery efforts.

0623 Marine animal hazards. The main animal hazard faced by survivors will be pelagic sharks. These animals may abrade exposed areas or bite causing extensive injury.

0624 Physiological/Psychological consequences. 1. Aspiration. Drowning or near-drowning of survivors may be encountered. Salt water or vomitus aspiration may induce respiratory distress. 2. Cold Water Immersion- unprotected in hypothermic conditions. Fatalities may occur in four stages: Stage 1: Cold shock (3 -5 minutes) Stage 2: Swimming failure (3-30 minutes) Stage 3: Hypothermia (after 30 minutes) Stage 4: Post rescue collapse (during or hours after rescue).
-

The rate of heat loss of individual floating in the water depends on the following: water temperature, air temperature, wind speed, insulation provided by immersion suit and clothing, rate of agitation of the water, metabolic heat production (produced by shivering and exercise), ratio of body mass to surface area, subcutaneous fat thickness, state of physical fitness, physical behaviour, and body posture in the water. 3. Hypothermia and Hyperthermia. See the Medical Supplement.

4. Dehydration. Dehydration results from inadequate fluid intake, insensible fluid loss, seasickness, or osmotic diarrhoea 2° salt water ingestion. Fluid loss in excess of 5 percent body weight may be associated with headache, irritability, and pre-syncope symptoms. With losses of 8 - 10 percent, performance declines significantly. Further losses lead to hallucinations and delirium. Death usually occurs with acute losses in the range of 15 - 20 percent of body weight. Survival expectancy without water is on average 3 days (or less in hot weather) and no more than about 5-6 days. Death from starvation occurs in excess of a month. 5. Skin/soft tissue injury. Prolonged immersion leads to skin breakdown and ulcer formation. Severe sun and wind burn may occur over unprotected skin. Cold induced injuries include freezing or non ORIGINAL I - 6 - 28

ATP-57(B) freezing injuries (frostbite or chilblains). SEIE mitigates some of these conditions. Even with this equipment, in waters of 5° C (41° F) or colder, non-freezing cold injury of the extremities may still occur. Effects may be seen after 10-15 hours of exposure. Eye exposure to petrochemicals, salt water, and ultraviolet light may impair vision by chemical or solar conjunctivitis.

0625 Medical considerations. Rescued survivors may suffer from traumatic or exposure-related conditions- near drowning, significantly impaired peripheral neuromuscular (nerve and muscle) function, blood volume alterations, cardio-vascular function impairment, hypothermia, and electrolyte imbalances. The prolonged immersion may leave soft tissue friable and subject to secondary injury during extraction efforts. Those not at risk for aspiration should be extracted from the water with care, preferably horizontally, and handled as if they were critically ill. Unconscious individuals or those at risk for aspiration should be removed in haste. Rapid medical assessment of ABC’s should occur and near-drowning victims should receive oxygen as soon as possible. Cold survivors must be protected from further heat loss and placed in medical observation. Severely hypothermic persons require extensive medical intervention and may overwhelm medical capabilities if multiple casualties present. Core temperature re-warming should be done slowly and only with critical care capability because of the increased risk of cardiac arrhythmias and cardiovascular collapse. Re-warming hypothermic rescuees may be limited to blankets, warm showers, or heated PO fluids. Thorough evaluation of soft tissue cold injury cannot be made before thawing and does not influence first aid treatment.

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ATP-57(B)

INTENTIONALLY BLANK

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ATP-57(B) SECTION VIII – RESCUE

0626 Introduction. There are a variety of rescue systems; each of them is operated by a different nation or group of nations with their own Standing Operating Procedures. Therefore this chapter gives general guidance and should be read in conjunction with the SOPs for the relevant system. (Note: Where the term SRV is used in this section it covers both rescue vehicles and rescue chambers)

0627 Potential problems during Rescue. In addition to the problems of survival in a DISSUB there are some specific risks pertaining to the rescue process between the DISSUB and arrival at shore facilities. Routine transport between vessels and ashore are normal risks and are not considered. 1. Access to the SRV. The SRV will mate with the DISSUB via an escape tower or trunk. To access the SRV there is a requirement to climb through the tower and then over a series of gaps through the tower hatch, over the casing and into the SRV. This will be taxing for able-bodied rescuees but may be impossible to debilitated survivors or those with injuries to one or more limb. Assistance to move survivors through the submarine to the tower should be planned by the senior survivor and DMTT (if deployed). Assistance with strops and winching should be provided by the SRV. 2. Immobile Patients. Rescuees who can not climb through the tower, even with assistance, may be transferred to an SRV using a stretcher and winch arrangement. Due to the limits on access and turning in the vehicle it is normal for only a half-back stretcher to be available. For lower limb injuries this will mean that additional splinting will be required. Once in the SRV these casualties occupy space for at least 6 to 8 seated casualties and access to undertake interventions (airway manoeuvres, ventilation, IV access e.t.c) is very limited. With similar difficulties in extracting these rescuees into the MOSHIP / MOSUB and into a DCC careful planning will be required to retrieve these casualties. 3. CO2 Off Effect. The change from a contaminated submarine atmosphere, especially if the CO2 level is high (>3%) to a clean atmosphere can lead to sudden collapse. This may occur in the SRV or deck reception area. 4. Vehicle Constraints. SRVs are small vehicle with limited space. On-board monitoring or treatment for rescuees may be very limited until arrival on the MOSHIP deck and unloading. Therefore rescuees with medical problems may worsen during transit in the SRV. 5. Transfer Under Pressure. Not all SRVs are capable of transferring rescuees directly to a decompression system. These rescuees will need to be decompressed to surface and then placed in chambers and taken back to depth. As the DISSUB pressure increases the time between surfacing and onset of DCI shortens and these rescuees may be at significant risk of DCI during this period with consequent requirement for prolonged decompression and therapeutic treatment.

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ATP-57(B) 0628 Rescue mission planning En-route to the DISSUB the SMO (S), Senior Diving MO and the CRF should undertake a mission planning exercise with the SRV operators to maximise chamber usage, decide on decompression tables and ensure that injured survivors are brought out of the DISSUB at an appropriate point in the rescue process. This plan will then form the basis for rescue cycles modified by further information received on arrival at the DISSUB location. Guidance on the choice of decompression tables is in Annex 6G.

0629 Co-Ordination of Rescue Assets. When more than 1 rescue asset is being used the medical teams supporting each SRV require to coordinate casualty management. Unless the OSC has the facilities to co-ordinate the casualty response, chamber availability and casualty information then 1 rescue system shall be nominated as the lead to coordinate the rescue response, for compiling casualty details and collating rescue force store and replenishment requirements. Selection of the co-ordinating rescue system will depend upon the availability of administrative staff and communications facilities on the MOSHIP to undertake this task.

0630 Equipment supply to the DISSUB: The DMTT may require additional medical equipment to support the DISSUB survivors. This should be supplied via the next available SRV trip. If multiple vehicles are being used this will require co-ordination between the two medical teams to ensure the right equipment is provided in an appropriate timescale.

0631 Resupply. Additional medical supplies and oxygen, both for the chambers and for direct patient use, may be needed during a rescue. The SMO(S) should feed these requirements to the CRF who will arrange for resupply via the OSC. If poor weather or sea conditions are expected at the DISSUB location then consideration should be given to loading additional stores before deployment from the MOPORT.

0632 Casualty transfers: Guidance on off-loading casualties to shore is in Section XII.

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ATP-57(B) SECTION IX – THE MANAGEMENT OF RADIOLOGICAL AND OTHER CONTAMINATION

0633 General considerations. Survivors within the DISSUB are highly likely to have been exposed to a variety of potential contaminants during the survival phase before escape or rescue. Contaminants vary depending on the class of the submarine, and nature of the accident. These include: diesel fuel, lubricating oils and grease, hydraulic oil, pyrolysis products, human excreta and in the case of nuclear submarines they may have been exposed to radioactive contamination. All forms of contamination represent a threat to the health of the survivors. Therefore all survivors should be assumed to be contaminated until proven otherwise. All survivors from a nuclear DISSUB should be assumed to be radiological contaminated until they have been adequately monitored and shown to be uncontaminated. Furthermore it is highly probable that most survivors will have been exposed to more than one sources of contamination. If the contamination is not adequately managed and contained it could also represent a potential hazard to rescue forces; this is true both for rescue forces on the surface and the DMTT. Furthermore the flammability of flammable contaminates such as diesel fuel and lubricating oils will be increased in a hyperbaric environment, thus there may be a significant fire hazard in the event of TUP being necessary or, in the case of escapees, therapeutic recompression being required. These hazards can be reduced if contaminated individuals are decontaminated as soon as reasonably practical and rescue forces follow a few basic principles. Contamination can be expected to be present both on survivors clothing and on their skin and hair. Up to 80% of contamination can be removed by the simple process of undressing the individual. If the conditions and supplies permit, every effort should be made for early decontamination of escapees and rescuees. Escapees from a DISSUB are likely to arrive on the surface in some form of SEIE suit, which will likely be worn over their clothes. Once they have been recovered to the EGS and have undergone initial medical triage ambulatory escapees should undress and shower as soon as practically possible. This process should be supervised by a medical trained individual since delayed decompression illness may occur. In the case of rescue decontamination should if at all possible start aboard the DISSUB. Clothing should be removed and left in the DISSUB. The DMTT can assist where needed in decontamination and dressing of rescuees on board the DISSUB. This procedure should reduce the amount of contamination transferred to the rescue vessel. In addition it will also reduce the critical loss of time devoted to extensive decontamination procedures on the MOSHIP. If TUP is not required, ambulatory rescuees should be decontaminated as soon as practical after initial triage. This process should be observed by a medically trained individual. Non-ambulatory individuals should be assisted with decontamination by members of the medical team. Disposable garments worn during the transfer should be bagged and disposed of in accordance with national guidelines. If TUP is required individuals should wash as best able within the TUP complex. This will vary depending on the rescue system in use. Once again disposable garments should be removed from the TUP complex via an airlock and bagged for disposal in accordance with national guidelines. ORIGINAL I - 6 - 33

ATP-57(B)

Every effort should be made by casualty receiving & caregivers to wear personal protective equipment (PPE) to avoid cross-contamination. Contaminants likely to be encountered are most unlikely to present a significant health hazard to rescue force personnel. Simple precaution such as wearing a disposable plastic apron and surgical gloves should provide more than adequate protection. Respiratory protection outside the DISSUB will unlikely be required for chemical contamination. ESSENTIAL MEDICAL CARE SHOULD NEVER BE DELAYED WHILST DECONTAMINATION IS PERFORMED.

0634 Chemical contamination. In most DISSUB scenarios it is highly likely that the survivors will be exposed to a number of chemical contaminants. Damage to submarine systems may result in the release of diesel fuel, lubricating oil, hydraulic oil, MEA, sulphuric acid and a number of other chemical contaminants. A further source of chemical contamination is from pyrolysis products following a fire. Additionally it is inevitable that during the survival phase the survivors will have to have deployed some means of carbon dioxide scrubbing. This is most likely to have taken the form of either lithium hydroxide or soda lime; both have the potential to release extremely caustic dust into the DISSUB. Whilst survivors can be expected to have attempted to remove gross contamination they are still likely to have residual contamination on their clothing, skin and hair. The presence of contamination on the skin can be expected to cause skin irritation especially if has been present for several days.

0635 Biological contamination. Conditions within the DISSUB are likely to have been very primitive. Freshwater is likely to have been in very short supply and thus it is most probable that survivors will be unwashed and potentially contaminated with human excreta. Additionally injured survivors may have blood stained clothing as may their colleagues who have rendered first aid. As with chemical contamination individuals should be afforded every opportunity to shower or wash as soon as possible on the EGS or MOSHIP. Assistance should be provided to injured survivors as required. Contaminated clothing again should be bagged for disposal in accordance with national guidelines.

0636 Radiological contamination. In the event of the DISSUB being nuclear powered there is a very real possibility that some or all of the survivors will have been exposed to radiological contamination. This could result from a primary coolant spill or, exposure to fission products if the incident has been of such severity that it leads to a loss of core integrity. In both situations the radioactive isotopes involved will be Beta/Gamma emitters, which have the potential to cause burns to the skin if not removed. Individuals with skin contamination are at increased risk for internal contamination through ingestion or inhalation. If internal contamination is suspected then this can be assessed by taking nose blows from survivors collecting samples of urine and faeces. If there remains a persistent concern about internal contamination, then this can be assessed once the individuals concerned have been transferred ashore by whole body monitoring. ORIGINAL I - 6 - 34

ATP-57(B)

The DISSUB atmosphere may also be contaminated, and thus will represent a hazard to members of the DISSUB entry team. Therefore if a radiological release is suspected members of the DMTT or DET should wear respiratory protection prior to and during DISSUB entry. Radiological contaminated individuals represent a potential hazard to rescue forces, particularly those engaged in medical triage, decontamination and medical care. The risk can be ameliorated if personnel engaged in these operations wear simple PPE; this should include: surgical type mask and hood, waterproof apron, latex gloves and plastic overshoes. It must also be remembered that any area were a contaminated individual is treated or is otherwise held is at risk of becoming contaminated. Access to these areas must be controlled to individuals wearing appropriate PPE and individuals leaving the area should undress and be monitored before being allowed to enter any clean area. On completion of the rescue operation it will be necessary to monitor and decontaminate any area where contaminated individuals had been held. Rescuees from a nuclear DISSUB should be considered as radiological contaminated until proven otherwise. Prior to entry into the rescue vehicle they should disrobe and don disposable identifiable garments. On arrival at the MOSHIP they should undergo monitoring as soon as practical, the location where this is conducted will depend on the design of the individual system. Contaminated individuals should undergo decontamination as described above taking into account the limitations of the rescue system if TUP is required. Escapees from a nuclear DISSUB must be considered to be radiological contaminated until they have been monitored and been shown to be uncontaminated. Given that they will have ascended from the DISSUB through the water it is most unlikely that the exterior of the SEIE itself will be contaminated however, contamination of the escapees clothing worn under the SEIE can’t be excluded. Able bodied escapees should remove their SEIE prior to monitoring. SEIEs should be bagged as radiological waste in accordance with national guidelines. Following monitoring areas of contamination and its severity should be recorded. Decontamination of able bodied escapees will best conducted in a designated decontamination area. If available, this ideally would include a washroom equipped with showers as close as possible to the area where the escapees are monitored. This avoids extending contamination into treatment areas. Non-able bodied escapees should have their SEIE suits removed by medical staff prior to monitoring. If still contaminated after removal of clothing they should be washed by medical staff using soap and water and wash cloths. Irrigation run-off should be contained. The route to the washroom should ideally be covered in absorbent paper to prevent the deck becoming contaminated; access through this area should be restricted to escapees and rescue workers wearing appropriate PPE. In the washroom the contaminated individual should undress themselves and place their own clothes in bags which again should be treated as radiological waste in accordance with national guidelines. They should then shower and wash using soap and water. The process should be repeated till contamination is removed or reduced to twice the background reading. Scrubbing using a scrubbing brush is not recommended, since it has the potential to abrade the skin and increase the risk of internal contamination. Contaminated wounds should be irrigated with sterile normal saline, with care being exercised to contain the irrigation fluid. Once they have showered they should be remonitored ideally in an area that has been kept clear of contaminated individuals. If clean they should dress and leave the washroom.

ORIGINAL I - 6 - 35

ATP-57(B) ESSENTIAL MEDICAL CARE SHOULD NEVER BE DELAYED WHILST DECONTAMINATION IS UNDERTAKEN. If urgent recompression therapy is indicated this again should not be delayed by the need to radiologically decontaminate an individual however, the SEIE and the patient’s clothing should be removed, if at all possible, prior to the patient being placed in the chamber. However, it should now be remembered that the chamber itself is now potentially contaminated and it should be treated as a controlled contamination area.

ORIGINAL I - 6 - 36

ATP-57(B) SECTION X – TRIAGE

0637 Introduction. The aims of triage are to deliver the right patient to the right place at the right time so that they receive the optimum treatment and also to ‘do the most for the most 4. The principles of triage should be used whenever the number and severity of casualties exceeds the resources available. It is a dynamic process since the appropriate triage category allocated to any individual will change with time and treatment. The triage system given in this section assigns each casualty a composite triage category consisting of a medical ‘T’ component and a recompression ‘C’ component. This system is used to direct the management of casualties as they arrive onboard an EGS or MOSHIP and also to direct their evacuation to other facilities. A ‘triage sieve’ (based on mobility for example) should be used to rapidly allocate survivors to treatment areas onboard an EGS or MOSHIP and a more complex ‘triage sort’ should be used for the movement of casualties between areas onboard and for evacuation. A proposed triage sieve is reproduced at Figure 1. This modifies the sieve proposed in the Reference2 but includes the NATO definitions for T 1 – 3 laid out in STANAG 2879 MED (Edition 3) – ‘Principles of Medical Policy in the Management of a Mass Casualty Situation’. The STANAG uses ‘DELAYED’ for T2 (instead of urgent) and MINIMAL for T3 (instead of delayed). To avoid communications difficulties the T category should be used supplemented by the NATO definition if required. This sieve may be useful in some DISSUB casualty scenarios but alternative strategies may be preferable in others. For example this sieve is not designed to prioritise escapees for recompression therapy; this recompression needs assessment could occur as part of a triage sort as opposed to a sieve but in the case, for example, of an escapee who is witnessed surfacing then losing consciousness it would unnecessarily delay recompression. Also it may not be able to separate cold exhausted uninjured casualties from those that are cold, exhausted and have injuries. In situations like this the ability to communicate or other assessments of conscious level may represent more appropriate decision thresholds.

0638 Conduct of Triage. Triage will ideally be conducted in an area shielded from the weather and readily accessible to oncoming survivors that provides adequate space for medical care, depending on the class of the EGS or MOSHIP. The area need not be large but there should be sufficient space to evaluate up to 5 casualties prior to them being moved to the treatment or holding areas. The Triage Medical Officer (TO) is responsible for the rapid assessment of survivors and their placement into the relevant triage categories which will, in turn, determine which treatment area they are initially taken to. If rescue has been carried out using a submarine rescue vehicle (SRV), or if escape took place prior to the arrival on scene of the EGS, survivors may arrive in small or large groups. In the event of a Compartment Escape the TO will have to assess a greater number of survivors and will require assistance.
4

Major Incident Medical Management and Support The Practical Approach. 2nd Ed. Advanced Life Support Group. 2002 BMJ Publishing Group. London.

ORIGINAL I - 6 - 37

ATP-57(B)

The TO requires a supply of triage cards, preferably either cruciform or folding triage cards.

yes WALKING no no AIRWAY yes Below 10 or above 29
RESPIRATORY RATE

PRIORITY 3 (NATO Minimal)

DEAD

PRIORITY 1 (NATO Immediate)

10-29

120 or more <120

PULSE RATE

PRIORITY 2 (NATO Delayed)

Figure 6 - 5: Medical Incident Medical Management and Support Triage Sieve

The TO will allocate each survivor a unique casualty identification number. This is to be written in indelible ink on the forehead and on the Casualty Report Form. One or more fit survivor(s) should be retained in Triage to assist with the identification of unconscious casualties. Immediate use of high-flow oxygen should be considered for all unconscious patients as well as any patients in whom the suspicion of DCI exists. A physical description of unconscious survivors is to be written in their notes to facilitate and confirm identification. As soon as the TO has allocated a triage category and written brief clinical notes, survivors are to be taken to the appropriate treatment areas. The clinical notes must accompany each survivor at all times. (See Casualty Handling Algorithm - Annex 6F). The Area Casualty Report Log (Annex 6I) is to be kept up to date at all times and the information passed to the MAO as soon as possible. The MAO is to be informed of all casualty movements in or out of triage area by telephone or written message and the destination and time of transfer is to be recorded in the Triage Casualty Log and Master Casualty State Board (Annex 6H). The standard NATO medical triage categories (T1, T2, T3, T4) are to be used to indicate medical treatment priorities. In addition, it must be determined which survivors need immediate recompression (C1) or non-urgent recompression (C2) in order to allocate them to recompression chamber spaces on the

ORIGINAL I - 6 - 38

ATP-57(B) EGS / RGS and in receiving shore facilities. (See Medical and Recompression Triage Categories Grid Table 6-6).

0639 Triage categories: 1. T1. This category should only be applied to casualties who require immediate life saving medical and/or surgical treatment which is not overly time-consuming, and who have a high probability of survival. Examples of medical conditions in this category include haemorrhagic shock, tension pneumothorax and other respiratory emergencies, and the finding of an acute surgical abdomen. Casualties in the T1/C1 category require both lifesaving immediate medical treatment and stabilisation prior to immediate recompression; whereas those in the T1/C2 category require non-urgent decompression. Depending upon severity of injury and availability of resources, certain survivors that initially appear to be in the T1/C1 category may be determined to be effectively unsalvageable with available resources (T4). 2. T2. This category should be applied to casualties requiring time-consuming major medical and/or surgical treatment, and whose general condition permits delay in said treatment without unduly endangering life. Examples of these medical conditions include: <20% second degree burns, open fractures, inhalation pulmonary injuries, major lacerations, and moderate hypothermia. Category T2/C1 indicates the additional requirement for urgent recompression, and T2/C2 the need for non-urgent recompression. 3. T3. This category will include both casualties with relatively minor injuries that may be managed by First Aid trained personnel and casualties with no obvious injuries. Examples of these medical conditions include: closed bony fractures without vascular compromise, minor lacerations, first degree burns, and mild hypothermia. Casualties categorized as T3/C2 require non-urgent decompression as well as medical/surgical treatment. Those individuals categorised as T3/C1 should be sent to the recompression chamber for immediate treatment. 4. T4. This group comprises patients who have injuries so severe (serious and/or multiple injuries) that even if they were treated under the best possible conditions, their probability of survival would be extremely low. This categorisation is based both upon injury severity and availability of medical and recompression resources. These casualties should not be abandoned, but receive simple palliative treatment and made comfortable including use of opiod analgesics. They must be monitored by assigned medical personnel, and their condition reviewed periodically. If sufficient medical and/or recompression resources become available, these patients may be re-categorised.

0640 Recompression treatment categories. Recompression treatment categories will be established to facilitate priorities for decompression treatment of DISSUB casualties. This is essential considering the limited on board resources for recompression therapy and the high risk of serious complications for delay in recompression treatment of serious DCI. 1. C1. Patients in this category have symptoms of serious or life-threatening DCI and require immediate treatment in the on board recompression chamber. To delay their treatment would entail a significant increased risk of death or subsequent permanent injury.

ORIGINAL I - 6 - 39

ATP-57(B) 2. C2. Patients in this category have minor and non life-threatening DCI symptoms at the time they are assessed. If the scenario involves rescuees from a DISSUB saturated at a DISSUB pressure above 1.7 bar, all rescuees have a decompression obligation and are at some risk of DCI. These rescuees by definition fall into the C2 category and require close monitoring for the development of DCI symptoms. If sufficient oxygen is available, they should receive prophylactic surface high flow mask oxygen treatment until they can be recompressed and treated on a saturation decompression table. Note: Escapers from any DISSUB or rescuees from a pressurised DISSUB (> 1.5 bar) with no obvious symptoms should be considered C2 and should be held in the tertiary area for medical observation due to the risk of late development of symptoms of DCI. 3. C0. Patients in this category have no current indication that recompression is required.

0641 Radiation casualties. Radiation exposure must be taken into consideration in the emergency treatment and disposition of casualties. Those survivors who are known or suspected to have received a high radiation dose (> 2 Gy) will require hospitalisation within 24 hours or after treatment of serious or life-threatening DCI. In this case, they should be considered at least T2, with priority for early CASEVAC (See: AMedP-6 Vol 1).

0642 Allocating survivors to the appropriate treatment areas. Once allocated a triage category survivors are to be taken to the appropriate treatment area as follows: Table 6-2. Allocation of treatment area by triage category TRIAGE CATEGORY All T1, T1/C1 T2/C1 (See Note), T3/C1 All T2, T2/C2,T3/C2 (symptomatic) All T3, T3/C2 (asymptomatic) and uninjured survivors TREATMENT AREA Area 1 (Primary Treatment) Recompression Chamber Area 2 (Secondary Treatment) Area 3 (Tertiary Treatment and Observation)

T4 Area 4 (Palliative Care) Note: T2/C1 casualties may receive urgently required non-life saving medical treatment prior to recompression if that treatment can be accomplished in a short period of time (less than 20 minutes) prior to recompression. Those casualties who do not require immediate recompression therapy, i.e. the T1, T2 and T3 groups, will be treated on board or be evacuated to other receiving hospitals or sick bays. Casualties who require immediate or urgent recompression therapy, i.e. the C1 group, will be treated aboard the EGS / RGS, in another nearby shipboard chamber, or immediately evacuated to a shore-based chamber

ORIGINAL I - 6 - 40

ATP-57(B) (transferred under pressure if and whenever possible). (See Annex 6E - Triage Algorithm and Annex 6F - Casualty Handling Algorithm). Casualties in the T3 triage category asymptomatic for DCI (T3/C2) could receive surface oxygen in the tertiary treatment area in order not to overcrowd the secondary treatment area. Category T3/C2 casualties that develop symptoms suspicious of DCI should be moved to the secondary treatment area (nearer the decompression chamber) and be observed until they can either receive therapeutic recompression treatment or be CASEVACed to a shore facility for treatment. Once it is ascertained that all survivors have been recovered and Triage is complete, the Triage Medical Officer is to report to the Medical Controller who will reallocate him to one of the treatment areas. Table 6-3 - Medical and recompression triage and treatment grid

T1

C1 Require lifesaving immediate medical treatment Require immediate recompression Require immediate recompression Require non-lifesaving major medical treatment (*medical treatment prior to decompression must be accomplished in less than 20 minutes) Require immediate compression

C2 Require lifesaving immediate medical treatment Require non-urgent recompression Require non-lifesaving major medical treatment. Require non-urgent recompression

C0 Require lifesaving immediate medical treatment No indication that recompression is required Require non-lifesaving major medical treatment No indication that recompression in required

T2

T3

T4 Key: T1-T4 C1 C2 C0

Require minor general No indication that recompression is required medical care/observation Unsalvageable with available treatment resources - palliative treatment only. categories are NATO standard for surgical/medical treatment Requires urgent or immediate recompression Requires non-urgent recompression Does not require recompression

Require minor general medical care/observation Require non-urgent recompression

Require minor general medical care/observation

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ATP-57(B)

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ORIGINAL I - 6 - 42

ATP-57(B) SECTION XI – CASUALTY RECORDING PROCESS

0643 Introduction. Casualty recording is essential in both the escape and rescue scenarios. The guidance outlined is to be followed for either escape or when a Submarine Rescue Vehicle (SRV) is used to rescue personnel from a DISSUB. The Medical Administration Officer (MAO) is responsible for co-ordination this information and will require a series of assistants who can be used in the various triage and holding areas to collect information from patients and medical staff. These personnel may need to be from the DISSUB nation to avoid language difficulties with the rescuees. 0644 Casualty identification. 1. General. To avoid confusion over casualty numbers, locations and identities each casualty should be allocated a Unique Casualty Identifying Number (UCIN) at the earliest possible opportunity. The first chance to do this will vary depending on whether escape or rescue is being conducted. This UCIN should be used to follow the casualty through the whole process until returned to shore. The UCIN should be marked prominently on the casualty (e.g. on the forehead), and on the casualties triage documents. The use of wrist bands or numbered tabards should also be considered. The MAO will collect the following information on each casualty and update it as the casualty moves through triage, treatment, holding and transfer ashore: Unique Casualty Identification Number (UCIN) Surname Forenames Rank Service Number Date of Birth Triage category and main injuries Location (Radiological contamination / irradiation status if appropriate)

2. Escapees. Once aboard an EGS each escapee should have their UCIN allocated by the Triage Officer. The additional information in paragraph 1 above should be collected in the treatment areas and forwarded to the MAO at the co-ordination point. By prior agreement if SPAG is deployed to recover casualties the UCIN may be allocated by the SPAG medical personnel to ease communication between SPAG and the EGS. 3. Rescuees. Where the UCIN is allocated to rescuees will depend on whether a DISSUB Medical Triage Team (DMTT) is deployed. If a DMTT is deployed then they should allocate UCINs to each rescuee before they leave the DISSUB, and issue casualty cards listing any injuries or treatment given in the DISSUB. If not, then the following routines should be followed:

ORIGINAL I - 6 - 43

ATP-57(B) a. TUP Not Required. If the internal DISSUB pressure is such that there in no need to transfer casualties to the decompression chambers then the casualties will be depressurised to the deck. On emerging from the Submarine Rescue Vessel (SRV) or Deck Reception Chamber (DRC) each casualty should be triaged and allocated a UCIN. The casualty’s details listed in paragraph 1 above should be taken in the treatment area and forwarded to the MAO at the co-ordination point. b. TUP Required. If TUP is required then casualties will pass from the SRV via the DRC to the Deck Decompression Chambers (DDC). Once in the DDC they will remain there until their decompression to the surface is complete before being released onto the MOSHIP deck. The following routine should be used to record casualty details and control casualty location: (1) The UCIN should be given to each rescuee as they pass through the DRC. (2) Once in the DDC and commencing decompression then the surname and service number should be collected from each rescuee and transmitted, along with the UCIN , to the outside of the chamber. (3) Once removed from the DDC the casualty should be triaged and referred to the appropriate treatment area. On arrival the casualties details listed in paragraph 1 above should be taken and passes to the MAO at the co-ordination point:

0645 Information handling. The MAO is responsible to the SMO(S) for maintaining accurate information on all escapees or rescuees onboard the EGS / RGS / MOSHIP. The MAO is to maintain a running log of this information and update the log on changes in the patient status (e.g. change of triage category or location). The MAO is responsible to the SMO(S) for producing casualty signals and reports from the information received on the escapees and rescuees. Signals shall be in the standard NATO format and released by the Communications team. All information on casualties is to be prefixed with the casualties UCIN whatever other forms of identification are used. This will avoid confusion over surnames and incorrect service numbers. Mobile casualties should be identified by the use of tabards, t-shirts or similar clothing so that they can be differentiated from the ship’s company and rescue personnel. Once transfer to another vessel or ashore is agreed the MAO will ensure that each casualty transferred is logged off the MOSHIP and that they take their medical record / triage card with them to their next point of care. Copies of medical records should be taken and retained on the MOSHIP if possible. On transfer from the MOSHIP the MAO shall keep a record of the location of the next point of care and passed to the national authority of the DISSUB to allow them to make arrangements for continuing follow up and appropriate repatriation of casualties / survivors.

0646 Casualty identification when using multiple vessels. When multiple EGS are used UCINs should be allocated so as not to duplicate numbers. The SMO(S) should allocate numbers beginning at 100 to the first vessel, 200 to the next and so on. ORIGINAL I - 6 - 44

ATP-57(B)

When using multiple SRVs the numbering of casualties will depend upon whether a DMTT has been deployed. If a DMTT is deployed they should issue UCINs to each rescuee before they leave the DISSUB. If no DMTT is deployed then the lead SRV should use UCINs beginning from 100, the second SRV from 200, the third from 300 and so on.

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ATP-57(B)

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ATP-57(B) SECTION XII – TRANSFER OF CASUALTIES FROM ESCAPE AND RESCUE SHIPS TO FURTHER MEDICAL CARE

0647 General considerations. All current Safe to Escape Curves, Decompression and Therapeutic treatment schedules have a risk that the escapees or rescuees will subsequently develop DCI. The risks of DCI following an Accelerated Decompression schedule may be as high as 30%. These risks may be elevated in DISSUB survivors by their general debilitation, dehydration, hypothermia and because of their prolonged saturation to DISSUB pressure. Therefore DISSUB survivors being transferred ashore may require access to therapeutic recompression facilities or treatment during transfer. Therefore all escapees or rescuees should be observed for a minimum of 1 hour on the EGS / RGS / MOSHIP before transfer to another vessel or ashore. Should helicopter transfer to another ship or shoreside medical facilities be undertaken then similar precautions to flying DCI cases should be applied to these casualties, with flight height limited to 300m whenever possible. In case escapees / rescuees develop DCI whilst in transit they should be accompanied by medically qualified persons who can recognise the onset of DCI and prioritising the use of available oxygen, as well as informing receiving medical staff of the case(s) and their requirement for assessment and treatment. O2 equipment should supply surface high flow O2 via a reservoir mask. Oxygen supply equipment should be carried sufficient to support 1 or 2 DCI cases per 10 rescuees for the duration of the journey and into an appropriate medical facility. If the helicopter is using another ship for refuelling stopovers during its journey then there may be access to medical review and further medical treatment on this vessel. If the receiving hospitals or vessels are not from the same country as the DISSUB the provision of interpreters or medical staff from the DISSUB country should be a priority requirement. Rescuees will need the reassurance of being able to deal with rescue personnel speaking their own language in the immediate post-rescue phase. Should rescuees need to be returned to their country of origin by air then the risk of DCI for flying at reduced cabin pressure should be assessed by a senior diving medicine specialist. It may be necessary to hold personnel in area for several days or to arrange for aircraft to maintain a higher cabin pressure than normal.

0648 Specific requirements: 1. General. The SMO(S) should use information acquired during deployment and from the SSRA to locate appropriate facilities ashore to transfer both conventional and decompression casualties. These facilities should be alerted early and kept regularly informed of the likelihood of their use and the types of casualties that may be transferred. 2. Casualty transfer. Whether the MOSHIP is offloading direct to shore facilities, to shore facilities via a transit vessel or airhead or to another ship then the general considerations listed in Section 1 above should be used for transfer planning. Distance, method of transfer, transfer duration and availability of receiving facilities will all affect the decision on evacuation from the MOSHIP.

ORIGINAL I - 6 - 47

ATP-57(B) Whilst the minimum holding time on the EGS / MOSHIP should be 1 hour if there are better facilities on the EGS / MOSHIP to treat decompression casualties than ashore them C1 casualties requiring immediate recompression should be treated on-board. If experience of treating decompression casualties is limited ashore then the transfer of an experienced Diving MO with the casualties should be considered. 3. Triage Categories. Specific consideration of the casualty’s triage categories will affect their disposal: a. T1 Casualties (requiring immediate life-saving medical treatment) should be stabilised as much as possible on the EGS / RGS / MOSHIP and transferred rapidly to an appropriate receiving facility. If they also have an urgent decompression obligation (C1) then normally the medical intervention should take place before resolution of the decompression problem unless access to highly specialised hyperbaric ITU facilities exist. b. T2 casualties (require urgent medical treatment) should be stabilised on board and transferred to an appropriate receiving facility preferably within 6 hours. If they have an immediate or urgent decompression obligation (C1 or C2) then consideration should be given to resolving the decompression obligation before medical intervention. c. T3 casualties should be held on the EGS / RGS / MOSHIP until other facilities have the capacity to cope with them. Transfer of large numbers of T3 casualties to a limited receiving facility should be avoided to stop the facility becoming overloaded. T3 casualties with immediate or urgent decompression obligations should be fit for decompression after first aid treatment. d. Uninjured casualties without an immediate or urgent decompression obligation (C3) should be transferred to a holding facility where they can be observed in case of the development of DCI or medical problems. 4. MOSHIP unable to off-load. Due to location, absence of other vessels and aircraft or weather conditions it may be impossible to off-load rescuees from the EGS / RGS / MOSHIP once decompressed. In this situation the rescuees will have to be accommodated and cared for on the EGS / RGS / MOSHIP. If this is seen as a likely scenario then urgent consideration should be given to augmenting the SMERAT with surgical and anaesthetic trained personnel prior to deployment. SMO(S) and the Senior Diving MO should assess the likely requirement for chambers to provide therapeutic decompression for surfaced survivors and agree with the CRF and the diving officer controlling the chambers whether to retain a specific chamber for therapeutic decompression. This may affect the number of personnel that can be rescued on each SRV trip. Patients showing early symptoms of DCI, particularly skin and joint pain effects only, should initially be treated by use of 100% oxygen at surface pressure and only transferred to the chambers if space becomes available between treating more serious cases. Assuming no re-supply, Oxygen supplies (both medical and chamber) will be a limiting factor on the ability to decompress and to treat rescuees. This may limit the ability to use accelerated decompression schedules, therapeutic tables and either slow the rescue process or increase the risk of being unable to treat emergent DCI.

ORIGINAL I - 6 - 48

ATP-57(B) Escapees and rescuees who remain on-board should be monitored by medical personnel for 4 hours post their initial decompression and the by their own colleagues (buddy aid) for a further 12–24 hours. Those requiring therapeutic decompression should be monitored for 12 hours by medical staff post their treatment. Annex 6F contains algorithms for casualty handling and transfer through the process to shore.

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ATP-57(B)

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ATP-57(B)

ANNEX 6A

OSC Briefing points
6A01 OSC Briefing points. The different ways for getting the crew out of the distressed submarine are recorded in Chapter 2 into this publication. Rescue is normally the preferred method of extraction because it is inherently safer. However, escape is more likely in a number of circumstances (see article 0203 for more details). Decompression illness (DCI), including pulmonary barotraumas, may be the major medical condition requiring treatment. Its occurrence will be dependent on the depth of the DISSUB, the pressure in the DISSUB, and time of exposure to the pressurized atmosphere. When the DISSUB’s crew is using Tower Escape (Hooded Ascent), it is expected that one to five escapees will surface as rapidly as every 4-5 minutes, depending on the size, type, and number of escape towers being operated. When DISSUB’s crew is using Compartment or rush Escape, the SMO(S) has to expect all of the survivors to arrive on the surface at a rate of up to 1 - 2 per minute. In this case, note that: - A large number of survivors will surface in a short period of time. These survivors have a much higher probability of serious injuries and DCI. - The medical organization may be overwhelmed and there will be an urgent requirement for additional asset such as medical personnel, equipment and CASEVAC facilities. - If delay to scene: crew may be scattered over a wide area. If the survivors have already escaped prior to the arrival of the rescue forces, they may have already been in the water for several hours. Locating and recovery of escapees may be complicated by prevailing current and wind direction. In the event of known or suspected radioactive contamination, arrangements must be made to treat, monitor and decontaminate survivors as well as minimizing the spread of contamination throughout the ship. The SMO(S) will make recommendations to the OSC for provision of necessary assets to support triage and treatment of survivors. Oxygen supplies are vital for decompression casualties and trauma casualties as well as recompression chamber operation. Oxygen re-supply may be required and should be planned for early in the response. The SMO(S) will brief the OSC on the requirements to transfer ashore escapees, including medical support for them onboard and during the transfer. Remember the potential need to transfer medical staff and equipment onto a MOSHIP or other vessels to support rescue or further escape.

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ORIGINAL I-6-A-2

ATP-57(B)

ANNEX 6B

Medical Check off list HOTEL
6B01 Check off list HOTEL: Medical brief for Recovery Boat's Crews 1. Submarine escapees may be suffering from one or more types of injury. Basic life support is the same for all casualties: a. Remember ABC: ABCb. AIRWAY BREATHING CIRCULATION Check the airway - clear and support open. Check for breathing - begin resuscitation if necessary. Check for pulse - if absent, begin chest compressions

Once ABCs are complete, consider: DEDISABILITY EXPOSURE Determine the level of consciousness. Expose injuries - examine for fractures/bleeding etc.

2.

The following types of problem may be seen: CONDITION A. B. C. D. E. HYPOTHERMIA HEAT EXHAUSTION PHYSICAL TRAUMA SEASICKNESS CEREBRAL ARTERIAL GAS EMBOLISM (CAGE) DECOMPRESSION ILLNESS (DCI) TREATMENT Remove from cold, warm if possible, keep covered. Remove from heat, cool if possible, give fluids First Aid, stop bleeding, support fractures, protect spine. Reduce stimulus, rest, consider decompression sickness. Coma position, Oxygen recompress

F.

Oxygen, recompress

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ATP-57(B)

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ORIGINAL I-6-B-2

ATP-57(B)

ANNEX 6C

Treatment areas, equipment and personnel
6C01 Medical Management Areas for Escape. 1. General. Triage should be conducted close to the point that the escapees are brought onboard the EGS. For rescue triage may be conducted either in the DRC or after coming out of the DCC. 2. Triage Area The requirements for this area are: a. Personnel: Triage Medical Officer (TMO), (who should ideally be a Diving Medical Officer), Medical assistant, writer, and messenger. b. Material: Basic resuscitation and airway management equipment and supplies, including oxygen. c. Space for several stretchers. The TMO reports to the SCC and is responsible for the rapid assessment of survivors and their placement into the relevant triage categories (see Section X). 3. Triage Medical Officer (TMO) action list. a. Prepare triage area, considering the following: - Make accessible to oncoming survivors - Weather protection - Sufficient space to evaluate up to 5 casualties prior to being moved to the treatment or monitoring areas - Basic resuscitation equipment (airways, O2) - Casualty handling algorithm (Annex 6F) - Triage algorithm (Annex 6E) - Area Casualty Report Log (format at Annex 6I). - Triage cards - Brief staff b. Reception of survivors. Allocate each survivor a unique casualty identification number. Record this: - in indelible ink on his forehead - in clinical notes/casualty card to accompany casualty - on a Triage Area Casualty Report Log (format at Annex 6I) c. Allocate a triage category. Record this: - In clinical notes/casualty card to accompany casualty - On the a Triage Area Casualty Report Log (format at Annex 6I)

ORIGINAL I-6-C-1

ATP-57(B)

d. Direct stretcher bearers to transfer casualty to appropriate treatment area e. Consider immediate use of high-flow oxygen for: - All unconscious patients - Any patients at risk of DCI f. Ensure MAO is given regular updates of information from the Triage Area Casualty Report Log (format at Annex 6I) 4. Area 1 (T1). Immediate treatment area. The requirements for this area are: a. Personnel: One Medical Officer (MO), preferably with casualty or surgical training, Ships First Aid Personnel, two medical assistants or ratings, writer, and messenger. b. Equipment: resuscitation equipment and advanced life support equipment, including drugs, oxygen, chest drains, intravenous infusion sets and fluids, and basic dressings and emergency medications. c. Characteristics: Area 1 will have adequate space for stretchers (estimate minimum of six), and will be in the immediate vicinity of the recompression chamber. Area 1 should be sufficiently large to hold all the casualties who are undergoing immediate treatment and ideally be adjacent to, or within easy access of the Casualty Receiving Area and to the Recompression Chamber Area (on warships with a helicopter hangar, this space is usually ideal). A clear evacuation route between the triage and treatment area should be designated which avoids, as far as possible, ladders and other obstacles that will hinder the movement of stretcher-borne casualties. 5. Recompression Chamber Area (RCA). a. The requirements for this area are: One Diving Medical Officer on each ship for every two to three chambers (a minimum of one Medical Officer for every 20-30 recompressed casualties), medical assistant, writer, and messenger. Sufficient Diving Technicians/Supervisors to operate the chamber(s) - 1-2 per chamber per shift. Sufficient diving medical assistants or divers with basic medical training to act as inside chamber assistants for each chamber - one per chamber. Standard recompression chamber medical supplies and medications.

-

b. The Medical Officer (MO) allocated to the Recompression Chamber Area reports to the SCC and is responsible for reception and treatment of casualties sent there. The following actions are to be undertaken by the RCA MO: Brief staff allocated to the Area. Ensure equipment listed is available and operational. Receive and treat of casualties sent to the treatment area by the TMO. Supervise the care of casualties in the RCA if delegated the authority to do so by the SCC ORIGINAL I-6-C-2

ATP-57(B) Ensure accurate record keeping (use writer). A Recompression Area Casualty Report Log (Format as in Annex 6I) is to be kept up to date and updated information is to be passed by telephone or messenger to the MAO as frequently as possible for inclusion on the Master Casualty State Board (format at Annex 6H).

6.

Area 2 (T2) a. The requirements for this area are: One (or more) Medical Officer(s) and medical assistant(s) - one for each five stretchers, Ship’s first aid personnel, writer, and messenger. Resuscitation equipment, oxygen for at least fifteen casualties for six hours, chest drains, intravenous infusion sets and fluids, standard dressings, medications, and first aid supplies. Space for a minimum of 10% of submarine crew.

b. Area 2 is for the treatment of less serious cases and should be physically close to Area 1. It is important to designate an access route these areas that is clear of obstructions. c. The Medical Officer (MO) allocated to Area 2 reports to the SCC and is responsible for reception and treatment of casualties sent to the treatment area by the TMO. The action list below should be completed by the T2 Area MO: Brief staff allocated to the Secondary Treatment area Ensure equipment listed is available and operational. Receive and treat casualties sent to the treatment area by the TMO. Monitor casualties for change in triage status. Be especially vigilant for deterioration in the condition of casualties with Decompression Illness (DCI). Report changes in triage status to SCC via the MAO Ensure accurate record keeping (use designated non-medical personnel). An Area 2 Casualty Report Log (format as in Annex 6I) is to be kept up to date and updated information is to be passed by telephone or messenger to the MAO as frequently as possible for inclusion on the Master Casualty State Board (format at Annex 6H).

-

7.

Area 3 (T3) a. The requirements for this area are: Personnel: Medical Assistant (preferably with experience in diving medicine), ship’s first aid personnel, writer, and messenger. Equipment: Basic resuscitation equipment including oxygen, first aid supplies, and medications. Size: this area should have adequate space for seated or supine casualties (estimate minimum of 20% of submarine crew)

b. Area 3 is where casualties who have undergone or who do not need primary or secondary treatment can rest, receive first aid treatment, receive prophylactic oxygen therapy (if sufficient supplies are available and allocated) and be monitored. This area should be separate but reasonably close to the triage and other treatment areas.

ORIGINAL I-6-C-3

ATP-57(B) c. The Medical Branch Rating in charge of this area is responsible for the treatment and monitoring of all survivors placed in his care. Some of these survivors may have traditional injuries. Some may not but will be at risk of DCI either because of a decompression obligation from a pressurized DISSUB or because of the risk of DCI following an escape. There may also be rescuees who are uninjured and not at risk of DCI but who may be wet, cold and/or exhausted. These survivors can be grouped together in an “uninjured holding area”. d. The action list of the Medical Branch Rating in charge of this area includes: Brief staff allocated to the Area Ensure that they are fully conversant with the signs and symptoms of DCI. Ensure equipment listed is available. Receive and treat casualties sent to the treatment area by the TMO. Monitor casualties for change in triage status. Make patients aware of the need to translate any unusual symptom to medical staff. Be especially vigilant for the development of DCI in casualties at risk. Immediately report changes in triage status to SCC via the MAO. Supervise the movement of survivors. Do not allow survivors to leave the area without escort. Ensure accurate record keeping (use designated non-medical personnel). An Area 3 Casualty Report Log (format as in Annex 6I) is to be kept up to date and updated information is to be passed by telephone or messenger to the MAO as frequently as possible for inclusion on the Master Casualty State Board (format at Annex 6H).

-

8.

Area 4 (T4) a. The requirements for this area are: Personnel: Medical Assistant, first aid personnel and messenger Material: Body bags, and basic medical supplies for palliative care Size: Adequate space for stretcher cases

b. A compartment or space near, but screened or isolated from the Area 3, should be identified for the accommodation of T4 casualties. c. The Medical Branch Rating in charge of the Area 4 (T4 Area Controller) is responsible for the palliative care and monitoring of casualties placed in his care. d. T4 Area Controller action list: Brief staff allocated to the T4 area Ensure that they fully understand the role (and rationale) for use of the ‘expectant’ category (assisted by a senior MO) Ensure equipment listed is available. Receive and care for casualties sent to the area by the TMO. Monitor casualties for change in status. Report deaths and/or any other significant changes in casualty’s condition to SCC via the MAO.

ORIGINAL I-6-C-4

ATP-57(B) 6C02 Medical Management Areas for Rescue. Each national / multinational rescue system has its own manning and operating procedures. The information below is for guidance only and should be modified to fit with those standard operating procedures and the capabilities of the vessel to which the equipment has been deployed 1. Deck reception chamber personnel.

There should be sufficient diving medical assistants, hyperbaric trained nurses or divers with basic medical training to act as inside chamber assistants for transferring casualties between the SRV and DRC. The number may vary with the composition of each SRV load. Normally, at least one Diving Medical Officer should be able to be locked into the chamber at short notice to assist with casualty triage or treatment. 2. Recompression chamber(s). The following are the typical composition and material to operate recompression chambers: a. One Diving Medical Officer for every one or two chambers (a minimum of one Medical Officer for every 20-30 recompressed casualties) plus an MO available to be locked into the chamber if required. Medical assistant, writer, and messenger. b. Standard recompression chamber medical supplies and medications. c. Sufficient Diving Technicians/Supervisors to operate the chambers in accordance with SOPs. d. Sufficient diving medical assistants or divers with basic medical training to act as inside chamber assistants for each chamber – at least one per chamber. 3. Triage area personnel and equipment. a. Triage Medical Officer (preferably a Diving Medical Officer), medical assistant, writer, and messenger. b. Basic resuscitation and airway management equipment and supplies, including oxygen. c. Triage cards and recording forms. d. Space to triage the maximum number of rescuees which can be held in each decompression chamber. 4. Rescuee holding area medical personnel. a. One or two Medical Officers or Senior Medical Assistants capable of providing care to recuees and observing for signs of DCI whilst transfer off the MOSHIP is arranged. b. Personnel to escort the rescuees as necessary around the ship and stretcher bearers. c. Writer and messenger. 5. Medical headquarters personnel and equipment. a. Medical Administration Officer. b. Sufficient writers and messengers to cover all casualty management areas. c. Necessary communications equipment as authorised by OSC.

ORIGINAL I-6-C-5

ATP-57(B)

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ORIGINAL I-6-C-6

ATP-57(B)

ANNEX 6D

DISSUB Medical Triage Team selection, deployment and equipment
6D01 General. The DISSUB Medical Triage Team may be deployed to assist survivors who require medical care due to injury, illness, and effects of atmospheric constituents or where multiple rescue systems are to be used and casualties need to be triaged to the appropriate system. The team may form part of a larger group including engineering support for the DISSUB. 6D02 Manpower: 1. Composition. The following personnel comprise the DMTT: - One Submarine or Diving Medical Officer, preferably with experience in emergency care. - One Senior Medical Assistant, with submarine experience. Augmentees. This minimum team may be supplemented by: - MBRs / First Aid Personnel with submarine experience - Interpreter (if necessary) fluent in language of submarine crew.

2.

3. Selection. The team should be drawn from personnel who are experienced in working either with the class of DISSUB submarine or the rescue system. The DISSUB nation may be requested to provide the DMTT personnel if language challenges make this appropriate. The selected DMTT personnel must be able to communicate with the SRV personnel, an important consideration when multiple SRVs/SRCs are used. 6D03 Deployment. The deployment and composition of a DMTT will be decided upon by the CRF advised by the SMO(S). The potential gains from their specialist knowledge and expertise must clearly justify the additional risk of placing personnel into a hazardous environment. Factors to be considered by the CRF and SMO(S) include: - Submarine engineering stability - Submarine atmosphere and toxic contaminants (including radiological) - Submarine pressure and decompression risks to DMTT - Types of casualties reported - Available DISSUB medical support and equipment - Available medical resupply to the DISSUB Depending on the scenario the DMTT may deploy and remain on the DISSUB throughout the rescue or undertake a series or trips to make assessments and necessary treatments for the survivors. It is most likely that the DMTT will be committed for the full duration of the rescue unless the DISSUB pressure is below the requirement for decompression on the MOSHIP.

ORIGINAL I-6-D-1

ATP-57(B)

6D04 Role. The functions of the DMTT could include: - Initial assessment of the DISSUB situation including a survey of the medical and life support situation. - To provide accurate situation reports for the CRF, OSC and casualty reports to SMO(S). - To transport necessary additional life support and medical supplies to the DISSUB. - To triage casualties and assist in prioritisation of survivors for evacuation. - To arrange movement of casualties to the escape trunk for collection by the SRV. - To provide emergency stabilisation and treatment of the DISSUB medical casualties in order to allow them to be evacuated to the SRV. - To provide an interpreter for non English speaking submarine crews to ensure effective communications to facilitate the rescue process. - To provide medical recommendations to the Senior Survivor. - To assist with / direct on-board decontamination where indicated. 6D05 Equipment and supplies for DMTT. Medical emergency equipment and supplies, appropriate for the particular circumstances on the DISSUB, should be transferred on board in easily portable bags or vests.. Recommended items include: Stethoscope BP cuff Battery powered pulse Oximeter / monitor Half-back stretcher and head protection for casualty Pen torch Knife Scissors Suture kit Surgical tape Guedel airways Ambu bag Portable oxygen Heimlich valve Nasogastric tube Drugs: Opiates and naloxone Salbutamol Ketamine Glucose tablets/oral solution

Other equipment that may be required by the DMTT includes: Respiratory protection and atmospheric monitoring equipment, to include breathing sets if necessary. Lighting - headlamps for personal lighting, DC lamps and Cyalume light sticks for compartment illumination. Triage cards / Medical Cards / Record Forms for survivors. Radiation dosimetry and monitoring equipment as appropriate. Additional life support supplies for the DISSUB. Communications equipment permitting contact with SRV/SRC.

ORIGINAL I-6-D-2

ATP-57(B)

ANNEX 6E
6E01. Triage algorithm for Escape TRIAGE Unsalvageable / overwhelm resources? T1
yes no

Severe, life-threatening injury?

T4

T4 Area

Severe DCI?
(CNS or progressive) yes

no

Major injury?
yes

no

Minor Injuries / uninjured?

T1 / C2 T1 / C1

T3 T2 T2 / C2 Severe DCI? Severe DCI? Secondary Tx Area
yes no

Recompression Therapy

Primary Tx Area

T3 / C2 T3 / C1 Tertiary Tx Area

yes

Dependant upon resources

T2 / C1

ORIGINAL I-6-E-1

ATP-57(B)

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ORIGINAL I-6-E-2

ATP-57(B)

ANNEX 6F
6F01. Casualty handling algorithm for Surface Abandonment

CASUALTY RECEIVED ON BOARD RESCUE SHIP
Stretcher and O2 (if necessary / available)

TRIAGE
TO assess casualty and allocate category: T1-T4 Allocate each survivor a unique casualty number Inform MAO of casualty details

TREATMENT AREAS
Inform MAO of casualty details

Monitoring and decontamination in cleansing station (as appropriate)

PRIMARY
T1 Life saving interventions

SECONDARY
T2 Major medical interventions

TERTIARY
T3 and Uninjured Minor medical interventions and observe. Re-triage regularly.

T4 AREA
T4 Symptomatic treatment only to make comfortable. Reprioritise if more resources arrive

Monitoring and decontamination if necessary and clinical condition allows.

PRIORITY CASEVAC Inform MAO/MC/SMO(S)

RETAIN ABOARD EGS (CASEVAC when resources available)

CHANGE IN CONDITION Reassess, re-triage and re-prioritise Move casualty to appropriate treatment area Inform receiving area and MAO

ORIGINAL I-6-F-1

ATP-57(B)

6F02. Casualty handling algorithm for Escape

CASUALTY RECEIVED ON BOARD ESCAPE GEAR SHIP
Stretcher and O2 (if necessary / available)

TRIAGE
TO assess casualty and allocate category: T1-T4 / C1-C2 Allocate each survivor a unique casualty number Inform MAO of casualty details

TREATMENT AREAS
Inform MAO of casualty details

Monitoring and decontamination in cleansing station (as appropriate)

PRIMARY
T1, T2, T3 / C1 Recompress on EGS + medical interventions T1 or T1 / C2 Life saving interventions and oxygen

SECONDARY
T2 / C2, T3 / C2 (symptomatic) High flow Oxygen and major medical interventions T2 Major medical interventions

TERTIARY
T3 / C2 High flow Oxygen and minor medical interventions T3 Minor medical interventions and observe

T4 AREA
Non Injured Observe and retriage regularly T4 Symptomatic treatment only to make comfortable. Reprioritise if more resources arrive

Monitoring and decontamination if necessary and clinical condition allows.

PRIORITY CASEVAC Inform MAO/MC/SMO(S)

RETAIN ABOARD EGS (CASEVAC when resources available)

CHANGE IN CONDITION Reassess, re-triage and re-prioritise Move casualty to appropriate treatment area Inform receiving area and MAO

ORIGINAL I-6-F-2

ATP-57(B)

6F03. Casualty handling algorithm for Rescue

Submariners Rescued by SRV

Transfer to TUP

yes

TUP Required

no

Perform Triage T1-T4

Perform Medical Triage in Chamber

yes

Reassess need for recompression

Complete decompression procedures Hold for a minimum of 1 hour

Recompression needed?

no

Arrange transport with sufficient medical escorts and equipment for safe transfer of survivors

Transfer to an appropriate shore or shipboard facility for further medical care, observations and treatment of any decompression illness

ORIGINAL I-6-F-3

ATP-57(B)

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ORIGINAL I-6-F-4

ATP-57(B)

ANNEX 6G

Selection of decompression tables
6G01 Tables for Escape: See Sections 0619.

6G02 Tables for Rescue: 1. Each Rescue system is expected to have a selected a series of decompression tables available to use depending upon circumstances. Factors affecting the choice of tables include: a. The number of casualties to be rescued b. The number of available chamber places (including stretcher cases) c. The cycle time for the rescue vehicle d. Internal submarine pressure and equivalent air depth e. Changes in submarine internal pressure (especially if rising) f. Submarine stability and internal status (is there a chance of the SM becoming uninhabitable) g. Submarine atmosphere constituents and potential effects on the lung h. Volume of Oxygen available to the chambers i. Availability of Oxygen rebreathers to deploy to the DISSUB j. Availability of additional chambers to support the RGS and conduct therapeutic decompression post return to surface. k. The safety of the rescue personnel manning the chambers / SRV and going through the decompression schedule with the rescuees. 2. There are a wide variety of table available. None of these tables have been fully validated for use in bringing rescuees to the surface, and most have been derived from basic diving theory and therapeutic tables or are extensions of old air-saturation tables. Research conducted into submarine escape indicates that decompression to the surface from saturation at up to 1.6 bar can be conducted safely with a minimum risk of DCI. Therefore transfer to DDC and subsequent decompression in the chambers is unnecessary for rescuees saturated at up to 1.6 bar. However, these personnel should be monitored closely for signs of developing DCI and chambers should be available to undertake therapeutic recompression should this occur. The RAN allow direct decompression to the surface from up to 1.75 bar with the understanding that there may be a significant risk of DCI. This limit may be of use in cases where a large number of submariners require to be evacuated rapidly from a DISSUB. Where the DISSUB internal pressure is greater than 2.8 bar then rescuees can not be placed on 100% FiO2 due to the risks of cerebral pulmonary Oxygen toxicity. Therefore initial decompression must be commenced on Air, unless the chambers are fitted for mixed gas supply and a mixed gas table has been agreed for use with the rescue system. The USN has developed a protocol for use of oxygen pre-breathing at saturation depth prior to rescue accelerate the decompression process. This protocol has been tested at equivalent air depths between 40 ORIGINAL I-6-G-1

ATP-57(B) and 60 feet of seawater (approx. 13 to 18 msw). The protocol is laid out in the medical supplement to this document. As part of the UK response to the sinking of the KURSK a modified RN table was produced to allow for decompression of personnel without access to TUP. This table, Table 66, is a 100 minute table based on holding rescuees at 14 msw (2.4ATA) for Oxygen breathing before a 10 min return to the surface. The table can be extended as the DISSUB pressure increases. The tables can be found in the medical supplement to this document. In preparation for the introduction of the NATO Submarine Rescue System a review has been conducted of the available tables to allow decompression from saturation at 5 or 6 bar absolute. This has led to the development of a series of NSRS tables including long air tables based on the NOAA air saturation tables to allow decompression from high DISSUB pressures. The NSRS tables are laid out in the medical supplement.

ORIGINAL I-6-G-2

ATP-57(B) 3. Selection Algorithm: DISSUB Pressure (Equivalent Air Depth) Less than available chamber space

>1.6 bar < 2.8 bar

< 1.6 bar

No. of rescuees

Exceeds available chamber space

Use Air Tables

> 2.8 bar

Decompress directly to surface and monitor

Assess available Oxygen supplies

Limited or no resupply available Use air tables or tables with reduced FiO2

Adequate or resupply available

Likely POT or exposure to other toxic gases

Assess submarine situation

Rapid evacuation required

Short tables e.g. RN 66

O2 re-breathers available Monitor for DCI post surfacing with chambers on standby for therapeutic recompression

USN Accelerated Decompression Tables

ORIGINAL I-6-G-3

ATP-57(B)

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ORIGINAL I-6-G-4

ATP-57(B)

ANNEX 6H

Master Casualty state board
6H01 Master Casualty state board. Table 6H – 1. Master Casualty state board

ORIGINAL I-6-H-1

ATP-57(B)

INTENTIONALLY BLANK

ORIGINAL I-6-H-2

ATP-57(B)

ANNEX 6I

Area Casualty state board
6I01 Area Casualty state board. Table 6I – 1. Area Casualty state board

ORIGINAL I-6–I-1

ATP-57(B)

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ORIGINAL I-6–I-2

ATP-57(B)

ANNEX 6J

SUBSUNK Casualty reporting (CASEREP)
6J01. Signal format

Precedence Class SIC From To

IMMEDIATE RESTRICTED - MEDICAL PQV UNIT IDENTIFIER. . . . . OPCON AUTHORITY DESIGNATED SUBMARINE COMMAND AUTHORITY DESIGNATED MEDICAL AUTHORITY FLEET OFFICE, SUBMARINES DESIGNATED MEDICAL RECEIVING CENTRE(S) DESIGNATED DECOMPRESSION TREATMENT CENTRE(S) (Depending on area of DISSUB)

INFO

CASREP 1. A. B. C. D. E. 2. Following personnel recovered from DISSUB Name/Inits/Rank/Service No/Triage category/Description of Injuries

More to follow

ORIGINAL I-6–J-1

ATP-57(B)

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ORIGINAL I-6–J-2

ATP-57(B)

ANNEX 6K

SUBSUNK Casualty evacuation (CASEVAC)
6K01. Signal format

Precedence Class SIC From To

IMMEDIATE RESTRICTED - MEDICAL PQV UNIT IDENTIFIER. . . . OPCON AUTHORITY DESIGNATED SUBMARINE COMMAND AUTHORITY DESIGNATED MEDICAL AUTHORITY FLEET OFFICE, SUBMARINES DESIGNATED MEDICAL RECEIVING CENTRE(S) DESIGNATED DECOMPRESSION TREATMENT CENTRE(S) (Depending upon area of DISSUB)

INFO

CASEVAC 1. A. B. C. D. E. Following personnel CASEVACED to.................via ........................... Name/Inits/Rank/Service No/Triage category /Description of Injuries

ORIGINAL I-6–K-1

ATP-57(B)

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ORIGINAL I-6–K-2

ATP-57(B)

ANNEX 6L

SMERAT Medical emergency case and contents
6L01 SMERAT Medical emergency case contents 1. 2. Local Emergency Orders NATO Publications. a. ATP-57 Submarine Search and Rescue Manual

b. AMedP – 11 Handbook on Maritime Medicine. c. ADIVP-2 d. AMedP-6 3. Allied Guide to Diving Medical Disorders’ NATO Handbook on Medical Aspects of NBC Defensive Operations’

National Publications (when applicable) a. National Reference: Submarine Escape and Rescue Handbook b. National Reference for Air Purification in Submarines c. National Reference: Diving Manual d. National Reference for Radiological Controls in Nuclear e. National Submarine Guard Books (All Classes)

4.

Stationery Equipment a. b. c. d. e. f. g. h. i. j. Reporters Notebooks Pens Indelible Marker Pens Pencils Paper Clips Stapler Staples Hole Punch (single) Casualty Log sheets Case Contents List x8 x 24 x 12 x 24 x 1 box x1 x 1 box x1 x 40 (of each) x1

ORIGINAL I-6–L-1

ATP-57(B)

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ORIGINAL I-6–L-2

ATP-57(B)

ANNEX 6M

Reference values and conversion factors
6M01 General. ATA stands for Atmosphere Absolute. At sea level the atmosphere exerts a pressure of 1 ATA. (Historically, ATA has been used within the NATO Submarine Escape and Rescue Working Group). One ATA is approximately equivalent to: 1 Bar 100 kPa 10 msw 33 fsw 760 mmHg 760 Torr.

6M02 PRESSURE UNIT CONVERSION TABLE. Table 6M – 1. Pressure unit conversion table Unit Atmospheres Absolute Bar Kilo-Pascal Millimetres of Mercury Pounds per square inch Meters of seawater Feet of seawater ATA Bar KPa mm Hg psi msw fsw ATA 1 0.9869 9.8692 x 10 -3 1.3158 x 10 –3 0.06805 9.9216 x 10 –2 3.0243 x 10 –2 Bar 1.0132 1 1 x 10 –2 1.3332 x 10 –3 0.06895 0.10053 3.0644 x 10 –2 KPa 101.32 100 1 0.13332 6.8948 1.0053 0.30644 mmHg 760 750.06 7.5006 1 51.7149 75.404 22.984 psi 14.696 14.504 0.14504 0.01934 1 1.4581 0.4444 msw 10.079 9.9472 0.99472 0.01326 0.6858 1 0.3048 Fsw 33.066 32.633 3.2633 0.04351 2.25 3.2807 1

1. Instructions for use. Start at the left hand side of the table with the unit you wish to convert from and read along the row to the column headed by the unit you wish to convert to. Multiply the original value by the number at the intersection. Example: to convert 1.8 atmospheres absolute (ATA) to metres of seawater (msw), read along the ‘ATA’ row to the ‘msw’ column to get the conversion factor of 10.079. Multiplying 1.8 by 10.079 gives 18.142 msw.

ORIGINAL I-6–M-1

ATP-57(B) Note: Standard Temperature & Pressure (STP): 0 0C and 760 Torr 2. Normal constituent of air at 1 ATA. Volume % 78 21 0.03 Approx. p.p. at 1 ATA 0.78 0.2 0.0003

Constituents Nitrogen Oxygen Carbon dioxide

3. Partial Pressure (p.p.): the pressure a gas would exert if it alone occupied the same volume as the whole gas mixture. The sum of the partial pressures of nitrogen, oxygen and carbon dioxide in air make up the total ambient pressure of the air. 4. High concentrations are normally expressed in volume percent (Vol.%) i.e. 1 part of a substance in 100 parts of air. Air consists of 21Vol.% oxygen. (i.e. 100 parts of air contain 21 parts of oxygen). 5. In smaller concentrations the engineering unit 'parts per million' is used (ppm). The concentration ppm means 1 part of a substance in 1 million parts of air. 1Vol.% = 10,000 ppm. 6. 7. DISSUB oxygen usage: 27 litres /man / hour at STP DISSUB carbon dioxide production: 23 litres / man / hour at STP.

ORIGINAL I-6–M-2

ATP-57(B)

GLOSSARY
Terms and definitions from AAP-6 are in italics A Alerting Authority (AA). The military commander who first raises the alert for a possible SUBSAR incident. Typically this is the SUBOPAUTH who is responsible for initiating Submarine Safety COMCHECK procedure and operation SUBLOOK/SUBMISS/ SUBSUNK Arrival Report. A signal transmitted by a submarine immediately upon its arrival in port. This signal may be required by the SUBOPAUTH. Atmospheric Diving System (ADS) . A one person hardsuit and associated Launch And Recovery System (LARS), that allows the occupant to work underwater while still in a one atmosphere self contained environment. The ADS is tethered to a surface ship from which it is launched and recovered. Articulated-Frame (A-Frame). A lifting device that allows movement through as many as three separate axis and allows for the launch and recovery of equipment – typically submarine rescue vehicles and associated equipment – from a platform on a ship into the ocean. Such devices are commonly permanently fitted, although they may also be portable. Dependent on the size of the platform and the capability of the A-frame, launch and recovery activity may be possible in higher sea states than would otherwise be the case with less sophisticated systems.

B

C COMCHECK. The signal originated by SUBOPAUTH when the safety of a submarine is in doubt. Coordinator Rescue Forces (CRF). The Officer with responsibility for coordinating and controlling the recovery of escapees and/or the rescue of the crew from the DISSUB. The most appropriate person will be nominated as CRF by the SSRA. Cospas-Sarsat System. A satellite system designed to detect distress beacons transmitting on the frequencies 121.5 MHz and 406 MHz.

D Datum. Any numerical or geometrical quantity or set of such quantities which may serve as reference or base for other quantities. For SAR purposes, a geographic point, line, or area used as a reference in Submarine search planning.

ORIGINAL I - Glossary - 1

ATP-57(B) Datum Area. Area in where it is estimated that the search object is most likely to be located. Datum Line. A line, such as the distressed craft’s intended track line or a line of bearing, that defines the center of the area where it is estimated that the search object is most likely to be located. Datum point. Any reference point of known or assumed coordinates from which calculation or measurements may be taken. Dead Reckoning (DR). Determination of position of a vessel by adding to the last fix the distance based on the craft’s course and speed for a given time. Distressed Submarine (DISSUB). A submarine in distress on the seabed unable to surface. It may also include a surfaced submarine requiring assistance following an incident. DISSUB De-pressurization System (DSDS). A system designed to connect a DISSUB to the surface, via hose(s) and specially designed fittings, such that ambient pressure within the DISSUB may be relieved in controlled manner. Such a system serves to reduce or eliminate the requirement for extensive decompression when rescuees arrive on the surface. DISSUB Depressurization and Ventilation System (DSVDS). A surface-supplied system designed to simultaneously supply breathing-quality air to intact compartments within the DISSUB, while at the same time allowing for a controlled adjustment of ambient pressure within those same compartments. Such systems, which connect to the submarine via special hoses and hullpenetrating fittings, serve to reduce or eliminate the requirement for extensive decompression when rescuees arrive on the surface and provide survivors inside the submarine with air. Diving Signal. A signal transmitted by a submarine before it dives, indicating the date and time of dive, date and time of completion, position and reason for diving. Some nations do not send a diving signal when operating on a subnote.

E Element. Any asset able to carry on an Intervention or a Rescue.

Emergency Life Support Stores (ELSS). Items of stores for use by the personnel in the DISSUB to enable them to survive whilst awaiting rescue. Stores include such items as carbon dioxide absorbent, oxygen candles and medical stores for emergency treatment of casualties. The ELSS are pre-stored on board the submarine and may be re resupplied to the DISSUB by Pod-posting. Escape. Any method by which a person leaves a DISSUB and makes his way to the surface without direct assistance from outside agencies. Escapee. Escapee – a person who makes their way to the surface by some buoyant means which has already been incorporated into the DISSUB Escape Gear Ship (EGS). Any ship nominated by the SSRA to carry the search area medical stores and equipment to facilitate the recovery and treatment of escapees on reaching the surface.

ORIGINAL I - Glossary - 2

ATP-57(B) Emergency Position Indicating Radio Beacon (EPIRB). A device, usually carried aboard maritime vessel, that transmits a signal that alerts search and rescue authorities and enables rescue units to locate the scene of the distress. Expendable Communications Buoy (ECB). DISSUB. A communications buoy which can be released by a

F First Reaction Stores (1RS). Those SUBMISS/SUBSUNK stores deployed in the EGS and used by the SMERAT in the recovery and treatment of escapees. It includes recompression facilities

G Global Maritime Distress and Safety System (GMDSS). A global communications service based on automated systems, both satellite-based and terrestrial, to provide distress alerting and promulgation of maritime safety information for mariners.

H

I International Submarine Escape & Rescue Liaison Office (ISMERLO). Multinational coordinating office for Submarine Escape and Rescue related issues. The office provides coordination through its web site management system on Internet at www.ismerlo.org Intervention. The external provision of survivability to a DISSUB. It also indicates any survey/preparatory activities prior Rescue Operations.

J

K

L Launch and Recovery System (LARS). assets. A system designed to launch, handle and recover rescue

ORIGINAL I - Glossary - 3

ATP-57(B) M MEDEVAC. Evacuation of a person for medical reasons. MASC. MOSHIP/Airport/Seaport combination used for delivery and embarkation of SMER Elements.

MOPORT. Any port from which submarine escape and rescue systems and equipment are dispatched, either aboard dedicated vessels or vessels of opportunity, to the DISSUB location. MOSHIP. A ship used to carry a Submarine Rescue Element to the scene of the submarine accident. When the Element carrier is a submarine, the ship is called MOSUB (mother submarine). Moving Havens (MHN). The normal method by which submarines are routed. The standard MHN is an area 20 Nautical Miles (NM) ahead, 30 NM behind, and 5 NM on either side of the submarine’s planned track position. The size of the MHN is stated in the SUBNOTE. 5

N National Authority (NA). The State or Command Authority that sovereignty overe the DISSUB.

O On-scene Commander (OSC). Is the military authority designated to Command assigned units either during the Search and Localisation phase or during the Rescue Operation. The On-Scene Commander may or may not be the same for both phases (Search and Localisation – Escape and Rescue Ops), as well as may be changed any time as the situation demands. The Commander of the unit which first reaches the vicinity of an accident or datum is to act as OSC. In the event that the first unit on the scene is an aircraft, the Aircraft Commander will retain control of SAR operations until the arrival of a surface unit to assume the duties of OSC. In all other cases, in order to maintain continuity of Command, the Officer who subsequently may arrive on the scene is not to assume Command by reason of seniority unless or until: (1) Ordered to do so by the SSRA, or (2) In his judgment, a change of Command is essential. (3) The OSC will be nominated or confirmed by the SSRA. The OSC will be nominated/confirmed by the SSRA.

P Personal Locator Beacon (PLB). An emergency radio locator beacon, which may have a two-way speech capability, carried by some crew members, either on their person or in their survival equipment, and capable of providing homing signals to assist search and rescue operations.

5

MTP-1 Definition: A moving area of specified dimensions established about a submarine or surface ship, extending about the ordered position along the track, and which is designated for use in transit by the unit to prevent attack by friendly forces in wartime and to prevent or minimize submerged interference among friendly forces in peacetime.

ORIGINAL I - Glossary - 4

ATP-57(B) Pod Posting. The function of delivering ELSS to the DISSUB normally by pressure tight Pods “posted” via Escape Towers by divers or other rescue assets.

Q

R Recovery. The process of retrieving an escapee from the treatment/management and the process of retrieving a rescue element. water for subsequent

Remotely Operated Vehicle (ROV). An unmanned underwater vehicle normally powered and controlled via an umbilical from a surface vessel from which it is launched and recovered. ROVs can be used for damage assessment of the DISSUB. If fitted with appropriate tools an ROV can also clear an escape hatch for a Rescue Vehicle and Pod Post ELSS. Rescue. Rescue is the act of saving life in which personnel are transferred from the DISSUB to a place of safety by a SRV or an SRC. Rescuee. A DISSUB crewmember who is being or has been rescued. Rescue Element Commander (REC). The Officer in charge of a rescue element.

S Search and Rescue Plan. A general term used to describe documents that may exist at all levels of the national and international SAR structure to describe goals, arrangements, and procedures which support the provision of SAR services. Search and Rescue Region (SRR). An area of defined dimensions , associated with an RCC, within which SAR services are provided. Senior Survivor. The senior submarine qualified member of the ship’s company in the DISSUB escape compartment. SUBCHECK Report. The signal transmitted by a submarine at specified intervals to ensure the SUBOPAUTH of her continued safety. SUBLOOK. The Codeword of the procedures initiated by the SUBOPAUTH when the safety of a submarine is in doubt, or by a SUBOPAUTH when a Surfacing Signal, Arrival Report or SUBCHECK Report from a submarine under his operational control becomes one hour overdue. Submarine Escape Suit (SEIE/SPES). A suit that aids escape from a submarine, which meets the requirements of STANAG 1321

ORIGINAL I - Glossary - 5

ATP-57(B) Submarine Launched One-way Tactical (SLOT) Buoy. A communications buoy that can be fired by a DISSUB. Submarine Escape and Rescue Assistance Team (SMERAT). A team of Submarine Escape and Rescue experts augmented by medical specialists who are available to provide advice and assistance. Submarine Notice (SUBNOTE). A message report originated by a submarine operating authority providing operational and movement instructions for submarines in peace and war, including transit and patrol area information. Submarine Operating Authority (SUBOPAUTH). The naval commander exercising OPCON of submarines. It is the Authority responsible for its safe routing and for the release of SUBNOTES. He will be the Alerting Authority. Submarine Parachute Assistance Group (SPAG). A team of escape and rescue experts, augmented by medical specialists, available at short notice to parachute into the water. Submarine Search and Rescue Authority (SSRA). The Naval Authority responsible for the planning and conduct of a SUBSAR operation. The SSRA may be a national or NATO Naval Area/Subarea Commander or appointed maritime commander, depending upon the wishes of the OPCON authority of the submarine or the wishes of the submarine’s NA. The SSRA will operate in coordination with the relevant RCC. The submarine’s NA should seek prior agreement with national or NATO Commands concerned. The SSRA is to be nominated in an OPORD. Bearing in mind the area within which the DISSUB was operating, the nature of the Note: operation/exercise and the wishes of the NA, the responsibilities of the SSRA may be passed to or from the relevant national/NATO authorities. However, experience has shown that such changes can lead to confusion. Submarine Rescue Element. Any equipment or asset specifically designed or used for Submarine Interventions or Rescue Operations. Submarine Rescue Chamber (SRC). A bell that can mate with the NATO common rescue seat but in addition has to be fitted with special securing arrangements. Submarine Rescue Vehicle (SRV). personnel from a DISSUB. Any submersible craft which may be used for the rescue of

SUBMISS. The Codeword of an operation which will be executed in order to initiate a fully co-ordinated search for a submarine that is believed to be missing. SUBSUNK. The Codeword of an operation which will be executed in order to initiate a fully coordinated search for a submarine that is known to have sunk. The Codeword of the signal originated by any unit or authority who has positive information that a submarine has sunk or by the OSC when the DISSUB has been located. Support Authority (SA). Any authority who provides assistance for the NA and/or the SSRA.

ORIGINAL I - Glossary - 6

ATP-57(B)

Surfacing Signal. A signal transmitted by a submarine to indicate the completion of a dived period as covered by a Diving Signal or to conclude a Subnote or portion thereof. SURFACING/ARRIVAL ZERO TIME. The time at which the SUBOPAUTH must have received the Surfacing Signal or CHECK ARRIVAL Report from a Submarine.

T Time to first Intervention (TTFI). The estimated time taken from alertment until the first on-scene intervention activity. Time to first Rescue (TTFR). The estimated time calculated from alertment to the transfer of the first rescuee, into the SRV/SRC. Transfer Under Pressure (TUP). The ability to transfer rescuees, who have been previously evacuated from a pressurized DISSUB compartment, from a pressurized condition within the rescue vehicle directly into a decompression facility without exposure to normal atmospheric pressure. Triage. The assignment of a degree of medical urgency to each rescuee/escapee need for treatment so as to decide the order in which they should be treated.

U

V Vessel of opportunity (VOO). Any vessel (normally civilian) potentially available to carry on board a Submarine Rescue Element to the DISSUB area. When the Rescue Element is installed/embarked, the VOO is then designated as a MOSHIP.

W

X

Y

Z

ORIGINAL I - Glossary - 7

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ORIGINAL I - Glossary - 8

ATP-57(B)

PART I ANNEX A Abbreviations/Acronyms used in SUBSAR
Abbreviations/acronyms listed in table A-1 below are normally used during SMER operations. Table A-1. SAR abbreviations/acronyms. Abbreviation / Acronym 1RS AA ADS BIBS BU CASEVAC CCTV CDAU CHOP COMPLAN COSPAS CRF DCI DCC DCS DISSUB DP DSDS DSRV DSV DSVDS EBS ECB EGS ELSS HIS HP - LP IAMSAR ICAO ISMERLO LARS LIVEX MASC Meaning First Reaction Stores Alerting Authority Atmospheric Diving System Built-in Breathing System Breathing Unit Casualty Evacuation Closed Circuit Television Carbon Dioxide Absorption Unit Chop Operational Control Communications Plan Comicheskaya Sisttyma Poiska Avariynych Sudov (Space System for Search of Vessels in Distress) Coordinator Rescue Forces Decompression Illness Decompression Chamber Decompression Sickness Distressed Submarine Dynamic Positioning DISSUB Depressurization System Deep Submergence Rescue Vehicle Dive Support Vessel DISSUB Ventilation and Depressurization System Emergency Breathing System Expendable Communications Buoy Escape Gear Ship Emergency Life Support Stores Hood Inflation System High Pressure – Low Pressure International Aeronautical and Maritime Search and Rescue International Civil Aviation Authority International Submarine Escape and Rescue Liaison Office Launch and Recovery System Live Exercise MOSHIP Airport/Seaport Combination ORIGINAL I–A-1

ATP-57(B) Abbreviation / Acronym MCASB MCMSB MEDEVAC MOSHIP MOSUB NA NSA NSRS OSC PLARS PLB RCC REC RHIB RIB ROV SAR SEIE SEPIRB SITREP SLOT SMER SMERAT SPAG SRC SRDRS SRS SRV SSE SSRA SUBLOOK SUBMISS Meaning (NATO) Military Committee AIR Standardization Board (NATO) Military Committee Maritime Standardization Board Medical Evacuation Mother Ship (for a SMER Element) Mother Submarine (for a SMER Element) National Authority Nato Standardization Agency NATO Submarine Rescue System On Scene Commander Portable Launch and Recovery System Personal Locator Beacon Rescue Co-ordination Centre Rescue Element Commander Rigid-Hulled Inflatable Boat Rigid Inflatable Boat Remotely Operated Vehicle Search and Rescue Submarine Escape Immersion Equipment Submarine Emergency Position-Indicating Radio Beacon Situation Report Submarine Launched One-way Transmission Submarine Escape and Rescue Submarine Escape and Rescue Advisory Team Submarine Parachute Assistance Group Submarine Rescue Chamber Submarine Rescue Diving and Recompression System Submarine Rescue System Submarine Rescue Vehicle Submarine Signal Ejector Submarine Search and Rescue Authority The code word of the procedures initiated by the Subopauth when the safety of a submarine is in doubt The code word of an operation which will be executed in order to initiate a fully coordinated search for a submarine that is believed to be missing. It also identifies the related signal. The code word of an operation which will be executed in order to initiate a fully coordinated search for a submarine that is known to have sunk. It also identifies the related signal. Support Submarine Time To First Intervention Time To First Rescue Transfer Under Pressure Underwater Telephone Vessel of Opportunity

SUBSUNK

SUPSUB TTFI TTFR TUP UWT VOO

ORIGINAL I–A-2

ATP-57(B)

LIST OF EFFECTIVE PAGES
Effective Pages Original Original PART I Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original PART II Original Original Original Original Original Original Original Page Numbers I thru XXII 1, 2 I-1-1 through I-1-4 I-1-A-1, I-1-A-2 I-2-1 through I-2-8 I-3-1 through I-3-24 I-3-A-1 through I-3-A-8 I-3-B-1 through I-3-B-10 I-4-1 through I-4-4 I-4-A-1 through I-4-A-6 I-5-1 through I-5-6 I-5-A-1, I-5-A-2 I-5-B-1 through I-5-B-10 I-6-1 through I-6-50 I-6-A-1, I-6-A-2 I-6-B-1, I-6-B-2 I-6-C-1 through I-6-C-6 I-6-D-1, I-6-D-2 I-6-E-1, I-6-E-2 I-6-F-1 through I-6-F-4 I-6-G-1 through I-6-G-4 I-6-H-1, I-6-H-2 I-6-I-1, I-6-I-2 I-6-J-1, I-6-J-2 I-6-K-1, I-6-K-2 I-6-L-1, I-6-L-2 I-6-M-1, I-6-M-2 I-Glossary-1 through I-Glossary-8 I-A-1, I-A-2 I-LEP-1, I-LEP-2 II-1, II-2 II-1-1 through II-1-6 II-1-AUS-1 through II-2-AUS-8 II-1-BEL-1 through II-1-BEL-4 II-1-BGR-1 through II-1-BGR-6 II-1-CAN-1 through II-1-CAN-6 II-1-FRA-1 through II-1-FRA-6 ORIGINAL I – LEP - 1

ATP-57(B) Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original II-1-FRA-I-1, II-1-FRA-I-2 II-1-FRA-II-1, II-1-FRA-II-2 II-1-FRA-III-1, II-1-FRA-III-2 II-1-FRA-IV-1 through II-1-FRA-IV-6 II-1-DEU-1 through II-1-DEU-6 II-1-GRC-1 through II-1-GRC-6 II-1-ISR-1 through II-1-ISR-6 II-1-ITA-1 through II-1-ITA-8 II-1-NOR-1 through II-1-NOR-4 II-1-NSRS-1 through II-1-NSRS-6 II-1-POL-1 through II-1-POL-6 II-1-PRT-1 through II-1-PRT-6 II-1-ESP-1 through II-1-ESP-8 II-1-SWE-1 through II-1-SWE-8 II-1-NLD-1 through II-1-NLD-4 II-1-TUR-1 through II-1-TUR-10 II-1-GBR-1 through II-1-GBR-8 II-1-USA-1 through II-1-USA-8 II-2-1 through II-2-6 II-2-AUS-1 through II-2-AUS-8 II-2-BGR-1 through II-2-BGR-8 II-2-CAN-1 through II-2-CAN-8 II-2-FRA-1 through II-2-FRA-14 II-2-DEU-1 through II-2-DEU-8 II-2-GRC-1 through II-2-GRC-10 II-2-ISR-1 through II-2-ISR-8 II-2-ITA-1 through II-2-ITA-16 II-2-NOR-1 through II-2-NOR-8 II-2-POL-1 through II-2-POL-14 II-2-PRT-1 through II-2-PRT-16 II-2-ESP-1 through II-2-ESP-8 II-2-SWE-1 through II-2-SWE-14 II-2-NLD-1 through II-2-NLD-14 II-2-TUR-1 through II-2-TUR-20 II-2-GBR-1 through II-2-GBR-26 II-2-USA-1 through II-2-USA-36 II-3-1 through II-3-44

ORIGINAL I – LEP - 2

ATP 57(B)

PART II

GENERAL
THIS IS A NON RATIFIABLE PART Based on SMERWG Terms of Reference (see also SMERWG yearly RAL) Nations are requested to provide the Custodian with updates to their data on a regular basis, keeping NSA informed. Nil responses are required. Data not provided, because of their classification or because of national policy, will be made available to the appropriate Rescue Elements by the DISSUB National Authority on a case by case basis, through the DISSUB Liaison Team. National data are also available on the ISMERLO WEB-site (password protected area) to accredited SMER Nations. Columns/rows with data may be added should a Country have more than one of a kind asset.

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PART II

CHAPTER 1 DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION
GENERAL TEMPLATE

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone number, fax, PLA) SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone number, fax, PLA) SPAG Contact Details (phone number, fax, PLA) Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed REMARKS

REMARKS

Yes/No Yes/No Yes/No Yes/No Yes/No Yes/No

Submarine Rescue Vehicle (SRV) Identification Location Tethered Yes/No Manipulators Yes/No Rescue capacity Transfer under pressure II-1-3

REMARKS

ORIGINAL

ATP 57(B) Maximum Rescue depth Minimum Rescue depth Maximum sea state Maximum current Endurance Mating angle (roll, pitch) Main dimensions (length, weight, height etc.) Air portable Submarine Rescue Chamber (SRC) Identification Location Rescue capacity Maximum Rescue depth Minimum Rescue depth Maximum sea state Maximum current Mating angle (roll, pitch) Main dimensions Air portable Remotely Operated Vehicles (ROV) Identification Numbers Location(s) Maximum depth Maximum current Air portable Features ADS IdentificatIon Numbers Location(s) Maximum depth Maximum current Air portable: Features:

REMARKS

REMARKS

REMARKS

II-1-4

ORIGINAL

ATP 57(B) Ventilation / Depressurisation System Identification: Numbers: Location(s): Specifications: Dedicated Moship STANAG 1450 interfaces available REMARKS

Yes/No Yes/No

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: Location(s): Rescue elements embarked TUP Capability Diving capability Decompression Chamber capabilities Helicopter capable Maximum Speed of Advance 4 points mooring/DP (Class) Other Specifications: Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification II-1-5

REMARKS

REMARKS

ORIGINAL

ATP 57(B) Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure Significant Airport / Seaport combinations Airport identification Airport capability e.g. AN 124 compatible, crane capacity, forklift capacity, Atlas/K-loader Seaport identification Seaport capability e.g. depth, max pier load, crane capacity, forklift capacity Road distance in-between (km) Road limitations e.g. bridges height, maximum axel weight, critical turning radius etc.

REMARKS

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PART II

CHAPTER 1

AUSTRALIA

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone Commander Australian Fleet number, fax, PLA) Fleet Headquarters 14-18 Wylde St Potts Point NSW 2011 Australia +61 2 9359 4609 +61 2 9359 4634 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone HMAS PENGUIN number, fax, PLA) Submarine and Underwater Medicine Unit- East Middle Head Road MOSMAN NSW 2088 Telephone: + 61 2 9960 0572 Facsimile: + 61 2 9960 4435 HMAS STIRLING Submarine and Underwater Medicine Unit- West Rockingham, WA 6168 Telephone: + 61 8 95532561 Facsimile: + 61 8 95532600 REMARKS

C/- HMAS STIRLING PO Box 2188 Rockingham DC Western Australia, 6958 Australia
ESCAPE AND RESCUE SPECIALIST Contact Details (phone Submarine Escape and Rescue Manager number, fax, PLA) Office Telephone: +61 (0)8 9553 3091

Mobile Telephone: +61 (0)417 932 537 Office Facsimile: +61 (0)8 9553 2487 SUBMARINE ESCAPE and RESCUE CENTRE C/- HMAS STIRLING PO Box 2188 Rockingham DC Western Australia, 6958 Australia

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ORIGINAL

ATP 57(B) SPAG Contact Details (phone number, fax, PLA) NIL

Submarine Rescue System Identification Location Submarine Escape and Rescue Service(SERS) Osborne Park Western Australia 6017 Tel: +61 8 9446 9988 Fax: +61 8 9242 7966 6 NIL 540 metres Yes No No No No Yes DP 2, clear deck space min 400m², Beam 9m min for LARS Min deck strength – 5 tonnes per m²

REMARKS

SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed

Submarine Rescue Vehicle (SRV) Identification ASRV Remora Location Osborne Park Western Australia 6017 Tel: +61 8 9446 9988 Fax: +61 8 9242 7966 Tethered Yes Manipulators Yes Rescue capacity 6 Transfer under pressure Yes Maximum Rescue depth 540 metres Minimum Rescue depth 15 – 20 metres Maximum sea state 5 Maximum current 3 Endurance 72 hour battery life Mating angle (roll, 60° pitch)

REMARKS

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ORIGINAL

ATP 57(B) Main dimensions (length, weight, height etc.) Air portable 16.5 tonnes Yes

Submarine Rescue Chamber (SRC) Identification NIL Location Rescue capacity Maximum Rescue depth Minimum Rescue depth Maximum sea state Maximum current Mating angle (roll, pitch) Main dimensions Air portable Remotely Operated Vehicles (ROV) Identification Not at this time Numbers Location(s) Maximum depth Maximum current Air portable Features ADS IdentificatIon Numbers Location(s) Maximum depth Maximum current Air portable: Features: NIL

REMARKS

REMARKS As with VOO, Availability to be determined

REMARKS

Ventilation / Depressurisation System Identification: Numbers: Location(s): Specifications: NIL

REMARKS

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ORIGINAL

ATP 57(B) Dedicated Moship STANAG 1450 interfaces available Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: Seahorse Standard, Seahorse Spirit Location(s): Western Australian, South Australian Exercise Areas Rescue elements No. embarked SERS to be embarked as required TUP Capability SERS to be embarked as required Diving capability No Decompression SERS to be embarked as required Chamber capabilities Helicopter capable No Helo deck, Transfer capable only Maximum Speed of >12 Knots Advance 4 points mooring/DP Yes Other Specifications: Compression Chambers Portable Identification Total amount Location
SUBSUNK triple lock RCCs

REMARKS

REMARKS

Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships

2 Osborne Park Western Australia 6017 Tel: +61 8 9446 9988 Fax: +61 8 9242 7966 36 persons (seated), 11 stretcher
7 Bar

Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA

Yes Yes There are seven Series 35 Recompression Chambers in service. One for each MHC and one at RAN Diving School. Uses an Air/Oxygen/Mixed gas supply system Huon Class 6 + 1 Shore based (HMAS PENGUIN) 4 Working pressure: 50 msw Yes 12.5 Knots

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ATP 57(B) Ashore Facilities Military Identification

There four 10 Man Recompression Chambers in service, RAN Diving School (HMAS Penguin) x 1 AUSCDT FOUR x 1 (In Lay Up). SERC - SUBMARINE ESCAPE and RESCUE CENTRE (HMAS Stirling) x 2
HMAS PENGUIN Submarine and Underwater Medicine Unit- East Middle Head Road MOSMAN NSW 2088 Telephone: + 61 2 9960 0572 Facsimile: + 61 2 9960 4435

Location

HMAS STIRLING Submarine and Underwater Medicine Unit- West Rockingham, WA 6168 Telephone: + 61 8 95532561 Facsimile: + 61 8 95532600 Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location 10 Design pressure: 220 msw Operational pressure: 90 msw Uses an Air/Oxygen/Mixed gas supply system Yes

New South Wales Prince of Wales Hospital Hyperbaric Medicine Unit High Street RANDWICK NSW 2031 Switchboard: + 61 2 9382 2222 HMU Sec: + 61 2 9382 3880 Staff: + 61 2 9382 3883/3884 Facsimile: + 61 2 9382 3882 Victoria Alfred Hospital Hyperbaric Medicine Unit Commercial Road PRAHRAN Vic 3181 Switchboard: + 61 3 9276 2000 HMU: + 61 3 9276 2269/2323 Facsimile: + 61 3 9276 3052

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ATP 57(B)
Tasmania Royal Hobart Hospital Hyperbaric Medical Unit GPO Box 1061 L HOBART Tas 7001 Switchboard: + 613 6222 8308 HMU: + 61 3 6222 8322 Facsimile: + 61 3 6222 8322 Northern Territory Royal Darwin Hospital PO Box 41326 CASUARINA NT 0810 Switchboard: + 618 8922 8888 Telephone: + 618 8922 8230 Facsimile: + 61 8 8922 8286 Queensland Townsville General Hospital Eyre Street TOWNSVILLE QLD 4810 Switchboard: + 61 7 4781 9211 HMU: + 61 7 4781 9455/9456 Facsimile: + 61 7 4781 9582 Western Australia Fremantle Hospital Hyperbaric Medicine Unit PO Box 480 FREMANTLE WA 6959 Switchboard: + 61 8 9431 3333 HMU Telephone: + 61 8 9431 2233/2235 Facsimile: + 61 8 9431 2819 Broome District Hospital PO Box 62 BROOME WA 6725 Telephone: + 61 8 9192 1401 Facsimile: + 61 8 9192 2322 South Australia Royal Adelaide Hospital Hyperbaric Medicine Unit North Terrace ADELAIDE SA 5000 Switchboard: + 61 8 8222 4000 HMU: + 61 8 8222 5116 Facsimile: + 61 8 8232 4207

Max. Capacity (Persons) Max. Working pressure Transfer under pressure

Unknown Unknown Unknown

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PART II

CHAPTER 1

BELGIUM

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone number, fax, PLA) SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone ARBEIDSGENEESHEER HYPERBARIST – number, fax, PLA) MARINEBASIS ZEEBRUGGE – GRAAF JANSDIJK1 – 8380 ZEEBRUGGE ESCAPE AND RESCUE SPECIALIST Contact Details (phone number, fax, PLA) SPAG Contact Details (phone number, fax, PLA) Remotely Operated Vehicles (ROV) Identification N/A Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class DECOMPACK 5 NAVLOG – MARINEBASIS - ZEEBRUGGE 3 5 ATA NO NO N/A REMARKS

Tel;: (+32) 50-558689

REMARKS

REMARKS

GRAAF JANSDIJK 1 8380 ZEEBRUGGE -

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Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Transfer under pressure

HYPERBARIC CENTER NAVCENHYP – MARINEBASIS - ZEEBRUGGE 14 patient sitting - 5 patients lying 11 ATA No

GRAAF JANSDIJK 1 8380 ZEEBRUGGE

N/A

Significant Airport / Seaport combinations Airport identification Airport capability Seaport identification Seaport capability Road distance inbetween (km) Road limitations

REMARKS

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PART II

CHAPTER 1

BULGARIA

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone Commander in Chief Bulgarian Navy number, fax, PLA) P.O. Box 9000 16 Preslav str. Varna, Bulgaria Tel.: +359 52 552622/+359 52 552018 Fax: +359 52 603259/+359 52 552648 Duty Officer: Tel.: +359 52 552040/+359 52 633021 Fax: +359 52 552327 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone number, fax, PLA) SPAG Contact Details (phone number, fax, PLA) Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed PROTEO 6 survivors 120 m No No No No Yes No No REMARKS

REMARKS

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ORIGINAL

ATP 57(B) Submarine Rescue Chamber (SRC) Identification McCANN Location PROTEO Rescue capacity 6 survivors Maximum Rescue depth 120 m Minimum Rescue depth Maximum sea state 3 Maximum current Mating angle (roll, 5° pitch) Main dimensions 3,90x2,23 m Air portable No Ventilation / Depressurisation System Identification: Numbers: Location(s): Specifications: Dedicated Moship STANAG 1450 interfaces available 1 PROTEO No No

REMARKS

REMARKS

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: PROTEO Location(s): Varna Rescue elements SDC, SRC embarked TUP Capability No Diving capability Yes Decompression Yes Chamber capabilities Helicopter capable No Maximum Speed of 16 kn Advance 4 points mooring/DP Yes Other Specifications: -

REMARKS

Down to 60 m

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ORIGINAL

ATP 57(B) Compression Chambers Portable No

REMARKS

Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure

Yes PROTEO/Diving cutters(2) 3 4/1(2) 12/10 bar No -

Varna Naval Base 6 10 bars No

Varna Naval Hospital 6 10 bars No

Significant Airport / Seaport combinations Airport identification Bourgas airport Airport capability C5, AN 124 compatible, capacity - up to 7,5 t, Seaport identification Seaport Bourgas Seaport capability Depth - 10 m, crane capacity - 25 t, forklift capacity - 15 t Road distance in-between 15 km (km) Road limitations No road limitations Airport identification Varna airport Airport capability C5, AN 124 compatible, capacity - up to 3 t, Seaport identification Seaport Varna Seaport capability Depth - 12 m, crane capacity - 25 t, forklift capacity - 15 t Road distance in-between 10 km (km) Road limitations No road limitations II-1-BGR-5

REMARKS

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PART II

CHAPTER 1

CANADA

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
REMARKS Request of SMER Assistance NATIONAL DEFENCE COMMAND CENTRE Contact Details (phone 613-945-5551 Manned 24/7 number, PLA) NDHQ OTTAWA//NDCC// ATLANTIC SUBOPAUTH Contact Details (phone 902-427-2517 Working Hours Only number, PLA) MARLANTHQ HALIFAX//N32// REGIONAL JOINT OPERATIONS CENTRE ATLANTIC Contact Details (phone 902-427-2501 Manned 24/7 number) PACIFIC SUBOPAUTH Contact Details (phone 250-363-4633 Working Hours Only number, fax, PLA) MARPACHQ ESQUIMALT//J3 MAR 2// PACIFIC OPERATIONS CENTRE Contact Details (phone 250-363-5848 Manned 24/7 number) FLEET SUPPORT MEDICAL OFFICER - ATLANTIC Contact Details (phone 902-427-3744 number, PLA) MAROPSGRU FIVE HQ HALIFAX//SICK BAY// FLEET SUPPORT MEDICAL OFFICER – PACIFIC Contact Details (phone 250-363-7066 number) MARPACHQ ESQUIMALT//N02 MED// CONSULTANT IN SUBMARINE AND DIVING MEDICINE Contact Details (phone 902-427-6609 number) MAROPSGRU FIVE HQ HALIFAX//SICK BAY// CANADACOM Joint Command Centre Watch Officer Contact Details (phone 613-944-8888 number) Remotely Operated Vehicles (ROV) Identification Phantom S4 Numbers 2 Location(s) 1) Fleet Diving Unit (Atlantic) 12 Wing Shearwater, Nova Scotia 2) Fleet Diving Unit (Pacific) CFB Esquimalt, British Columbia Maximum Depth 300 m Maximum Current Air Portable Yes II-1-CAN-3

REMARKS

ORIGINAL

ATP 57(B) Features Identification Numbers Location Maximum Depth Maximum Current Air Portable Features 1.0m X 0.7m X 0.6m, 120kg. Fitted with 3 function manipulator Phantom HD2+2 1 DRDC Atlantic, Dartmouth, Nova Scotia 300m Yes 1.0m X 0.6m X 0.5m, 100kg. No manipulator fitted Normally used for research and inspection purposes. Not a regular Naval asset.

Compression Chambers Portable Identification Quantity Location SN 338A NSN 4220-21-871-7307 2 1) Fleet Diving Unit (Atlantic) 12 Wing Shearwater, Nova Scotia 2) Fleet Diving Unit (Atlantic) CFB Esquimalt, British Columbia 6 68 msw (225 fsw) 100 psig Yes Yes Containerized Diving System (CDS) 2 1) Fleet Diving Unit (Atlantic) 12 Wing Shearwater, Nova Scotia 2) Fleet Diving Unit (Atlantic) CFB Esquimalt, British Columbia 6 68 msw (225 fsw) 150 psig Yes Yes DUO-COM 4 1) Fleet Diving Unit (Atlantic) 12 Wing Shearwater, Nova Scotia 2) Fleet Diving Unit (Atlantic) CFB Esquimalt, British Columbia 3) DCIEM EDU, Toronto, Ontario 2 72 psig II-1-CAN-4

REMARKS

Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Identification Total amount Location

Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Identification Total amount Location

Max. capacity (Persons) Max. Working pressure

ORIGINAL

ATP 57(B) Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Yes Yes YDT 11 / YDT 12 - Diving Tender 2 6 68 msw (225 fsw) 100 psig Yes 10 kts, 1000 nm range Main Chamber – Fleet Diving Unit (Atlantic) Fleet Diving Unit (Atlantic) 12 Wing Shearwater, Nova Scotia 12 150 psig Yes Main Chamber – Fleet Diving Unit (Pacific) Fleet Diving Unit (Pacific) CFB Esquimalt, British Columbia 10 150 psig Yes Contact Atlantic/Pacific Operations Centres for complete details on civilian facilities in their areas.

Subsystem design limits chamber to max 300 fsw

Significant Airport / Seaport combinations Airport identification Halifax International Airport (CYHZ), Nova Scotia Airport capability Contact Atlantic Operations Centre at 902-4272501 for complete details Seaport identification HMC Dockyard Halifax, Nova Scotia Seaport capability Contact Atlantic Operations Centre at 902-4272501 for complete details Road distance in-between 35 kms (km) Road limitations Contact Atlantic Operations Centre at 902-4270550 ext 2501 for complete details Airport Identification Victoria International Airport (CYYJ), British Columbia II-1-CAN-5

REMARKS

ORIGINAL

ATP 57(B) Airport Capability Seaport Identification Seaport capability Road distance in-between (km) Road limitations Airport identification Airport capability Seaport identification Road distance in-between (km) Airport identification Airport capability Seaport capability Road distance in-between (km) Airport identification Airport capability Seaport identification Seaport capability Contact Pacific Operations Centre at 250-3635848 for complete details HMC Dockyard Esquimalt, British Columbia Contact Pacific Operations Centre at 250-3635848 for complete details 30 kms Contact Pacific Operations Centre at 250-3635848 for complete details 19 Wing Greenwood, Nova Scotia Contact 19 Wing at 902-568-5457 for complete details HMC Dockyard Halifax, Nova Scotia 140 Kms SYDNEY Airport Contact SYDNEY Airport at 902-564-7720 for complete details Contact SYDNEY Harbour Authority at 902564-8452 for complete details 20 Kms St John’s Airport Contact St John’s Airport Authority at 709772-2595 for complete details St John’s Harbour Contact St John’s Harbour Authority at 709772-2083 for complete details

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ATP 57(B)

PART II

CHAPTER 1

FRANCE

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
REQUEST of SMER ASSISTANCE NATIONAL AUTHORITY Contact Details (phone Submarine fleet HQ number, fax, PLA) CC Frederic Zitta +33298229810 Office +33672910854 Mobile +33623441173 Mobile E-mail : n42.alfost@marine.defense.gouv.fr SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Submarine fleet medical centre number, fax, PLA) MC Jean-Laurent Cayla +33298229312 Office +33688877031 Mobile ESCAPE AND RESCUE SPECIALIST Contact Details (phone + 33494022352 Office number, fax, PLA) + 33674897733 Mobile ( main ) + 33674897734 Mobile E-mail : Cephismer@yahoo.fr Submarine Rescue System Identification NSRS REMARKS

Chief of submarine rescue team Details up to date on ISMERLO website

REMARKS See NSRS annex.

Submarine Intervention System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Intervention depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO FR Intervention System Toulon (FR) No No Up to 1000 m No Up to 80 m Up to 1000 m Up to 300 m Up to 250 m No No

REMARKS

ROV Ulysse FR ADS FR SVDS All systems operated onboard French chartered ships II-1-FRA-3 ORIGINAL

ATP 57(B) VOO Specifications needed Two specifications needed : - dynamic positioning system - deck more than 260m²

Remotely Operated Vehicles (ROV) Identification Achille Numbers 1 Location(s) Toulon Harbour Maximum depth 400 mt Maximum current 0.5 Knots Air portable Yes Features Identification Numbers Location(s) Maximum depth Maximum current Air portable Features Ulisse (FR ROV) 1 Toulon Harbour 1000 mt 2.5 Knots Yes 1 sonar Acoustic positioning 2 working arms ( payload 15 Kg in sea water ) Color and white/black video record capability SURVEY capable POD POSTING capable HATCH CLEARING capable Cutter capable ( 19mm iron wire ) SEARCH capable ADS rescue capable

REMARKS Survey class ROV

5 m3 Work class ROV

72 m3, 17400 Kg

(See annex II for more details about french ROV (military and ROV) ) ADS Identification Numbers Location(s) Maximum depth Maximum current Air portable: Features: REMARKS NEWTSUIT (FR ADS) 1 Toulon harbour 300 mt 0.5 knt Yes SURVEY capable POD POSTING capable HATCH CLEARING capable VENTILATION capable Simple underwater engineering

128 m3, 37305 Kg

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ORIGINAL

ATP 57(B) Ventilation / Depressurisation System Identification: Numbers: Location(s): Specifications: Air portable: Dedicated Moship STANAG 1450 interfaces available Cybernetix ventilation system (FR SVDS) 1 Toulon harbour Inlet hose : 30 bars, diam : 65 mm Outlet hose : 30 bars diam : 65 mm Yes No Yes REMARKS SVDS : submarine ventilation and decompression system Max depth : 250m 147 m3, 32500 Kg systems operated onboard French chartered ships

(See annex I for more details about French ventilation / depressurisation system ) Diving and Submarine Rescue Support Ship / Dedicated MOSHIP (See annex III for details about French rescue ship ) Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ships name / Class Total amount of ships Max. Capacity (Persons) CML 2 1 Toulon harbour, 1 Brest harbour 3 5 bars Yes Yes MCMV’s (Eridan class) 13 3 5 No 12 Knots Principal Diving support ships ( EOD Team ) 4 4 II-1-FRA-5

REMARKS

REMARKS

2 injured and 1 DMT (diving medical technician)

3 Toulon harbour, 10 Brest harbour 2 injured and 1 DMT

2 Toulon harbour, 1 Brest harbour, 1 Cherbourg harbour 3 injured and 1 DMT ORIGINAL

ATP 57(B) Compression Chambers Max. Working pressure 5 bars Transfer under pressure Yes Maximum SOA 12 knots (Vulcain class) Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Facilities Military Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure Ashore Facilities Military Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure Diving tenders ( EOD Team ) 6 3 5 bars No 9 knots ( very small navigation range ) Diving school Toulon 4 5 bars Yes HIA Toulon 5 5 bars No REMARKS

2 Toulon harbour, 2 Brest harbour, 2 Cherbourg harbour 2 injured and 1 DMT

3 injured and 1 DMT

4 injured and 1 DMT

Antibes 4 5 bars No

3 injured and 1 DMT

(See annex IV for more details about hyperbar caisson (military and ROV))

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ATP 57(B)

ANNEX I Details of Intervention Assets
EXTERNAL VENTILATION (SVDS) 1. Purpose Once the DISSUB is located and the support ship is girt, fresh air and foul air must be connected to maintain sufficient ventilation inside the submarine refuge compartment. 2. Equipment to be embarked 1 One compressed air generation module 2 One process control module 3 One submarine link module 4 One reel bearing two 300-meter long air hoses 5 One electricity-generating module 3. Operation of the ventilation equipment 1 The guide line is fixed onto the submarine deck then tightened from the support ship. 2 The deck plugs are removed. 3 The ventilation hoses with their flanges, supported by the hemp rope, slide along the guide line using safety hooks. 4 The hose flanges are screwed to replace the deck plugs. 5 The hemp rope is secured to the submarine deck. 6 The hose wrench bleed valves are opened. 7 The water inside the hoses is drained by the air from the MP air compressor or the HP air cylinder rack. 8 The hose wrench bleed valves are closed. 9 The fresh air and foul air hoses are vented using the bleed valves of the process control module. 10 The container bleeders are closed, the submarine can be ventilated. 11 The fresh air and foul air hull valves of the submarine are opened by the crew or the rescue team. 12 The internal submarine pressure is displayed on the pressure gauge of the process control module. 13 When the air compressor is functioning, the fresh air discharge valve and the foul air return valve of the process control module are opened. 14 Submarine ventilation is in progress. 4. Description 4.1 Process control module Can be transported by sea, air, rail or road. It contains the whole air distribution and analysis installation. Dimensions: length 3.00m x width 2.44m x height 2.13m Volume: 15.53m3 Weight: 2500kg 4.2 Electricity-generating module Can be transported by sea, air, rail or road. It provides the electricity for the whole installation. Dimensions: length 6.06m x width 2.44m x height 2.40m Volume: 35.45m3 Weight: 6000kg 4.3 Compressed air generation module II-1-FRA-I-1 ORIGINAL

ATP 57(B) Can be transported by sea, air, rail or road. It provides 475Nm3/h @ 10 bars for ventilation/decompression and 57Nm3/h @ 30 bars for draining air hoses after connexion on the submarine. Dimensions: length 6.06m x width 2.44m x height 2.62m Volume: 38.70m3 Weight: 8000kg 4.4 Submarine link module Can be transported by sea, air, rail or road. It contains the hydraulic winches for air hoses and guide rope management. Dimensions: length 6.06m x width 2.44m x height 2.40m Volume: 35.45m3 Weight: 9000kg 4.5 Reel of two 300 meters long air hoses Can be transported by sea, air, rail or road. It bears the air hoses for the ventilation of the submarine. Dimensions: length 3.50m x width 2.44m x height 2.52m Volume: 21.52m3 Weight: 7000kg 4.6 Hose flanges Hose flanges are interfaces between fresh air hoses, foul air hoses and the submarine, they are equipped with air discharge systems. 4.7 Rigging The rigging includes a standing rigging and a running rigging. The standing rigging is a nylon cable tightened between the ship and the submarine deck. The running rigging includes all the fresh air and foul air hoses supported by a hemp rope. The running rigging slides along the standing rigging by using safety hooks. 5 Diagram

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ORIGINAL

ATP 57(B)

ANNEX II – FR REMOTELY OPERATED VEHICULES (ROV)
1- Military means MARINE NATIONALE ACHILLE

Characteristics Length 720 mm Width 600 mm Height 510 mm Weight 70 kg Length 1340 mm Width 1090 mm Height 1000 mm Weight 526 kg

Maximum depth 300 metres

Equipment - 1 colour camera - sounder and sonar -1 articulated arm (3 functions)

Capacities To be used for surveillance of the divers and the atmospheric diving suit To be used for AEM action and ADS surveillance

ULISSE

1000 metres - 1 articulated arm (4 functions) - 1 articulated arm (5 functions) - sounder and sonar - black and white camera - color camera

2- Civil means List of civil organisation using ROVs which can be sollicited by the French Navy COMEX SUPER ACHILLE Characteristics Length 720 mm Width 600 mm Height 510 mm Weight 120 kg Maximum depth 700 metres Equipment -1 color camera - sounder and sonar -articulated arm (3 functions) Capacities - assistance to divers or manned sub-marine - intervention in polluted waters - preliminary investigation Capacities - speed 1.5 knots - intervention and investigation on wrecks and and manned submarines

IFREMER VICTOR 6000

Characteristics Length 720 mm Width 600 mm Height 510 mm Weight 4000 kg

Maximum depth 6000 metres

Equipment -Colour cameras -sounder and sonar articulated arms type "slave master" (7 functions) -2

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ORIGINAL

ATP 57(B) 2-CIVIL MEANS List of civil organisations using ROVs which can be solicited by the French Navy. COMEX REMORA 2000 Characteristics Length 3400 mm Width 2400 mm Height 2150 mm Weight 5300 kg Crew 2 Vision 360° Characteristics Length 8000 mm Width 2700 mm Height 3810 mm Weight 19300 kg Maximum depth Equipment 610 meters - colour/B&W cameras - panoramic sonar - exterior camera - mechanical arm for adjustment to 6° Maximum Depth 6000 metres Equipment - cameras - acoustic transmission of images and data - mechanical arm for adjustment to 7° - prehension arm manouverable up to 5° Capacities - speed 2.5 knots - autonomy 9hours - survival 72 hours

IFREMER NAUTILE

Capacities - speed 1,7 knots - range 7,5 NM - autonomy 5 h - safe autonomy 120 h

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ORIGINAL

ATP 57(B)

ANNEX III – FR SUBMARINE RESCUE SHIPS
1 –Military means List of carriers used by the French Navy for submarine rescue

Nota bene: for submarines in distress, fresh-air ventilation is activated pending the arrival of a rescue vehicle, either by human intervention up to 80 metres (GPD) or by atmospheric diving module up to 250 metres immersion (SIE cell manufactured by CEPHISMER) FRENCH NAVY SUBMARINE CRAFT ZONE ATLANTIQUE ATLANTIQUE ATLANTIQUE MEDITERRANEE MEDITERRANEE ATLANTIQUE ET MEDITERRANEE CARRIER BSAD ARGONAUTE BSAD ALCYON POURQUOI PAS ? BSAD AILETTE BSAD CARANGUE Minehunters

CEPHISMER

Atmospheric diving suit ROV PAP and deep PAP

ALFAN / CDF MINES

2 –CIVIL MEANS List of carriers run by civil organisations which can be _olicited by the French Navy ORGANISATION COMEX IFREMER TRAVOCEAN- CANOCEAN SERRA MARINE BOURBON SUBMARINE CRAFT Submarine REMORA 2000 VICTOR 6000 Submarine NAUTILE ROV PHANTOM CARRIER MINIBEX JANUS NOROIT et SUROIT NADIR NADIRSANS PORTEUR CASTOR 02

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ANNEX IV – FR MILITARY HYPERBAR CAISSON
1 1.1. CHANNEL COAST Operational unit equipped with hyperbar caisson but not providing medical assistance

UNITES

MOYENS

OBSERVATIONS

GPD MANCHE (EOD team) – support ship VULCAIN 50115 CHERBOURG Armées tél. : 02 33.92.61.06 - Poste : 71.23.787 GPD MANCHE (EOD team) 50115 CHERBOURG Armées

1 multiplace caisson with single airlock 2 patients lying down, I seated 4 inhalers maximum pressure for use 5 bar Nato crown - light multiplace caissons (2) - 2 patients lying down - 4 inhalers ( 3 in room, 1 in airlock) - maximum pressure 5 bar - NATO crown

2. 2.1.

ATLANTIC COAST Unit in charge of victims of military diving, and providing medical assistance UNITS OBSERVATIONS

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ORIGINAL

ATP 57(B) 2.2. Operational units equipped with hyperbar caisson but not providing medical assistance
UNITS

MEANS - 1 multplace caisson with single airlock - 2 patients lying down, 1 seated - 4 inhalers (3 in room, 1 in airlock - maximum pressure for use 5 bar - NATO crown - 1 multiplace light caisson - 2 patients lying down, I seated - 4 inhalers - maximum pressure for use 5 bar - Nato crown - light multiplace caisson - 2 patients lying down . 4 inhalers (3 in room, 1 in airlock -maximum pressure for use 5 bar - NATO crown - light multiplace caisson (1O) - 2 patients lying down - 4 inhalers (3 in room, 1 in airlock) - maximum pressure 5 bar - NATO crown

OBSERVATIONS

GPD ATLANTIC (EOD team) – support ship STYX 29240 BREST Armées Tél : 02 98 80 80 80 poste : 72 23 568 GPD ATLANTIC (EOD team) 29240 BREST Armées

GPD ATLANT AUTONOMOUS CONTAINER 29240 BREST Armées tél : ALFAN BREST 29240 BREST Armées Caissons on board minehunters (10) Tél: 02 98 22 84 29 3. MEDITERRANEAN COAST

- 1 male nurse - gas available: O2 ans N2/O2 60% and 40%

3.1. Unit in charge of the treatment of victims of diving accidents and providing medical assistance
UNITES MOYENS OBSERVATIONS

HOPITAL STE.ANNE 83800 TOULON ARMEES Tél : (JOUR) 04 94 09 91 50 (NUIT): 04 94 09 92 76 Fax : 04 94 09 96 98

Multiplace trimodular caisson - EMERGENCY CAISSON ( PS: 5 bar 4 patients seated or 2 lying down (4 inhalers) Biplace adaptation possible, no NATO crown - CHRONIC CAISSON (PS: 3 bar), 8 patients seated (8 inhalers) - AIRLOCK (PS 5 bar) 2 inhalers

- doctors from SMHP - 4 male nurses - 2 mechanics - gas available: O2 and N2/O2 50% and He/O2 50%

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ORIGINAL

ATP 57(B)

3.2.

Operational units equipped with hyperbar caissons but not providing medical assistance
UNITES MOYENS OBSERVATIONS

ALFAN TOULON – CEPHISMER – Autonomous container BP 84 – 83800 TOULON Armées Tél : 04 94 02 11 02 Fax : 04 94 02 17 95 ALFAN TOULON – BBPD ACHERON BP 83800 TOULON Armées Tél : 04 94 24 90 00 Poste 23 352

- light multiplace caissons (2) - 2 patients lying down - 4 inhalers ( 3 in room, 1 in airlock) - maximum pressure in use 5 bar - NATO crown

- 1 doctor - 2 male nurses (hyperbar specialists) - gas available: O2 and N2/O2 60% and 40%

- 1 multiplace caisson with single airlock - 2 patients lying down, 1 seated - 4 inhalers (3 in room, 1 in airlock - maximum pressure 5 bar - NATO crown

- gas available: O2 and N2/O2 60% and 4O%

-light multiplace caissons (2) ALFAN TOULON – BSP ALIZE - 2 patients lying down - 4 inhalers (3 in room, 1 in airlock BP 700 - maximum pressure 5 bar 83800 TOULON Armées - NATO crown - light multiplace caissons ((3) - 2 patients lying down - 4 inhalers (3 in room, 1 in airlock - maximum pressure 5 bar - NATO crown

- gas available: O2 an N2/O2 6O% and 40%

ALFAN TOULON 83800 TOULON Armées Caissons embarked on minehunters type CML

- 1 male nurse - gas available: O2 an N2/O2 60% and 40%

GPD MEDITERRANEE (EOD team) – support ship PLUTON 83800 TOULON Armées

- 1 multiplace caisson with single airlock - 2 patients lying down, 1 seated - 4 inhalers (3 in room, 1 in airlock) Tél. : 04 94 02 08 57 (alerte GPD) - maximum pressure 5 bar - NATO crown - light multiplace caissons (2) - 2 patients lying down GPD ATLANTIC (EOD team) - 4 inhalers ( 3 in room, 1 in airlock 83800 TOULON Armées - maximum pressure 5 bar - NATO crown

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ORIGINAL

ATP 57(B)

3.3.

Vocational training units equipped with hyperbar caissons but not providing medical assistance
UNITES MOYENS OBSERVATIONS

DIVING SCHOOL Medical Service 83800 TOULON Armées Tél : 04 94 11 49 00 VIP - VIPD DIVING SCHOOL (VIPD : light support diving vessel) 83800 TOULON Armées Tél : 04 94 11 49 00 ANTIBES Centre d'Instruction Nautique de la Gendarmerie Caserne Gazan 06604 ANTIBES Cedex Tél. : 04 93 34 78 05

- 1 doctor - 1 multiplace caisson with 2 airlocks - room: 1 patient lying down + 2 seated - 2 male nurses - gas available: O2 and N2/O2 - airlocks: 2 inhalers 50% - maximum pressure 5 bar - NATO crown - light multiplace caissons (2) - 2 patients lying down - 4 inhalers (3 in room, 1 in airlock) - maximum pressure 5 bar - NATO crown - 1 mobile multiplace caisson (carried by truck) - room: 4 inhalers: 1patient lying down + 2 seated - airlock: 2 inhalers (patient lying down) - pressure in use: 5 bar

4.

INTERIOR ZONES
UNITES MOYENS OBSERVATIONS

PARIS:VAL DE GRACE MILITARY HOSPITAL HIA du Val-de-Grâce 74, Bd Port-Royal - 75013 PARIS Tél : 01 40 51 40 00 01 40 51 45 09 (Réa) Fax : 01 40 51 46 08 METZ: MILITARY HOSPITAL METZ Hôpital d’Instruction des Armées LEGOUEST 57998 METZ ARMEES

- 1 multiplace caisson with single airlock - 1 berth - 5 inhalers (4 in room + 1 in airlock) - maximum pressure 6 bar

- 3 doctors - 1 male nurse - gas available: pure O2 only

- 1 multiplace hyperbar caisson - 1 berth and 3 inhalers in room - 2 inhalers in airlock - maximum pressure 5 bar

- intensive care service - 1 doctor and 1 male nurse - gas available: O2 and N2/O2 50%

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ORIGINAL

ATP 57(B)
UNITES MOYENS OBSERVATIONS

Tél : 03 87 75 49 15 5. ENGINEERING UNITS EQUIPPED WITH HYPERBAR CAISSONS
UNITES MOYENS OBSERVATIONS

ESAG

- 1 multiplace caisson - 1 berth and 2 inhalers in room - 1 inhalers in airlock - maximum pressure 5 bar

- no off-duty service - 2 doctors, 1 specialist nurse - gas available: - air - oxygen - O2/N2 60% - O2/N2 40%

CIVIL THERAPEUTIC CAISSONS website: http//www.medsubhyp.com

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PART II

CHAPTER 1

GERMANY

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone Phone: +49 - 4631 - 666 - 3231 number, fax, PLA) E-Mail: DOSUBMHQ@Bundeswehr.Org SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Phone: +49 - 431 - 5409 - 1441 number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone Phone: +49 - 4631 - 666 - 3231 number, fax, PLA) E-Mail: DOSUBMHQ@Bundeswehr.Org SPAG Contact Details (phone - not available number, fax, PLA) REMARKS Duty Officer Submarines at CINCGERFLEET Naval Medical Institute alt. POC: DOSUB (MHQ) Duty Officer Submarines at CINCGERFLEET

Remotely Operated Vehicles (ROV) Military: Identification Numbers Location(s) Maximum depth Maximum current Air portable Features Identification Numbers Location(s) Maximum depth Maximum current Air portable Features Civilian: Identification Numbers Location(s) "Pinguin B3" minehunting ROV 10 Kiel, naval base 300 m 2 - 3 kts --foreward looking sonar, video-camera "Seefuchs" minehunting ROV 5+5 Kiel, naval base 300 m 2 - 3 kts --foreward looking sonar, video-camera

REMARKS carried onboard FGN minehunters class "MJ 332"

carried onboard FGN minehunters class "MJ 333" and "352"

ROV Kiel 6000 1 Kiel, Institute of marine sciences IFM-GEOMAR II-1-DEU-3

carried onboard IFM-GEOMAR research vessel(s) ORIGINAL

ATP 57(B) Maximum depth Maximum current Air portable Features Submersibles, civilian: Identification Numbers Location(s) Maximum depth Maximum current Air portable Features JAGO (crew: 2 PX) 1 Kiel, Institute of marine sciences IFM-GEOMAR 400 m 1 kts 1x 20 ft ISO container vertical & horizontal sonar, UWT, digital video 6000 m 2 kts 4x 20 ft ISO container forward looking sonar, laser-video-ranging REMARKS carried onboard IFM-GEOMAR research vessel(s)

Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Type HAUX-1300 3 Eckernfoerde , Neustadt (AZS), Warnemuende 3+1 6 ATA --1x 20 ft ISO container each Type HAUX-1600 3 SE Eckernfoerde (WTD 71) 8+2 6 ATA --2x 20 ft ISO container each "Main" / submarine support ship class 404 1 8+1 6 ATA --14 kts "Baltrum", "Juist", "Langeoog", "Fehmarn" 4 8+1 6 ATA --13 kts II-1-DEU-4

REMARKS

Type DRAEGER

navy tugs

ORIGINAL

ATP 57(B) Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure "Bad Bevensen", "Bad Rappenau", "Datteln", "Dillingen", "Fulda", "Grömitz", "Homburg", "Rottweil", "Sulzbach-Rosenberg", "Weilheim" 10 3+1 6 ATA --18 kts minehunter class "MJ 332" HAUX Spacestar 1300

HAUX HYDRA 2000 Kiel-Kronshagen at Naval Medical Institute 8 + 2 // 3 + 1 (treatment) 11 ATA // 21 ATA (treatment) Yes Type DRAEGER Neustadt, Wilhelmshaven, Eckernfoerde 8+1 6 ATA ---

HAUX Island of Heligoland (North Sea) 6+2 6 ATA --HAUX Starmed 2200 Hyperbaric Centre Bremen (Weser river) 9 6 ATA ---

Significant Airport / Seaport combinations Airport identification Airport capability Seaport identification Seaport capability Road distance in-between Road limitations Rostock - Laage (military / civilian) C-5-/ C-17-/ AN-124-compatible, K-loader Rostock seaport, container terminal deep-water port, container cranes, forklifts 35 km using highway "A 19" no limits for container-trucks

REMARKS

direct access to seaport

II-1-DEU-5

ORIGINAL

ATP 57(B)

Airport identification Airport capability Seaport identification Seaport capability Road distance in-between Road limitations Airport identification Airport capability Seaport identification Seaport capability Road distance in-between Road limitations

Hamburg-Fuhlsbuettel (civilian) C-5-/ C-17-/ AN-124-compatible, K-loader Hamburg seaport, container terminal deep-water port, container cranes, forklifts 30 km through Hamburg on highway "A 7" no limits for container-trucks Nordholz (military) C-5-/ C-17-/ AN-124-compatible, K-loader Cuxhaven "Cuxport", container terminal deep-water port, container cranes, forklifts 15 km on "L 135" (standard road) and "A 27" no limits for container-trucks

direct access to seaport

II-1-DEU-6

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

GREECE

II-1-GRC-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-GRC-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone NATIONAL AUTHORITY number, fax, PLA) HELLENIC NAVY GENERAL STAFF A Branch / Directorate A3 Stratopedo Papagou 229, Mesogeion Avenue P.O.Box 15561 Athens Phone : +30-210-6551111 Fax : +30-210-6551090 e-mail : gen_a3-iii@hellenicnavy.gr SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone SUBMARINE / HYPERBARIC MEDICAL number, fax, PLA) SPECIALIST HELLENIC NAVY GENERAL STAFF Medical Department / 2nd Directorate, Sector II Stratopedo Papagou 229, Mesogeion Avenue P.O.Box 15561 Athens Phone : +30-210-6551169 Fax : +30-210-6551579 e-mail : gen_dyg1@hellenicnavy.gr ESCAPE AND RESCUE SPECIALIST Contact Details (phone ESCAPE AND RESCUE SPECIALIST number, fax, PLA) HELLENIC SUBMARINE COMMAND Salamis Naval Base Salamis – Greece Phone : +30-210-4648759 / +30-210-4649500 / 6947159682 (mobile) Fax : +30-210-4648768 e-mail : comhelsub@hellenicnavy.gr SPAG Contact Details (phone UNDERWATER DEMOLITION COMMAND number, fax, PLA) UNIT Leoforos Palaskas Skaramagas P.O.Box. 10040 Athens Phone : +30-210-5531803 / +30-210-5531815 / 6947159082 (mobile) Fax : +30-210-5531836 e-mail : com_hel_udt@hellenicnavy.gr REMARKS

II-1-GRC-3

ORIGINAL

ATP 57(B) Remotely Operated Vehicles (ROV) Identification A. PAP 104 MK I B. PLUTO PLUS C. AN/ SLQ 48(V) Numbers A. 4 B. 4 C. 2 Location(s) A. ONBOARD MHC HUNT CLASS B. ONBOARD MHC HUNT CLASS C. ONBOARD MHC OSPREY CLASS Maximum depth A. 100m B. 300m C. 600m Maximum current 3kts Air portable NO Features Underwater inspection/ search Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure 4 Underwater Demolition Group, Skaramagas – Athens HN 2 6 ATA Yes HS EVROPI, KALLISTO/ MHC HUNT CLASS 2 2 5.5 ATA NO 13kts

REMARKS

REMARKS Each ship has 1 ROV

Haux-hydra 2500 Naval Hospital Athens 24 + 9 + 4 6.5 ATA – 26 ATA – 26 ATA No

3 connected each other Chamber

II-1-GRC-4

ORIGINAL

ATP 57(B) Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure

Haux Athens 9 6 ATA NO

Haux Thessaloniki 9 6 ATA NO

Haux Kalimnos Island 9 6 ATA NO

Significant Airport / Seaport combinations Airport identification Airport capability Seaport identification Seaport capability Road distance inbetween (km) Road limitations

REMARKS

II-1-GRC-5

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-GRC-6

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

ISRAEL

II-1-ISR-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-ISR-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone Tel: +972 3 6064198 number, fax, PLA) SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Tel: +972 4 8693040 number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone Tel: +972 4 8693124 number, fax, PLA) +972 57 8132592 SPAG Contact Details (phone number, fax, PLA) Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed REMARKS

REMARKS

Yes No No No No

Submarine Rescue Vehicle (SRV) Identification N/A Submarine Rescue Chamber (SRC) Identification N/A

REMARKS

REMARKS

II-1-ISR-3

ORIGINAL

ATP 57(B) Remotely Operated Vehicles (ROV) Identification SCORPIO 7 Numbers 1 Location(s) Haifa naval base Maximum depth 600 mt Maximum current Air portable Features ADS IdentificatIon REMARKS

REMARKS N/A

Ventilation / Depressurisation System Identification: Numbers: Location(s): Specifications: Dedicated Moship STANAG 1450 interfaces available

REMARKS

Yes Yes

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: I.N.S. BAT-YAM and I.N.S. BAT GALIM

REMARKS Auxiliary ships type 745 (formally “BANT” and “ KALGRUND” owned by the German BWB

Location(s): Rescue elements embarked TUP Capability Diving capability Decompression Chamber capabilities Helicopter capable Maximum Speed of Advance 4 points mooring/DP Other Specifications:

Haifa naval base ROV No Yes Yes No 12 knots No LOA – 38.6 mt LBP – 34.6 mt Width – 9.2 mt Deck Size: 16 mt x 9 mt Max Displacement – 528.8 Tons Speed – 12 Knots Crew - 12 Persons II-1-ISR-4 ORIGINAL

ATP 57(B) Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Significant Airport / Seaport combinations Airport identification Ben Gurion airport Airport capability Seaport identification Haifa seaport Ashdod seaport Seaport capability Road distance in-between (km) Road limitations . Additional Information Diving capabilities and depth limits Independent in air diving device (SCUBA) Independent in Nitrox diving device PERRY 2 Haifa Naval Base 6 13.3 Bar No Yes

REMARKS

Transportable via truck or ship

DREGER Haifa Naval Base 22 11 Bar Yes

Total amount: 1 Not transportable Compatible with A-Div 1

REMARKS

REMARKS Max 40 mt Max 44 mt

II-1-ISR-5

ORIGINAL

ATP 57(B) Diving with surface supply using air (k&m) A diving device 55-DC independent in a mixture of 60% oxygen / 40% nitrogen Trimix dive – a dive in a mixture of oxygen/nitrogen/helium Open Bell – surface supply using air Open bell – surface supply using heliox Max 50 mt Max 40 mt Max 90 mt Max 50 mt Max 90 mt

II-1-ISR-6

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

ITALY

II-1-ITA-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-ITA-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone MARISTAT number, fax, PLA) +390636806000 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone +390187789193 Office number, fax, PLA) +393487781291 Mobile ESCAPE AND RESCUE SPECIALIST Contact Details (phone +390187789231 Office number, fax, PLA) +393357253496 Mobile Contact Details (phone +390187789081 Office number, fax, PLA) +393357723871 Mobile SPAG Contact Details (phone +390187789082 Office number, fax, PLA) +393358318391 Mobile Submarine Rescue System Identification Location SRV (Rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP /VOO VOO Specifications needed LA SPEZIA 300 metres – 12 survivors 120 metres – 6 survivors SRV 300 mt / SRC 120 mt NO 250 METRES (saturation dvr) up to 300 mt up to 300 mt Yes Yes ITS ANTEO REMARKS MARISTAT

G.O.S. - COMSUBIN SUBMARINE RESCUE CENTER C.O. IT SPAG C.O.

REMARKS Aboard ITS ANTEO

(SRV up to 5 bar no transfer connection once aboard the MOSHIP) ITS ANTEO ITS ANTEO/COMSUBIN COMSUBIN

II-1-ITA-3

ORIGINAL

ATP 57(B) Submarine Rescue Vehicle (SRV) Identification SRV 300 Location ITS ANTEO Tethered No Manipulators Yes Rescue capacity 12 survivors Transfer under pressure Up to 5 bar Maximum Rescue depth Minimum Rescue depth Maximum sea state Maximum current Endurance Mating angle (roll, pitch) Main dimensions (length, weight, height etc.) 300 metres 15 metres 3 (1,25 m) 2 knt 12 hours 45° Length overall: Width overall: Height without mating skirt: Height with mating skirt: Displacement: Yes 8.46 m (27’9’’) 3.13 m (10’3’’) 3.17 m (10’5’’) 4.04 m (13’3’’) 27.5 tons AN124 Freighter

REMARKS Based in La Spezia

No transfer interface available aboard the MOSHIP

Air portable

Submarine Rescue Chamber (SRC) Identification Location ITS ANTEO Rescue capacity 6 survivors per cycle Maximum Rescue depth 120 metres Minimum Rescue depth 15 metres Maximum sea state 3 (1,25 m) Maximum current 2 knt Mating angle (roll, 15° pitch) Main dimensions Height: 4 m, Diameter: 2,20 m, Displacement: 9,5 tons Air portable No Remotely Operated Vehicles (ROV) Identification Falcon Numbers 1 (one) Location(s) LA SPEZIA Maximum depth 300 meters

REMARKS Based in La Spezia

REMARKS

II-1-ITA-4

ORIGINAL

ATP 57(B) Maximum current Air portable Features 2 knt Yes VEHICLE 75 KG POWER SUPPLY 46 KG SURFACE CONTROL UNIT 3 KG HAND CONTROL 3 KG MOTORPOWER SUPPLY 173 KG UMBILICAL 60 KG 1 pallet standard Nato HCU-6/E 108”x 88”

ADS Identification Numbers Location(s) Maximum depth Maximum current Air portable: Features:

REMARKS 3 (three) LA SPEZIA 300 metres 2 knt Yes SUPERIOR SIDE 150 KG INFERIOR SIDE 110 KG ARM 200 KG THUSTER 100 KG UCM 160 KG COMPUTER 80 KG POWER SUPPLY 100 KG COMUNICATIONS 80 KG SONAR 80 KG VIDEO 80 KG UMBILICAL 300 KG TRANFORMER 50 KG MOTORPOWER SUPPLY 800 KG MAINTENANCE 300 KG UNDERPINNING 80 KG

4 pallet standard Nato HCU-6/E 108 in x 88 in for 2 ADS

Ventilation / Depressurisation System Identification: Numbers: Location(s): Specifications: Dedicated Moship STANAG 1450 interfaces available 1 LA SPEZIA INLET HOSE: 30 bar Ø 12 mm OUTLET HOSE: 15 bar Ø 50 mm Yes No

REMARKS

Aboard ARS ANTEO ARS ANTEO

II-1-ITA-5

ORIGINAL

ATP 57(B) Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: ITS ANTEO Location(s): LA SPEZIA Rescue elements -SRV 300 embarked -SRC -ADS with LARS -Ventilation system -ROV Falcon TUP Capability No Diving capability Yes Decompression 1 x 12 Chamber capabilities 2x6+3 Helicopter capable Yes Maximum Speed of 14 Knots Advance 4 points mooring/DP 4 point mooring (Class) Other Specifications: 6t crane for subsea lift down to 600 m, 12 t crane for subsea lift down to 15 m, multi beam sonar hull mounted , Konsberg Simrad EH 1002 Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. working pressure Transfer under pressure Air portable Identification Total amount Location Max. capacity (Persons) Max. working pressure Transfer under pressure Air portable NA 6 (six) 2 La Spezia, 1 Ancona, 1 Taranto, 1 Cagliari, 1 Augusta 12 + 2 each 5 bar Yes Yes (40 ft) Portable NA 6 (six) 2 La Spezia, 1 Ancona, 1 Taranto, 1 Cagliari, 1 Augusta 2 + 2 each 5 bar Yes Yes Standard Container (40 ft)

REMARKS

Up to 300 metres AB 212 – HotRef

REMARKS

Nato standard adaptor set female coupling ref. (ADivP-1(A)/MDivP-1(A) 27 t On open trailer

Nato standard adaptor set female coupling ref. (ADivP-1(A)/MDivP-1(A) 2,6 t

II-1-ITA-6

ORIGINAL

ATP 57(B)

Ships name / Class Max. Capacity (Persons) Max. working pressure Transfer under pressure

Built into ships Lerici MHC class (6 unit) Gaeta MHC class (6 unit) 4+2 5 bar Yes

Nato standard adaptor set female coupling ref. (ADivP-1(A)/MDivP1(A)

Maximum SOA

12 Knots Lerici class 15 Knots Gaeta class ANTEO/RS 1 x 12 2x6+3 1 x 10 bar 2 x 30 bar Yes

Ships name / Class Max. Capacity (Persons) Max. working pressure Transfer under pressure

Nato standard adaptor set female coupling ref. (ADivP-1(A)/MDivP1(A)

Maximum SOA Ships name / Class Max. Capacity (Persons) Max. working pressure Transfer under pressure Maximum SOA Ships name / Class Max. Capacity (Persons) Max. working pressure Transfer under pressure

15 Knots ELETTRA/AUSILIARY 8 8 bar No 16 nots PEDRETTI 4+2 5 bar Yes

Nato standard adaptor set female coupling ref. (ADivP-1(A)/MDivP1(A)

Maximum SOA

25 Knots

Ashore Facilities Military OTI Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure COMSUBIN LE GRAZIE (SP) 10 5 bar NO

Temporarily in maintenance

II-1-ITA-7

ORIGINAL

ATP 57(B)

Identification Location Max. Capacity (Person) Max. Working pressure Transfer under pressure

Ashore Major Civilian Facilities Data will be provided in due time

Significant Airport / Seaport combinations Airport identification BRINDISI GENOVA (Cristoforo Colombo) NAPOLI (Capodichino)

ALGHERO, ANCONA, AVIANO, BERGAMO, CAGLIARI, ROMA, GROSSETO, AMENDOLA, GIOIA DEL COLLE, DECIMOMANNU, NOVARA, CERVIA, UDINE, BRESCIA, TREVISO, GRAZZANISE, MILANO, PALERMO, PISA, PIACENZA, TORINO, TRIESTE, VENEZIA, VERONA Airport capability Seaport identification TARANTO GENOVA NAPOLI

REMARKS (Certified) Department of the Navy Protocol 4920 Ser 395A3T/413 DEC 18 2001 SMM N. 45/61175/T/2/1 14 LUG 2003 Minimum Runway Lenght (2628 m) (8622 ft) WWW.LANDINGS.COM A.ELLE CARGO Srl

(Certified) Department of the Navy Protocol 4920 Ser 395A3T/413 DEC 18 2001 SMM N. 45/61175/T/2/1 14 LUG 2003

Seaport capability Road distance in-between (km) Road limitations

II-1-ITA-8

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

NORWAY

II-1-NOR-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-NOR-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone Phone: +47 51343834/ 35 number, fax, PLA) Fax: +47 51343819 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Phone: +47 55502160 number, fax, PLA) Fax: +47 553792 ESCAPE AND RESCUE SPECIALIST Contact Details (phone Phone: +47 55503376 number, fax, PLA) Fax: +47 553326 SPAG Contact Details (phone number, fax, PLA) Submarine Rescue System Identification NSRS REMARKS

REMARKS 1/3 of the NSRS

Submarine Rescue Vehicle (SRV) Identification Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable

REMARKS 1/3 of the NSRS

REMARKS

3 HAAKONSVERN 4/2 6 NO

Sitting/ lying

Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons)

Oksøy Class 3 4/2 II-1-NOR-3

Sitting/ lying ORIGINAL

ATP 57(B) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification 6

Diving School Haakonsvern 19 (O2) 39/15 10

Sitting/ lying

NUI

Contact Coordinator Submarine Escape and rescue for other facilities Phone: +47 55503376 Sitting/ lying

Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure

Bergen 24/24 6

Significant Airport / Seaport combinations Airport identification Airport capability Seaport identification Seaport capability Road distance in-between (km) Road limitations

REMARKS NSRS Database

II-1-NOR-4

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

NATO Submarine Rescue System (NSRS)

II-1-NSRS-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-NSRS-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone CTF 311 Duty Controller number, fax, PLA) +44 1923 846366 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone See FRA, NOR, GBR Sections number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone Lt Cdr Stewart LITTLE number, fax, PLA) +44 7740 579083 Mobile/Cell +44 11791 35111 Office +44 1579 350395 Home SPAG Contact Details (phone See GBR Sections number, fax, PLA) Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed NSRS HM Naval Base Clyde, Faslane Up to 15 rescuees 610 metres Yes Yes No No Yes No At least 400m2 deck space, 10 metre width at transom, 5 te/m2 deck strength REMARKS

REMARKS

II-1-NSRS-3

ORIGINAL

ATP 57(B) Submarine Rescue Vehicle (SRV) Identification SRV Location HM Naval Base Clyde, Faslane Tethered No Manipulators Yes Rescue capacity Up to 15 rescuees Transfer under Yes pressure Maximum Rescue 610 m depth Minimum Rescue 40 m depth Maximum sea state SS 6 (5 m SWH) Maximum current 2.5 kts Endurance Unlimited Mating angle (roll, 60 degrees pitch) Main dimensions Length 10.3 m, Width 3.3 m, Height 3.8 m, Weight (length, weight, height 29 te etc.) Air portable C-17, C-5, AN-124 Submarine Rescue Chamber (SRC) Identification NO Remotely Operated Vehicles (ROV) Identification IROV Numbers 1 Location(s) HM Naval Base Clyde, Faslane Maximum depth 900 m Maximum current 2.5 kts Air portable Yes, C-130 and bigger Features Survey, debris clearance, Radiological analysis, ELSS Pod Posting ADS IdentificatIon REMARKS

REMARKS

REMARKS

REMARKS NO

Ventilation / Depressurisation System Identification: NO

REMARKS

II-1-NSRS-4

ORIGINAL

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: NO Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Ashore Facilities Military Identification Ashore Major Civilian Facilities Identification TUP 1 system HM Naval Base Clyde, Faslane 72 (plus 30 additional in Deck Reception and SRV) 6 bar 6 bar Yes – C-17 and bigger NO See FRA, NOR, GBR Sections

ATP 57(B) REMARKS

REMARKS

See FRA, NOR, GBR Sections

Significant Airport / Seaport combinations Airport identification See FRA, NOR, GBR Sections

REMARKS

II-1-NSRS-5

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-NSRS-6

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

POLAND

II-1-POL-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-POL-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
REQUEST of SMER ASSISTANCE NATIONAL AUTHORITY Contact Details (phone POC – PLN Duty SAR Officer number, fax, PLA) phone number: +48 58 6263660 fax number: +48 58 6202056 mail: arsc@mw.mil.pl SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone number, fax, PLA) PLN HQ SAR DEPARTMENT Contact Details (phone Phone: +48 58 626 3363 number, fax, PLA) + 48 603 776 732 Fax: +48 58 626 3720 Email: witoldk@mw.mil.pl ESCAPE AND RESCUE SPECIALIST Contact Details (phone Phones: +0048 58 6266886 number, fax, PLA) +00 48 58 626 36 60;, (OOD) Fax: +0048 58 626 66772 Email: wof3fo@mw.min.pl SPAG Contact Details (phone number, fax, PLA) Submarine Rescue System Identification No REMARKS

REMARKS

Submarine Rescue Vehicle (SRV) Identification No Submarine Rescue Chamber (SRC) Identification No Remotely Operated Vehicles (ROV) Identification ACHILLE / SAAB SEAEYE FALCON Numbers 1/1 II-1-POL-3

REMARKS

REMARKS

REMARKS

ORIGINAL

ATP 57(B) Location(s) Maximum depth Maximum current Air portable Features On board ORP PIAST 100 m./ 300m 1 kn/ 3kn Yes / yes 1 camera, 1 manipulator, 1 sonar/ camera 2, manipulator 1, sonar 1 Remotely Operated Vehicles (ROV) Identification BENTHOS MK 2/ SAAB SEAEYE FALCON Numbers 1/1 Location(s) On board ORP LECH Maximum depth 300 m / 300m Maximum current 1 kn/3kn Air portable Yes / yes Features 1 camera, 1 manipulator, 1 sonar/ camera 2, manipulator 1, sonar 1 ADS NO

REMARKS

REMARKS

Ventilation / Depressurisation System Identification: NO

REMARKS

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: ORP LECH, ORP PIAST Location(s): GDYNIA Rescue elements ROV, POD, embarked TUP Capability no Diving capability 90m Decompression Yes 6 persons Chamber capabilities Helicopter capable no Maximum Speed of 16.0 knots Advance 4 points mooring/DP 4 points mooring (Class) Other Specifications: UT- 2000 Compression Chambers Yes Portable Identification Total amount 1 Location GDYNIA Max. capacity (Persons) 2

REMARKS Ventilation – 100m

REMARKS 1 Built into lorry POLAND

II-1-POL-4

ORIGINAL

ATP 57(B) Max. Working pressure Transfer under pressure Air portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure 10 MPa Yes No Containerized Chamber System 2 GDYNIA 14 10 MPa YES Yes Yes ORP PIAST / ORP LECH/ ORP ZBYSZKO / ORP MACKO 4 18 10 MPa No POLAND

4 281 / 282 R – 14 / R – 15 1/1/1/1 6/6/3/3 Any ship

Polish Naval Academy Gdynia 10 12 MPa No Military Diving School Gdynia Gdynia 4 7 MPa No

POLAND

POLAND

National Centre for Hyperbaric Medicine Gdynia 8/10/12 20 / 6 / 3 MPa YES

www.hiperbaria.gdynia.pl POLAND

Significant Airport / Seaport combinations Airport identification EPOK, OKSYWIE TOWER – 128,500 kHZ, phone number (048) (058) 6268032 ARP : 54034’46,67’’N ; 018031’01,77’’E RUNWAY 13 / 31 ( 2500 m x 60 m ) concrete PCN 46 / R / B / W / T II-1-POL-5

REMARKS

ORIGINAL

ATP 57(B)

Airport capability Seaport identification

Airport can protect landing e. g. AN-124, 130. Capacity of crane – 6,3t Capacity of forklift- 2t Gdynia Port http://www.port.gdynia.pl/a_index.php Gdańsk Port http://www.portgdansk.pl/en Oksywie – Gdynia – 10 km

C-

Seaport capability Road distance inbetween (km)

II-1-POL-6

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

PORTUGAL

II-1-PRT-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-PRT-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone COMANDO NAVAL (NAVAL COMMAND) number, fax, PLA) SUBOPAUTH (SUBMARINE SQD) (DELEGATED FROM NAVAL COMMAND) REMARKS PHONE +351 214 401 919 PHONE +351 214 401 950 FAX +351 214 401 954 PHONE +351 212 768 214 FAX +351 212 768 228 To address formal signal:
TO RPFNB/COMNAV INFO RPFOD/DRISUB RPFNA/MAIORMAR RPFM/HOSPITALMAR RPFNB/MRCC LISBOA

SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone HOSPITAL DE MARINHA (NAVAL HOSPITAL) number, fax, PLA) SUBMARINE SQUADROM (NAVAL BASE) SUBOPAUTH DUTY OFFICER ESCAPE AND RESCUE SPECIALIST Contact Details (phone number, fax, PLA) Commander of Portuguese Submarine Force SPAG Contact Details (phone number, fax, PLA) No Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure No

PHONE +351 218 840 821 FAX +351 218 840 802 PHONE +351 212 768 233 FAX +351 212 768 228 PHONE +351 919 760 699 M1A23735@marinha.pt

REMARKS

No

II-1-PRT-3

ORIGINAL

Deep Diving capabilities

Yes

ATP 57(B) Divers team equipped with semi-closed breathing apparatus CARLETON VIPER+, HELIOX autonomous diving.

ROV ADS Ventilation

Yes No Yes

Submarine Squadron equipped with one BAUER KOMPRESSOREN (High Pressure Breathing Air Compressor) from UTILUS CAPITANO MARINER and 70 air lines of 10 mts each interconnectable. All necessary gear to assemble to submarines is available.

SPAG capable Dedicated MOSHIP / VOO

No No

Submarine Rescue Vehicle (SRV) Identification No Submarine Rescue Chamber (SRC) Identification No Remotely Operated Vehicles (ROV) Identification Phantom S2, Deep Ocean Engineering Numbers One equipment Location(s) Navy Hydrographic Institute, Lisbon Maximum depth 100 m Maximum current 3 knots Air portable Yes – total weight 720 kg to 970 kg (with generator) Features Two command and control racks with: joy-stick, video monitor, sonar display monitor, command and control unit to acoustic positioning, giro, computer; Umbilical cable with 100 m; Vehicle with two vertical and two horizontal motors, rotating arm, lights, colour video camera and high definition black and with camera, varied sensors (pressure, turn counter, fluxgate), high resolution circular sonar; Acoustic positioning.

REMARKS

REMARKS

REMARKS

II-1-PRT-4

ORIGINAL

ATP 57(B) ADS Identification REMARKS No

Ventilation / Depressurisation System Identification: Numbers: Location(s): Specifications: Dedicated Moship STANAG 1450 interfaces available BAUER KOMPRESSOREN One equipment Lisbon Naval Base All necessary gear available No Under evaluation

REMARKS Associated with 70 air lines/10 mts each

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: No Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Facilities Military Identification Yes COMEX CX1500 One Lisbon Naval Base 5 persons 6 bar No Yes

REMARKS

REMARKS Container:6.05x2.44x2.59 mts; Weight 9800Kgs
PHONE: +351 212 768 233

Details of gas mixture: Air / Oxygen / Nitrox Means of transport: Air, truck, ship

No

HAUX STAMED 2200/10 Lisbon Naval Hospital 12 persons 11 bar No

Details of gas mixture: Air / Oxygen / Nitrox

COMEX PRO CX 2000 II-1-PRT-5 ORIGINAL

ATP 57(B) Location Max capacity (Persons) Max. working pressure Transfer under pressure Lisbon Naval Hospital 10 persons 6 bar No Details of gas mixture: Air / Oxygen / Nitrox

Significant Airport / Seaport combinations Airport identification Several studies being developed

REMARKS Under study the Airport and Seaport combination as follows: Lisbon Internacional Airport / Lisbon Seaport, Lisbon Internacional Airport / Setubal Seaport, Beja Air Base / Oporto Internacional Airport / Leixoes Saeport, Madeira Internacional Airport / Funchal Seaport and Lajes Airbase / Praia da Victoria Seaport.

Airport capability Seaport identification Seaport capability Road distance in-between (km) Road limitations

Several studies being developed Several studies being developed Several studies being developed Several studies being developed Several studies being developed

II-1-PRT-6

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

SPAIN

II–1–ESP-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II–1–ESP-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance Contact Details (phone number, fax, PLA) NATIONAL AUTHORITY AJEMA/Spanish Navy Staff/ Submarine Department +34 913725182 Duty Officer +34 913795187/913124177 REMARKS If necessary, more spanish POC's can be found in ISMERLO web page (National Contacts)

SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Spanish Navy Diving Center (CBA), Estación number, fax, PLA) Naval La Algameca 30209 (Cartagena). Phone Number +34-968127170/fax 9687175 ESCAPE AND RESCUE SPECIALIST Contact Details (phone COMSUBMAR (SUBOPAUTH), Flotilla de number, fax, PLA) Submarinos, Arsenal de Cartagena (Cartagena). Phone Number +34 968127533 SPAG Contact Details (phone number, fax, PLA) ----Special Combat Divers Unit (UEBC) could be deployed if requested and authorised.

Submarine Rescue System Identification

REMARKS ------

Submarine Rescue Vehicle (SRV) Identification

REMARKS ------

Submarine Rescue Chamber (SRC) Identification

REMARKS ------

II–1–ESP-3

ORIGINAL

ATP 57(B) Remotely Operated Vehicles (ROV) Identification SCORPIO-03 (75HP) Numbers 1 Location(s) On board SPS “NEPTUNO” (A-20) Maximum depth 600 mts Maximum current 2,5 knots Air portable NO Features Sonar SIMRAD-971, Pinger HPR-400 (Kongsberg), cameras: 2 colour/1 B/W, Flasher: 4, Steel cable cutter (∅ 25 mm), net shears (∅15mm), rope cutter (∅75 mm), ELSS POD posting grab REMARKS

Remotely Operated Vehicles (ROV) Identification NAVAJO Numbers 1 Location(s) On board SPS “NEPTUNO” (A-20) Maximum depth 300 mts Maximum current 1 knots Air portable yes Features Sonar Tritech Miniking, Cameras: 1 colour, 1 B/W, flasher, weight: 55 Kg.

REMARKS

Used for inspections

Remotely Operated Vehicles (ROV) Identification PLUTO PLUS Numbers 7 Location(s) On board SPS MHC (“SEGURA” class) Maximum depth 200 mts Maximum current 4/2 knots Air portable yes Features Navigational Sonar Max. range 60mts, identification sonar 8 mts, Cameras: 1 colour, flasher, weight: 400 Kg.

REMARKS

ADS Identification

REMARKS ------

Ventilation / Depressurisation System Identification: Numbers: 1 Location(s): O/B SPS “NEPTUNO” (A-20) II–1–ESP-4

REMARKS

ORIGINAL

Ventilation / Depressurisation System Specifications: Max depth 200 mts Dedicated Moship Yes (SPS “NEPTUNO”) STANAG 1450 Yes interfaces available

ATP 57(B) REMARKS

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: SPS “NEPTUNO” (A-20) Location(s): Estación Naval La Algameca 30209 (Cartagena) Rescue elements -----embarked TUP Capability YES Diving capability Decompression Chamber capabilities Helicopter capable Maximum Speed of Advance 4 points mooring/DP (Class) Other Specifications: Up to 90 mts 2 (4 persons per chamber) NO 11 YES (max bottom depth 150 mts)

REMARKS Rescue support ship

From diving chamber to decompression chamber. One with NATO coupling

Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ships name / Class Total amount of ships Max. Capacity (Persons) 01, 02, 03, 04, 05 5

REMARKS

See Note 1 and 2. 3 to 4 + 1 5 to 7,5 atm YES YES “SEGURA” class (MHC) 6 3+1 7,5 atm YES 14.5 knots “HESPERIDES” 1 3+1 II–1–ESP-5 ORIGINAL

Homeport: Cartagena

Compression Chambers Max. Working pressure 7,5 atm Transfer under pressure YES Maximum SOA 15 knots Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA “NEPTUNO” (Escape and Rescue support ship) 1 2/4 + 2 20 atm/10 atm YES 11 knots

ATP 57(B) REMARKS

Homeport: Cartagena

Homeport: Cartagena See Note 2

Ashore Military Facilities Identification Location Spanish Navy Diving Center (CBA), Estación Naval La Algameca 30209 (Cartagena). Max capacity (Persons) 6+2 Max. working pressure 10 atm Transfer under pressure YES Ashore Major Civilian Facilities Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure

See Note 2

Significant Airport / Seaport combinations Airport identification BARCELONA (LEBZ) Airport capability Runway 3552 mts. Seaport identification BARCELONA Seaport capability Road distance in18 Km between (km) Road limitations Airport identification Airport capability Seaport identification Seaport capability Road distance inbetween (km) Road limitations MURCIA/SAN JAVIER (LELC) RUNWAY 2300 mts CARTAGENA 65 Km

REMARKS 41º17’.8N/002º04’.7W

37º46’.5N/000º48’.7W

II–1–ESP-6

ORIGINAL

ATP 57(B)

Significant Airport / Seaport combinations Airport identification ROTA NAVAL BASE (LEFA/LERT) Airport capability Runway 3690 mts. Seaport identification ROTA NAVAL BASE Seaport capability Road distance in2 Km between (km) Road limitations Airport identification Airport capability Seaport identification Seaport capability Road distance inbetween (km) Road limitations Airport identification Airport capability Seaport identification Seaport capability Road distance inbetween (km) Road limitations STA CRUZ DE TENERIFE (GCXO) Runway 3400 mts. STA CRUZ DE TENERIFE 18 Km

REMARKS 36º38’.7N/006º20’.95W

28º29N/016º20’.5W

SANTIAGO (LEST) Runway 3200 mts. CORUÑA 70 Km

42º53’.8N/008º24’.9W

Note 1. Portable chambers 01 to 05 are based in following places: 01 and 02: Cartagena, Spanish Navy Diving Center (CBA) Estación Naval La Algameca 30209 (Cartagena). Phone Number +34-968127170/fax 9687175; 03: Las Palmas, Diving Unit, C/ León y Castillo, 300. Arsenal Militar 35060 Las Palmas. Phone number +34 928443129/fax 928443113; 04: Cádiz, Diving Unit, E.N. Puntales, 11011, Cádiz. Phone number: +34 956599390/fax 956599385; 05: Ferrol, Diving Unit, E.N. La Graña, Ferrol, (La Coruña), Phone Number: +34 981346206/fax. 981.336206

Note 2. More decompression chambers are available, but, in order to reduce this annex, information has been focused on main chambers. Spanish Navy Diving Center (CBA) personnel establish periodically contacts with civilian organisms for updating a database with all military and civilian decompression chambers that could be used for treatment of decompression diseases.

II–1–ESP-7

ORIGINAL

ATP 57(B)

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II–1–ESP-8

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

SWEDEN

II-1-SWE-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-SWE-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
REQUEST of SMER ASSISTANCE NATIONAL AUTHORITY Contact Details (phone SWEDISH ARMED FORCES number, fax, PLA) JOINT FORCES COMMAND DUTY OFFICER +46-8-7888111 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Ref ISMERLO homepage number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone Ref ISMERLO homepage number, fax, PLA) SPAG Contact Details (phone N/A number, fax, PLA) Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed Swe SRS Karlskrona 35 rescuees N/A 450 m 6 bar Wetbell (60 m) Yes No No No HSwMS Belos For portable ROV system, space for 20 ft container skid For towing URF: normal tug (see also datasheet on ISMERLO homepage) REMARKS

REMARKS

Onboard HSwMS BELOS Onboard HSwMS BELOS and portable system on 20 ft container skid

II-1-SWE-3

ORIGINAL

ATP 57(B) Submarine Rescue Vehicle (SRV) Identification URF Location Karlskrona Tethered No Manipulators No Rescue capacity 35 rescuees Transfer under 6 bar ATA pressure Maximum Rescue 450 m depth Minimum Rescue 20 m depth Maximum sea state 4 (for launch and recovery with MOSHIP) Maximum current 2,5 knots Endurance 40 hrs as specified below: Towing to site: 10 hrs Search and operation phase: 10 hrs Towing from site: 10 hrs Safety margin: 10 hrs Mating angle (roll, Maximum roll: 45 degrees pitch) Maximum pitch 30 degrees Main dimensions Length overall: 13.9 m (length, weight, height Width overall: 3.2 m etc.) Height without “mating“ skirt: 3.47 m Draught (surfaced): 3.1 m Height including “mating“ skirt: 4.06 m Weight: 52000 kg in air Air portable AN-124 and AN-225 REMARKS

Depending on Sea-state

During towing to and from site: external power supply, no battery charging

Submarine Rescue Chamber (SRC) Identification N/A Location Rescue capacity Maximum Rescue depth Minimum Rescue depth Maximum sea state Maximum current Mating angle (roll, pitch) Main dimensions Air portable Remotely Operated Vehicles (ROV) Identification ARGUS, Bathysaurus Numbers 1 Location(s) HSwMS Belos (Karlskrona) II-1-SWE-4

REMARKS

REMARKS

ORIGINAL

ATP 57(B) Maximum depth Maximum current Air portable Features Identification Numbers 1000 m 3 knots No 1 Schilling grabber 1 Schilling Orion 7 function manipulator ARGUS, Rover MK 2 4 Depending on depth and conditions Cutter, grinder, drill, suction/flushing pump 1 portable. Mounted on 20 ft container skid. 1 permanently installed onboard HSwMS BELOS Depending on depth and conditions Mounted on 20 ft container skid. Grabber, cutter

Location(s) Maximum depth Maximum current Air portable Features ADS IdentificatIon

HSwMS Belos, Karlskrona and Stockholm 1000 m 3 knots 1 portable 2 Hydrolek manipulators

REMARKS N/A

Ventilation / Depressurisation System Identification: N/A

REMARKS

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: HSwMS BELOS Location(s): Karlskrona Rescue elements SRV URF, ROV’s, Decompression system, embarked adapter for UK SRS LR-5 TUP Capability 6 Bar ATA Diving capability 60 m Decompression 40 persons (in total incl med staff asf) Chamber capabilities Helicopter capable Sikorsky S 61 N Maximum Speed of Advance 4 points mooring/DP Other Specifications: 12 knots DP class 2 ROV capability: 1000m Submarine search equipment: Tow fish sonar Under water telephone: Slingsby 126 Cranes: 100 ton / 500 m wire 10 ton / 150 m wire II-1-SWE-5

REMARKS

Helipad: Ø = 22,2 m Max rotor: Ø=18,90 m Max weight: 9 300 kg

BELOS Class: DNV +1A1 ICE-C SUPPLY VESSEL SF DSV-1E0 DYNPOS-AUTR ORIGINAL

ATP 57(B) Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure MK-chambers 4 Stockholm, Karlskrona, Eksjö, Boden 4 6 ATA Yes Yes, installed in 20 ft containers HSwMS BELOS 1 40 35 ATA Yes 12 knots Royal Swedish Navy Compression Chambers ashore are situated in Karlskrona. Karlskrona, Karlskrona: Lower DCC: 6 +3 persons Upper DCC: 4 + 2 Persons Karlskrona: Lower DCC: 6 ATA Upper DCC: 8 ATA Yes REMARKS

3 in lock 2 in lock

Karolinska universitetssjukhuset Stockholm Approx 20 4 ATA Yes

With DUOCOM only

Significant Airport / Seaport combinations Airport identification Kallax (LLA), Lulea Airport capability AN-124 Seaport identification Lulea hamn Seaport capability Maximum depth in meters: 12,0 m Number of quays/length: 6 / 1 700 m. Number of cranes/capacity: 4 / 18 - 40 tonnes LoLo container crane capacity: - tonnes RoRo facilities, depth: 9,0 m, length 120 m Road distance in-between 3 km (km) Road limitations II-1-SWE-6

REMARKS

ORIGINAL

ATP 57(B) Significant Airport / Seaport combinations Airport identification Skavsta (NYO) Stockholm/Nykoping Airport capability AN-124 Seaport identification Oxelosund Seaport capability Maximum depth in meters: 16,5 m Number of quays/length: 11 / 1 382 m Number of cranes/capacity: 6 / 36 tonnes LoLo container crane capacity: 36 tonnes RoRo facilities: 2 / 8 m depth Road distance in-between (km) Road limitations Airport identification Airport capability Seaport identification Seaport capability 21 km REMARKS

Mobile cranes with capacity over 100 tonnes is available in the area.

Sturup (MMX), Malmoe AN-124 Malmoe ports Maximum depth in meters: 13,5 m Number of quays/length: >50 / 16,5 km Number of cranes/capacity: 18 / 120 tonnes LoLo container crane capacity: 5 / 50 tonnes RoRo facilities: >10 / 10 m depth 31 km

Mobile cranes with capacity over 100 tonnes is available in the area.

Road distance in-between (km) Road limitations Airport identification Airport capability Seaport identification Seaport capability

Landvetter (GOT) Gothenburg AN-124 Ports of Gothenburg Maximum depth in meters: 19,6 m Number of quays/length: 60 / 10 km Number of cranes/capacity: 10 / 6 – 72 tonnes LoLo container crane capacity: 40 - 70 tonnes RoRo facilities, depth: 12 m, length 2,150 m 30 km

Mobile cranes with capacity over 100 tonnes is available in the area.

Road distance in-between (km) Road limitations

II-1-SWE-7

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-SWE-8

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

THE NETHERLANDS

II-1-NLD-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-NLD-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone KLTZT H.C. de Weerd tel: 0223652338 / number, fax, PLA) 06-53378971 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone KLTZAR R.A. v Hulst tel: 0223653214 number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone LTZT 2OC J.J.M. Bogaert tel: 0223653709 / number, fax, PLA) 06-44904969 SPAG Contact Details (phone N/A number, fax, PLA) Submarine Rescue System Identification N/A REMARKS HC.deWeerd@Mindef.nl RA.v.Hulst@Mindef.nl JJM.Bogaert.01@mindef.nl

REMARKS

Submarine Rescue Vehicle (SRV) Identification

REMARKS N/A

Submarine Rescue Chamber (SRC) Identification

REMARKS N/A

Remotely Operated Vehicles (ROV) Identification

REMARKS N/A

ADS IdentificatIon

REMARKS N/A

II-1-NLD-3

ORIGINAL

ATP 57(B) Ventilation / Depressurisation System Identification: N/A REMARKS

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: N/A Compression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Max. Working pressure Transfer under pressure Decom Pack 15 S&B Sewaco KBW Den Helder 4 6 bar NO Yes Cerebus class diving vessel, 4 4 6 bar No 1200 Medusa Diving Technical Centre Den Helder 8+4 10 bar No

REMARKS

REMARKS

Homeport: Den Helder

Gas Mixture (O2 / Heliox)

DDS Den Helder 8 6 bar No 6 bar NO

Significant Airport / Seaport combinations Airport identification ------------

REMARKS

II-1-NLD-4

ORIGINAL

ATP 57(B)

PART II

CHAPTER 1

TURKEY

II-1-TUR-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-1-TUR-2

ORIGINAL

ATP 57(B)

DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone TU NAVY OPERATION CENTRE number, fax, PLA) Tel: +90 312 403 2222 (Operation Officer) Tel: +90 312 403 3093 (Watch Officer) Fax: +90 312 417 3065 Signal Message Address: CINCTURNAV TU NAVY SUBMARINE OPERATING AUTHORITY: Tel: +90 262 414 6601 (Ext. 1507) (Operation Officer) Tel: +90 262 414 6601 (Ext. 1515) (Watch Officer) Fax: +90 262 412 4901 Signal Message Address: COMTURSUBGROUP UNDERWATER AND SALVAGE COMMAND Tel: +90 216 424 1480 (Ext. 5907 – 5903 - 5601) Fax: +90 216 424 1378 Signal Message Address: COMTURRESGROUP TURKISH NATIONAL HQ IN BLACK SEA (COMSUBBLACK) Tel: +90 262 413 5224 (Commercial) (Operation Office) Tel: +90 262 414 6601 (Ext. 1547) Fax: +90 262 413 5224 Signal Message Address: COMSUBBLACK SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Diving and Submarine Medical Officer, Submarine number, fax, PLA) Fleet Tel: +90 262 414 6601 (Ext. 1780 – 1764) Fax: +90 262 412 4901 Signal Message Address: COMTURSUBGROUP REMARKS

For all requests for Turkish Navy assistance in a submarine escape and rescue scenario a signal request should be sent to: CINCTURNAV INFO COMTURSUBGROUP COMSUBBLACK COMTURRESGROUP Phone requests should be made to Turkish Navy Operations Centre at +90 312 403 2222 to be followed by a signal as soon as possible. The Operation Center will coordinate the TU response.

II-1-TUR-3

ORIGINAL

ATP 57(B) Diving Medical Officer, Underwater and Salvage Command Tel: +90 216 424 1480/81 Fax: +90 216 424 1378 Signal Message Address: COMTURRESGROUP Undersea and Hyperbaric Medicine Physician, GATA Haydarpasa Training Hospital Tel: +90 216 542 2020 (Ext. 2970) Tel: +90 216 542 2738 – 2739 Fax: +90 216 542 2609 ESCAPE AND RESCUE SPECIALIST Contact Details (phone SUBMARINE SEARCH AND RESCUE number, fax, PLA) COORDINATION BOARD Tel: +90 262 414 6601 (Ext. 1770 - 1780) Fax: +90 262 412 4901 Signal Message Address: COMTURSUBGROUP UNDERWATER AND SALVAGE COMMAND Tel: +90 216 424 1480 (Ext. 5907 – 5903) Fax: +90 216 424 1378 Signal Message Address: COMTURRESGROUP TURKISH NAVY SUBMARINE ESCAPE TRAINING TANK Tel: +90 (0) 262 414 6601(Ext. 1779) (Head of SETT) Tel: +90 (0) 262 414 6601 (Ext. 1780) (Submarine Medical Officer) Fax: +90 (0) 262 412 4901 Signal Message Address: COMTURSUBGROUP SPAG Contact Details (phone number, fax, PLA) SEARCH AND RESCUE PARA TEAM Tel: +90 216 424 1480 (Ext. 5907 – 5903) Fax: +90 216 424 1378 Signal Message Address: COMTURRESGROUP

Submarine Rescue System Identification: Location: SRV (Rescue Capacity): SRC (Rescue Capacity): Rescue Depth: Transfer Under Pressure: Turkish Navy Rescue System Beykoz / ISTANBUL N/A 6 183 m No II-1-TUR-4

REMARKS

ORIGINAL

ATP 57(B) Deep Diving Capabilities: ROV: ADS: Ventilation: SPAG Capable: Dedicated MOSHIP/VOO: VOO Specifications Needed: HEO2 Yes Yes Yes Yes No -

Submarine Rescue Vehicle (SRV) No

REMARKS

Submarine Rescue Chamber (SRC) Identification: Mc-Cann Bell Location: Beykoz / ISTANBUL (Onboard TCG AKIN) Rescue Capacity: 6 persons Maximum Rescue Depth: 183 m Minimum Rescue Depth: Maximum Sea State: 5 Maximum Current: 2,5 Mating Angle (roll, pitch) 30 Main Dimensions: Radius : 7 feet Height : 11 feet 6 inches Air Portable: No

REMARKS ASR Type Ship

Remotely Operated Vehicles (ROV) Identification: SEA LION Numbers: 1 Location(s): Beykoz / ISTANBUL Maximum Depth: 1000 m Maximum Current: 3 Air Portable: Yes Features: Lift Bag Inflator Manipulator Water Jet-Pump Cable Cutter and Rotator (20 mm wire rope) Emergency Beacon Navigation Tracking System 25 Kg Lift Capacity Depth Sensor Sector Scanning Sonar Close up Zoom Color TV Camera Silicon Intensified Target (SIT) Low Light Camera II-1-TUR-5

REMARKS

Onboard TCG KEMER

ORIGINAL

ATP 57(B)

Remotely Operated Vehicles (ROV) Identification: SEA STAR Numbers: 1 Location(s): Beykoz / ISTANBUL Maximum Depth: 300 m Maximum Current: 3 Air Portable : Yes Features: Depth Sensor Sector Scanning Sonar Silicon Intensified Target (SIT) Low Light Camera Color TV Camera

REMARKS

Onboard TCG KEMER

ADS Identification: Numbers: Location(s): Maximum Depth: Maximum Current: Air Portable: Features:

REMARKS ADS-1200 1 Beykoz / ISTANBUL 365 m 3 Yes Depth Sensor Sonar Emergency Beacon SIT, Pan and Tilt Coloured Camera Integrated Positioning System

Ventilation / Depressurisation System Identification: Ventilation System Numbers: 1 Location(s): Beykoz / ISTANBUL Specifications: Working Depth : 365 m Dedicated Moship: No STANAG 1450 interfaces available: No

REMARKS

Onboard TCG AKIN

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: TCG AKIN Location(s): Beykoz / ISTANBUL Rescue Elements Embarked: Mc-Cann Bell TUP Capability: No Diving Capability: SCUBA - HEO2 up to 100 m II-1-TUR-6

REMARKS ASR Type Rescue Ship

ORIGINAL

ATP 57(B)

Decompression Chamber Capabilities: Helicopter Capable: Maximum Speed of Advance: 4 Points Mooring/DP (Class) Other Specifications:

2 Double-lock Recompression Chambers No 12 kts 4 Points Mooring Diving Medical Officer onboard (A designated Medical Department), Underwater work tools and salvage equipments onboard.

Compression Chambers Portable Identification: Total Amount: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Air Portable: Identification: Total Amount: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Air Portable: Identification: Total Amount: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Air Portable: Double-Lock Chamber 3 Beykoz / ISTANBUL Marmaris / MUGLA 2 5,5 kg/cm² Yes Yes One-Lock Chamber 1
Iskenderun / HATAY

REMARKS

Underwater and Salvage Command (2 of 3)

Aksaz Naval Base Command (1 of 3)

1 5,5 kg/cm² Yes Yes One-Lock Chamber 5
Mayin Filosu Komutanligi Erdek / BALIKESIR

Iskenderun Naval Base Command

2 5,5 kg/cm² No Yes

All One-Lock Recompression Chambers are located onboard Mine Hunting Ships.

II-1-TUR-7

ORIGINAL

ATP 57(B)

Identification:

Double-Lock Chamber

All Double-Lock Recompression Chambers are located onboard AYDIN CLASS Mine Hunting Ships.

Total Amount: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Air Portable: Built into Ships Ship’s Name / Class: Total Amount of Ships: Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Maximum SOA: Ship’s Name / Class: Total Amount of Ships: Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Maximum SOA: Ship’s Name / Class: Total Amount of Ships: Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Maximum SOA: Ship’s Name / Class: Total Amount of Ships: Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Maximum SOA: Ship’s Name / Class: Total Amount of Ships: Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Maximum SOA:

5
Mayin Filosu Komutanligi Erdek / BALIKESIR

2 5 kg/cm² Yes Yes

TCG AKIN (ASR) 1 2 RC 8 Each, Total 16 6.8 kg/cm², 225 fsw No 12 Kts. TCG AG-6 (ABU) 1 3 6.8 kg/cm², 225 fsw No 12 Kts. TCG ISIN (ARS) 1 8 Each, Total 16 6.8 kg/cm², 225 fsw No 12 Kts. TCG AG-5 (ABU) 1 2 6.8 kg/cm², 225 fsw No 11 Kts. TCG AKBAS (ATS) 1 3 6.8 kg/cm², 225 fsw No 12 Kts. II-1-TUR-8 ORIGINAL

ATP 57(B) Ashore Facilities Military Identification: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Identification: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Identification: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Identification: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Identification: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Identification: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure: Ashore Major Civilian Facilities Identification: Location(s): Max. Capacity (Persons): Max. Working Pressure: Transfer Under Pressure:

Double-Lock Chamber Narlidere / IZMIR 8 6.8 kg/cm², 225 fsw No Double-Lock Aluminum Chamber (IGLOO) Beykoz / ISTANBUL 8 10 kg/cm², 225 fsw No Double-Lock Aluminum Chamber Akdeniz Bolge K.ligi, MERSIN 8 6 kg/cm² No Double-Lock Aluminum Chamber Golcuk / KOCAELI 6 8 kg/cm² No Double-Lock Aluminum Chamber Golcuk / KOCAELI 6 6 kg/cm² No Double-Lock Three-Doors HBO Treatment Chamber Kadikoy / ISTANBUL 12 6 kg/cm² No

Southern Sea Area Command

Underwater and Salvage Command

Mediterranean Sea Area Command

Submarine Training Center, Submarine Escape Training Tank

Submarine Training Center, Submarine Escape Training Tank

GATA Haydarpasa Training Hospital, Undersea and Hyperbaric Medicine Clinic

One-Lock Chamber Capa / ISTANBUL 1 5 kg/cm² No

Hyperbaric Department, Faculty of Medicine, University of Istanbul

II-1-TUR-9

ORIGINAL

ATP 57(B) Significant Airport / Seaport Combinations Airport Identification: (1) ATATURK Airport (civilian) / ISTANBUL (2) SABIHA GOKCEN Airport (civilian) / ISTANBUL Airport Capability: C-17, C-130 J, A-400 M, ANTANOV Seaport Identification: a. Haydarpasa Port / ISTANBUL b. Derince Port / KOCAELI Seaport Capability: Not available yet Road Distance in-between (km): 1-a: 40 km; 1-b:120 km; 2-a:30 km; 2-b:50 km Road Limitations: Not available yet Airport Identification: (1) ADNAN MENDERES International Airport / IZMIR (2) Cigli Military Airfield / IZMIR Airport Capability: Seaport Identification: Seaport Capability: Road Distance in-between (km): Road Limitations: Airport Identification: Airport Capability: Seaport Identification: Seaport Capability: Road Distance in-between (km): Road Limitations: Airport Identification: Airport Capability: Seaport Identification: Seaport Capability: Road Distance in-between (km): Road Limitations: (1) C-17, C-130 J, A-400 M, ANTANOV (2) C-17, C-130 J, A-400 M Izmir Port Not available yet (1) 20 km (2) 10 km Not available yet* DALAMAN Airport / MUGLA C-17, C-130 J, A-400 M, ANTANOV Aksaz Naval Base Not available yet 90 km Not available yet (1) ADANA Airport/ADANA (2) INCIRLIK Airbase/ADANA C-17, C-130 J, A-400 M, ANTANOV Mersin Port Not available yet 80 km Not available yet REMARKS

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ATP 57(B)

PART II

CHAPTER 1

UNITED KINGDOM

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ATP 57(B)

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
Request of SMER Assistance NATIONAL AUTHORITY Contact Details (phone CTF311 number, fax, PLA) Tel: 0044 (0)1923 846366; …846371; …846375 Fax: 0044 (0)1923 846392 SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone Institute of Naval Medicine number, fax, PLA) Tel: 0044 (0)2392 584255 Fax: 0044 (0)2392 504823 Mobile: 0044 (0)7831 151523 ESCAPE AND RESCUE SPECIALIST Contact Details (phone SUBIPT SMERAS number, fax, PLA) Tel: 0044 (0)11791 33301; …33302; …33274 Fax: 0044 (0)11791 32950 Mobile: 0044 (0)7740 579082 SPAG Contact Details (phone SPAG number, fax, PLA) Tel: 0044 (0)2392 765108; …765777 Fax: 0044 (0)2392 765393 Mobile: 0044 (0)468 163595 (OCSETT) Mobile: 0044 (0)468 163594 (DOCSETT) 24Hr Pager: 0044 (0)1426 245100; …245101 Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure Deep Diving capabilities ROV ADS Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed UKSRS UKSRS HQ, Renfrew, Glasgow 16 Rescuees at 5 bar n/a 400m Yes Yes No No Yes No Generally 350 m2 for VOO’s with own handling system, 450 m2 for VOO’s which require UKSRS PHS. Min width for PHS 12m. II-1-GBR-3 REMARKS

Duty Diving Medical Officer

REMARKS

ATP 57(B)

Submarine Rescue Vehicle (SRV) Identification SRV LR5 Location UKSRS HQ, Renfrew, Glasgow Tethered No Free swimming manned rescue submersible Manipulators Yes Pod-posting claw, TA9 multi function manipulator, plus other cutters/guillotines/secateurs etc. Rescue capacity 16 Rescuees at 5 Bar Transfer under pressure Full transfer under pressure capability via Universal Deck Reception Chamber (UDRC), One Man Transfer Chambers (OMTC) and Type B Recompression Chambers. Also TUP capability onboard Belos via specific Deck Reception Chamber (DRC). Maximum Rescue depth 400m Minimum Rescue depth 15m (dependant on sea conditions and current) Maximum sea state Sea state 5 Maximum current 1.5 Knots (bottom current) 1 Knot (mating) Endurance 6 – 10 hrs Mating angle (roll, 60 degrees (bow up or bow down). pitch) Main dimensions Length – 9.3metres (length, weight, height Width – 3.0metres etc.) Height – 3.5metres Weight – 22.5tonnes Air portable Yes C5, C17 or AN124 only Submarine Rescue Chamber (SRC) Identification n/a Remotely Operated Vehicles (ROV) Identification RN Scorpio (No. 45) Numbers 1 in number Location(s) UKSRS HQ, Renfrew, Glasgow Maximum depth 1000m umbilical length Maximum current 3 knots Air portable Yes C130, under slung from Chinook helicopter or anything bigger

REMARKS

REMARKS n/a

REMARKS

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ATP 57(B) Features Vehicle: Length – 2.25m Width – 1.75m Height – 1.64m Weight – 1.6tonnes Container (tracking system) – weight 6 tonnes Container (spares) – weight 4.5 tonnes EFFER overboarding knuckle-boom crane Sonars/Homers: AMETEK 250A – 107 & 122 KHz Homing 27KHz TRITECH SEAKING 325 Hz & 675 Hz Cameras: 1 x SIT pan/tilt 1 x SIT fixed 1 x colour pan/tilt Fitted radiation monitor and UWT transducer 10KHz & 27 Khz Pod Posting Claw TA9 Multi-function manipulator 35mm Hydraulic Cutter

ADS IdentificatIon

REMARKS N/A

Ventilation / Depressurisation System Identification: n/a

REMARKS

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: n/a

REMARKS

Compression Chambers Portable Identification Total amount Type B First reaction stores at 6 Hrs Notice to Deploy 6 x 10 person

REMARKS

Length – 3.2m Width – 2.0m Height – 2.1m Weight – 1565kg

Location

Max. capacity (Persons)

3 x 10 man – Northern Diving Group, Clyde Submarine Base, Faslane, Dumbartonshire, Scotland. 3 x 10 man – Southern Diving Group, SDGHQ, HM Naval Base, Plymouth, Devon. 10 persons II-1-GBR-5

ATP 57(B) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location 7 Bar Yes Yes

Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure

Type A 1 x 15 person – Southern Diving Group, HM Naval Base, Plymouth, Devon, England 1 x 15 person – Northern Diving Group, Clyde Submarine Base, Faslane, Scotland. 1 x 15 person – SDU 2, HMS EXCELLENT, Whale Island, Portsmouth 15 Person 8 Bar Yes Type A QinetiQ, Alverstoke, Gosport, England, Hants 15 on BIBS 35.5 Bar No Type A QinetiQ, Alverstoke, Gosport, England, Hants 10 on BIBS 130 Bar No

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ATP 57(B) Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure II-1-GBR-7

Type A Haslar Hospital, Alverstoke, Gosport, England, Hants 8 7.5 Bar No Type A Queen Alexandra’s Hospital, Cosham, Portsmouth, England, Hants 11 7 Bar No Type A Submarine Escape Training Tank, Fort Blockhouse, Gosport, England, Hants, PO12 2AB 10 7 Bar No Type A Northern Diving Group, Clyde Submarine Base, Faslane, Dumbartonshire, Scotland 10 7 Bar No

Aberdeen – National Hyperbaric Centre

ATP 57(B)

Significant Airport / Seaport combinations Airport identification Airport capability Seaport identification Seaport capability Road distance inbetween (km) Road limitations

REMARKS Data to be supplied by Stuart Little NSRS

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PART II

CHAPTER 1

UNITED STATES OF AMERICA

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DETAILS OF NATIONAL FACILITIES ASHORE AND AFLOAT TO SUPPORT SUBSAR OPERATION

National Points of Contact
REQUEST of SMER ASSISTANCE NATIONAL AUTHORITY Contact Details (phone number, fax, PLA) SUBMARINE/HYPERBARIC MEDICAL SPECIALIST Contact Details (phone number, fax, PLA) ESCAPE AND RESCUE SPECIALIST Contact Details (phone number, fax, PLA) SPAG Contact Details (phone number, fax, PLA) Submarine Rescue System Identification Location SRV (rescue capacity) SRC (Rescue capacity) Rescue depth Transfer under pressure
Submarine Rescue Diving and Recompression System (SRDRS)

REMARKS

REMARKS

San Diego, California 16 6 (1600 lbs total) SRV - 2000 FSW/SRC – 850 FSW No

SRS-TUP configuration is currently under development and IOC is expected FY12.

Deep Diving capabilities ROV ADS Intervention System Ventilation SPAG capable Dedicated MOSHIP / VOO VOO Specifications needed

Yes No Yes No No No
• Minimum deck point loading capacity of 1,025

Maximum rescue depth is 2000 ft. 2000 FSW capability

pounds per square foot (5.0 tonnes per square meter). • Minimum deck load capacity of 500,000 lbs (227 tonnes). • Bulkhead with minimum scantlings of 7/16” (11.1 II-1-USA-3 ORIGINAL

ATP 57(B) mm) thickness and 6”x4”x0.375” (152.4mm x 101.6mm x 9.525mm) vertical angle stiffeners. Center to center spacing shall be no more than 24” (609.6mm) or structural equivalent. The bulkhead shall be at a distance of between 3 to 4 ft forward of the transom. Deck deflection must be greater than 6” in the vicinity of the SRS installation. • Structural bulkhead with minimum scantlings of 7/16” (11.1 mm) thickness and 6” × 4” × 0.375” (152.4 mm × 101.6 mm × 9.525 mm) vertical angle stiffeners center to center spacing shall be no more than 24” (609.6 mm), or structural equivalent. The bulkhead shall be at a distance of between 20 to 31 ft (6.7 to 9.5 meters) forward of the transom. • Capable of entering and maintaining a 4-point moor, or be equipped with a dynamic positioning system with an ABS classification of DPS-2 or IACS equivalent. • Allow for system operations in sea conditions up to and including Sea State 4, for recovery of the PRM in sea conditions up to and including Sea State 4, and for system survivability in sea conditions up to and including Sea State 6. • Capable of deploying the SRDRS from the ship’s stern and should have a maximum freeboard (distance from the waterline to the main deck) of 10 feet. Clear deck area of 98 feet (29.9 meters) in length and 34 feet (10.4 meters) in width in SRS configuration. Area of 88 feet (26.8 meters) in length and 33 feet (10.1 meters) in width in the SRSRCS configuration. Submarine Rescue Vehicle (SRV) Identification Pressurized Rescue Module (PRM) Location DSU, San Diego, CA Tethered Yes Manipulators No Rescue capacity 16 rescuees—including stretcher-bound rescuees Transfer under pressure No

REMARKS

Two (2) attendants SRS-TUP configuration is currently under development and IOC is expected FY12. See the Safe Mating Envelopes (SMEs) The SRS-RCS elements when installed on the deck of the VOO are capable of ORIGINAL

Maximum Rescue depth Minimum Rescue depth Maximum sea state

2000 FSW Shallow water operations are limited by environmental conditions. The SRS-RCS elements, when installed on the VOO with the system populated with rescuees, attendants and operators, is capable of operations in, up to and II-1-USA-4

Maximum current Endurance Mating angle (roll, pitch) Main dimensions (length, height, weight etc.) Air portable

including Sea State 4 for the following operational mission states: • PRM launch and descent • PRM submerged transit • Locate DISSUB • Dock and mate PRM/ DISSUB • Evaluate DISSUB conditions • Transfer of personnel—submerged • Demate and undock PRM/ DISSUB • PRM ascent and recovery • Dock and mate PRM/ DTL • Transfer of personnel—surface • Resupply—surface. 0-853 fsw - 2.5 knots 854-1509 fsw - 2.3 knots 1510-2000 fsw - 2 knot N/A: tethered system 45° list and 45° trim Transport dimensions: 25’ x 8’ x 8’ Operational dimensions with skirt: 25’x 8’x 14.5’ Yes

ATP 57(B) surviving Sea State 6 when the LARS is inboard and the PRM is secured and unoccupied with all hatches closed during the following operational mission states: • VOO transit • Localization at DISSUB • VOO return to port.

Submarine Rescue Chamber (SRC) Identification 8 & 21 Location DSU, San Diego, CA Rescue capacity 6 (1600 lbs total) Maximum Rescue depth 850 fsw Minimum Rescue depth 0 fsw Maximum sea state 2-3 (depending upon wind and moor status) Safe lifting practices apply and could reduce operational capability. Main concern is for the motion on overhead lift and recovery. Maximum current 2.8 kt steady on the bottom Mating angle (roll, 30° list and 30° trim pitch) Main dimensions 12 ft h – 7 ft d – 21,000 lbs Air portable Yes Remotely Operated Vehicles (ROV) – None ADS Identification Numbers Location(s) Maximum depth

REMARKS

REMARKS

REMARKS Hard Suit 2000 1-4 DSU San Diego, CA 2000 FSW LARS mode/950 FSW Hand Tended mode II-1-USA-5 ORIGINAL

ATP 57(B) Maximum current Air portable: Features: 0-853 FSW 2 knots 853-1509 FSW 1.2 knots 1509-2000 FSW 1 knot Yes Sonar, constant speed variable pitch 2 ¼ horse power thrusters, lights, digital camera

Ventilation / Depressurisation System – None

REMARKS

Diving and Submarine Rescue Support Ship / Dedicated MOSHIP Identification: None identified.

REMARKS

Recompression Chambers Portable Identification Total amount Location Max. capacity (Persons) Max. Working pressure Transfer under pressure Air portable Built into ships Ships name / Class Total amount of ships Max. Capacity (Persons) Max. Working pressure Transfer under pressure Maximum SOA Ashore Facilities Military Identification Location Max capacity (Persons) Max. working pressure Transfer under pressure Ashore Major Civilian Facilities Identification Location Max. Capacity (Persons) Max. Working pressure Transfer under pressure

REMARKS

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ORIGINAL

ATP 57(B) Significant Airport / Seaport combinations Airport identification Airport capability Seaport identification Seaport capability Road distance in-between (km) Road limitations

REMARKS

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PART II

CHAPTER 2 SUBMARINE SPECIFIC DATA GENERAL INSTRUCTIONS

Drawings to be inserted here as applicable They will have to be provided in JPEG (preferred) or BPMAT format. Drawings (Side view, Top view, etc.) will display submarine’s SMER equipment/devices location/salvage points, towing attachment points including “rip-out” towing bridal (if equipped) and contain related dimensions (heights, distances, length, width etc.) of the submarine hull and fin/sail. Special attention should be given to distances/dimensions between any obstructions and rescue seats.

GENERAL TEMPLATE

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SUBMARINE SPECIFIC DATA
DATA Submarine Class: Number of Compartments: Volume Rescue / Escape compartment: Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment(s): Single Escape trunk: Yes/no Two man escape trunk: Yes/no Compartment Escape (Rush escape): Yes/no Escape Suites: Yes/no (mention type and available number aboard) Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: Yes/no SRC capable: Yes/no POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Yes/no Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurisation Yes/No capabilities (STANAG 1450) Surface assisted emergency blowing Yes/No capabilities: Re-supply of BIBS/HP air capability: Yes/No REMARKS

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES EQUIPMENT
Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode:

REMARKS

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ORIGINAL

ATP 57(B) Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

Yes/no

Yes/no Yes/no

Yes/no

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water:

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ORIGINAL

ATP 57(B) Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Yes/No REMARKS

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ATP 57(B)

Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings:

Fwd

Aft

Fwd

Aft

Fwd

Aft

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PART II

CHAPTER 2

AUSTRALIA

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3.2M

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SUBMARINE SPECIFIC DATA
DATA Submarine Class: Collins Number of Compartments: 2 Volume Rescue / Escape compartment: Tunnel 3100 litres Escape tower 800 litres Volume / Pressure HP Air bottles with 33.6 million litres 27 – 29 Mpa connection to Rescue / Escape compartment(s): Single Escape trunk: Yes Two man escape trunk: No Compartment Escape (Rush escape): Yes Escape Suites: Yes (67 SEIE Mk 10 Modern) Maximum number of crew: 55 Number of Rescue Seats 1 (STANAG 1297): Seat Certification: Yes SRC capable: Yes POD Capable / possible limitations: Yes POD bags w/ropes pre-stored on board: No Dimensions Hatches and POD Trunks Yes (Transferred from STANAG 1391): Ventilation / Depressurization No capabilities (STANAG 1450) Surface assisted emergency blowing No capabilities: Re-supply of BIBS/HP air capability: No REMARKS

Fwd only

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Yes FWD SCYLLA 8.0875 No Yes FWD / AFT Slingsby A046 10, 25, 37.5, 43, 45 KHz No REMARKS

II-2-AUS-5

ORIGINAL

ATP-57(B) Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy SEEPIRB Frequency: Compartment: Endurance: Expendable Communication Buoy Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: 4x Fwd, 4x Aft 121.5, 243.0 MHz Fastfind Plus 24 Hrs Min Fwd, Aft FSS Mk N3 Mod 2, WS Mk N6 Mod 3 Red, White Smoke SERB Mk 2 121.5, 243.0, 406.025 MHz 8 x Fwd, 8x Aft 48 Hrs Min NIL Yes Fwd / Aft Yes 9.25± 0.5 KHz / 37± 0.5 KHz LYNDA U2 10 Days NIL

Fwd, Aft No

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS 216 hours Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal II-2-AUS-6 ORIGINAL

ATP-57(B) capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Based on stores held onboard each S/M Number of National Units O2 bottles/candles referred in liters: Based on stores held onboard each S/M 440 units FWD 440 units AFT 112 units FWD 112 units AFT 3000 Litres per SCOG

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: Gas Tech CO, CO2, HCN, HCL, O2, CL, NO, HF, CG, Otto Fuel Draeger CO, CO2, HCN, HCL, O2, CL, NO, Escape – O2, CO2 HF, CG 9 days 9 days 33.6 million litres 27 - 29 Mpa REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: 2500 78 m 8 metres 7.8 metres 1.5 metres Yes No N/A for CCSM N/A N/A At Casing: 14.64m At Top: 11.87m At Casing: 2.75m At Top: 4.66m 5.64m II-2-AUS-7 ORIGINAL REMARKS

Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m):

ATP-57(B) Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: 21.85m Not recommended for Towing Not recommended for Towing Fwd Stbd: 15.04m to the Fwd of pair Port: 12.95m to centre bollard of 3 Stbd: 1 group of 2 bollards Port: 1 group of 3 bollards 270mm 20T(200KN) 20T(200KN) Fwd 320mm x 109mm 4.1m from Fwd Perpendicular Aft 120mm x 40mm 55.26 from Fwd Perpendicular Aft Stbd: 47.94m to fwd of pair Port: 47.94m to centre bollard of 3 Stbd: 1 group of 2 bollards Port: 1 group of 3 bollards

20mm 228m (+/- 2m) 30T (295.3KN) Fwd 1 1 Aft 1 1

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PART II

CHAPTER 2 BULGARIA

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SUBMARINE SPECIFIC DATA
DATA Submarine Class: Number of Compartments: Volume Rescue Compartment: Volume / Pressure HP Air bottles inside rescue compartment(s): Single Escape trunk: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: REMARKS ROMEO 7 3 m3 No No Yes Yes 60 1 No Yes Yes No POD Trunk (650x1130 mm) Yes Yes Yes

Non fitted with NATO Common Rescue Seat (1600x1420 mm)

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT REMARKS Yes 1 14,7 kHz No No

Emergency Sonar Beacon/Noise Pinger No Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Yes 345 m Yes No No

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ORIGINAL

ATP-57(B) SEEPIRB No Personal Locator Beacon No Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: Yes 3 Green, Red Yes 3 Yes

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in 190 hrs hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: REMARKS Yes H2, CO2, O2 No No -

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): 1333 t 76,60 m II-2-BGR-6 ORIGINAL REMARKS

ATP-57(B) Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: 5,40 m 6,70 m 6,70 m Yes 50 m 7m -

Fwd 3m 4 0,3 m Fwd 150 mm 28 mm 175 m Fwd 1 -

Aft 65 m 4 0,3 m Aft -

Aft -

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PART II

CHAPTER 2

CANADA

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SUBMARINE SPECIFIC DATA
DATA Submarine Class: VICTORIA Number of Compartments: Two Volume Rescue / Escape compartment: Fwd: 361939L Volume / Pressure HP Air bottles with Fwd connection to Rescue / Escape 3 bottles @ .258cu m compartment(s): Single Escape trunk: Yes Two man escape trunk: No Compartment Escape (Rush escape): No Escape Suits: Yes Maximum number of crew: Fifty-five Number of Rescue Seats Two (STANAG 1297): Seat Certification: Yes SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurisation capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: Yes Yes, receive only. Yes 660.4 mm No No No Project underway to establish DP&V capability and fittings REMARKS Former UPHOLDER (UK) Aft: 767088L Aft 3 bottles @ .258cu m

USN certified for DSRV/SRC. Compatibility with LR5/NSRS is assumed. Certified for POD posting to 180 metres due to Escape Tower Hatch limitations.

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Control Room / Sonar Cabinet Space 2008NG 8.0875Khz No Weapon Stowage Compartment / Motor Room 2073 REMARKS

II-2-CAN-5

ORIGINAL

ATP-57(B) Frequency Transmitting: Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: 168Mhz – 310 Mhz Weapon Stowage Ccompartment / Motor Room 1-240Min set time Weapon Stowage Ccompartment / Motor Room Type 1 48 Hrs Weapon Stowage Ccompartment / Motor Room (3 each) 121.5Mhz & 243 Mhz TR 125 24 Hrs @ 20NM Weapon Stowage Ccompartment / Motor Room ADI / MK121 Red Flare / White Smoke 15-45 Sec / 55 Sec Weapon Stowage Ccompartment / Motor Room No Alert Mode 243Mhz 43Khz / 27Khz / 10Khz Pinger only

Weapon Stowage Compartment / Motor Room No 10Khz / 43Khz 2073 5hrs HF Ping / 7 Days LF Ping 1000M 406.025Mhz / 243Mhz 72 Hrs Yes No

II-2-CAN-6

ORIGINAL

ATP-57(B)

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

168 Hrs 125 LiOH Curtains / 7 days 130 Candles / 1900 L each

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: Nil Nil Analox II / Draeger O2,CO2 / CL2,H2/CO Fwd Escape EBS,3 bottle @ .258cu m, 7 Bar After Escape EBS,3 bottle @ .258cu m, 7 Bar REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height from water line (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): 2168 70.3 5.5 7.6 7.0/7.2 Yes 110 88.5 Towing from the fin not recommended 11.4 2.0 5.85 II-2-CAN-7 ORIGINAL REMARKS

ATP-57(B) Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: N/A N/A N/A Fwd N/A 3 203 20 20 Fwd N/A Each end of towing Hawser N/A 25.4 165 28.3 Fwd 1 1 Aft N/A 3 203 20 20 Aft nil

6 Shackles X 27.5 M

Aft 1 1

II-2-CAN-8

ORIGINAL

ATP-57(B)

PART II

CHAPTER 2

FRANCE

II-2-FRA-1

ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

II-2-FRA-2

ORIGINAL

ATP-57(B)

LE TRIOMPHANT CLASS (SSBN)

Escape panel (aft) HP air connector 17.00

Escape tower

Emergency buoy

Escape panel (forward)

12.60

32.75

73.80 80.98 111.75

21.30

138.00

II-2-FRA-3

ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

II-2-FRA-4

ORIGINAL

ATP-57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Triomphant Number of Compartments: 3 Volume Rescue / Escape compartment: 1800 m3 (forward) 2080 m3 (aft) 2900 (mid) 38 m3 / 250 bar (max.) Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment(s): Single Escape trunk: Yes Two man escape trunk: No Compartment Escape (Rush escape): No Escape Suites: Yes, Mk 10 (130) Maximum number of crew: 111 Number of Rescue Seats 1 (STANAG 1297): Seat Certification: Yes SRC capable: Yes POD Capable / possible limitations: No (UFN) POD bags w/ropes pre-stored on board: Yes Dimensions Hatches and POD Trunks 600 mm φ (Transferred from STANAG 1391): Ventilation / Depressurisation No (UFN) capabilities (STANAG 1450) Surface assisted emergency blowing No capabilities: Re-supply of BIBS/HP air capability: No REMARKS

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Aft TUUM 4A 8,8 kHz No Aft and forward TUUM 5 8,8 kHz No REMARKS

Emergency Sonar Beacon/Noise Pinger Compartment: Forward Remotely operated: Yes/no Frequency: 8,8 and 35 kHz II-2-FRA-5 ORIGINAL

ATP-57(B) Type: Endurance: Indicator buoy tethered EQUIPMENT ESUG 2A 90 days NO REMARKS

Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Personal Locator Beacon Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

143 and 406 MHz Forward 30 days NO NO

Forward Red, green, white

SURVIVABILITY / Emergency Life Support Stores (ELSS)
DATA Survivability of a standard crew, in 168 hours hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 4000 scrubbing material referred in kg: Number of National Units O2 1,000,000 bottles/candles referred in liters: REMARKS

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Permanent O2, CO2, CO, CFC, H2, Cl2 Dräger tubes O2, CO2, CO, Cl2, H2S… II-2-FRA-6 ORIGINAL REMARKS

EQUIPMENT Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: Both compartments, 38 m3 max, 250 bar

ATP-57(B) REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Fin Capability Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Other Information Number of Capstans: Number of Bullrings: 12680 138 10,65 12,60 13,65 0° NO NO Fwd 8 400 40 40 Fwd 1 retractable roller fairlead 10 m from forward perpendicular NO Fwd 1 1 Aft 8 400 40 40 Aft Removed before departure Aft REMARKS

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ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

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ORIGINAL

ATP-57(B)

RUBIS CLASS

Escape tower Ventilation (plug)

Emergency buoy Ventilation (plug)

Escape tower (forward)

10.00

7.60

14.15

73.10

II-2-FRA-9

ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

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ORIGINAL

ATP-57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: RUBIS Number of Compartments: 3 Volume Rescue / Escape compartment: 850 m3 (forward) 400 m3 (aft) 9750 l max at 250 bar Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment(s): Single Escape trunk: Yes Two man escape trunk: no Compartment Escape (Rush escape): no Escape Suites: MK 10 (92) Maximum number of crew: 75 Number of Rescue Seats 2 (STANAG 1297): Seat Certification: Yes SRC capable: Yes POD Capable / possible limitations: No POD bags w/ropes pre-stored on board: No Dimensions Hatches and POD Trunks 600 mm (Transferred from STANAG 1391): Ventilation / Depressurisation Yes capabilities (STANAG 1450) Surface assisted emergency blowing No capabilities: Re-supply of BIBS/HP air capability: Yes REMARKS

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Forward TUUM 3A 8,8 kHz No Aft and forward TUUM 5 8,8 and 35 kHz No Aft Yes/no 8,8 ESUG 2A II-2-FRA-11 ORIGINAL REMARKS

ATP-57(B) Endurance: Indicator buoy tethered EQUIPMENT 60 days NO REMARKS

Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Personal Locator Beacon Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: 243 MHz Forward 76 hrs NO NO Yes Forward Red, white, green

Forward No

SURVIVABILITY / Emergency Life Support Stores (ELSS)
DATA 168 forward (68 men) Survivability of a standard crew, in 312 hrs aft (7 men) hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 1740 scrubbing material referred in kg: 282 000 Number of National Units O2 bottles/candles referred in liters: REMARKS

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Permanent O2, CO2, CO, HFC, H2 Dräger tubes O2, CO2, CO, Cl2, H2S,… REMARKS

II-2-FRA-12

ORIGINAL

EQUIPMENT Fixed Emergency Breathing System Compartment, Volume and Pressure: Aft and forward, 9750 l / 250 bar

ATP-57(B) REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Bollards (if fitted) NO Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: Fwd Aft 2415 73,60 6,80 7,60 8,25 0 Yes 120 50 NO Fwd Aft REMARKS

27 mm 145 25 Fwd 1 Aft

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ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

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ORIGINAL

ATP-57(B)

PART II

CHAPTER 2

GERMANY

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ORIGINAL

ATP-57(B)

SUBMARINE CLASS : U 206 A

("U-15" - "U-18", "U-22" - "U-24")

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ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

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ORIGINAL

ATP-57(B)

SUBMARINE CLASS : U 212 A

("U-31" - "U-34")

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ORIGINAL

ATP-57(B)

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II-2-DEU-6

ORIGINAL

ATP-57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Number of Compartments: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: U 206 A 1 Yes 30 SPES Mk 3 28 U 212 A 1 Yes 41 SPES Mk 3 34

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Type: Frequency Transmitting: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft / indicator buoy EPIRB Number on board: Type: Endurance: Personal Locator Beacon Number on board: Frequency: Type: Endurance: Pyrotechnics (Flares) Number on board: Type: Colors: Endurance: Submarine Signal Ejector Number on board: Dimensions: U 206 A ELAC DSQC - 11B 8,0875 kHz (carrier) 8,8 kHz (CW-morse) 180 m 406,025 MHz & 121,500 MHz > 48 hrs Yes Yes 1 x inside liferaft / 1 x inside boat ACR GlobalFix 406 > 48 hrs 30 121,5 / 243,0 / 406,025 MHz Becker SAR MR 509 > 24 hrs 3/3 DM403A2 / DM13A2 red smoke / red flare 4 min. / 7 sec. 1 100 x 560 mm U 212 A ELAC DSQC - 12 1 kHz - 60 kHz 8,0875 kHz pre-selected) 600 m 406,025 MHz & 121,500 MHz > 48 hrs Yes Yes 1 x inside liferaft / 1 x inside boat ACR GlobalFix 406 > 48 hrs 41 121,5 / 243,0 / 406,025 MHz Becker SAR MR 509 > 24 hrs 3/3 DM403A2 / DM13A2 red smoke / red flare 4 min. / 7 sec. 1 100 (76) x 1050 mm

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Atmosphere Regeneration CO2 scrubbing material referred in kg: O2 bottles referred in liters: Fixed Atmospheric Monitoring U 206 A 450 x 4 kg LiOH 9 x 50 ltr./ 200 bar U 212 A 765 x 4 kg LiOH O2-supply by O2-tanks

II-2-DEU-7

ORIGINAL

Types: Gases: Fixed Emergency Breathing System Breathing air: Breathing gas (35% / 65 %):

Rosemount (H2), Zellweger System 57 (O2, CO2) H2, O2, CO2 4 x 65 ltr./ 250 bar 6 x 65 ltr./ 250 bar

ATP-57(B) SICK Maihak S 700 - system H2, O2, CO2, CO, R134A 2 x 400 ltr./ 250 bar 1 x 400 ltr./ 250 bar

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Draft (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Tow (m): Max Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Load Capability (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: U 206 A 500 T 48 m 4,2 m 4,4 m 1,3 m 1° aft Yes 26 m 14,5 T Fwd / Aft 2 m / 27 m 2/2x2 300 mm 13 T (N/A for towing) 12 mm 150 m 5T Fwd / Aft -- / --- / -U 212 A 1500 T 56 m 6,5 m 7,0 m 2,0 m 0° Yes 42 m 20 T Fwd / Aft 12 m / 41 m 2x2/2x2 300 mm 13 T (N/A for towing) 19 mm (chain) 200 m 30 T Fwd / Aft 1/1 1/1

II-2-DEU-8

ORIGINAL

ATP-57(B)

PART II

CHAPTER 2 GREECE

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ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

II-2-GRC-2

ORIGINAL

ATP-57(B)

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ORIGINAL

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II-2-GRC-4

ORIGINAL

ATP-57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: TYPE 209 Number of Compartments: 1 Volume Rescue/Escape Compartment: 700 m3 Volume / Pressure HP Air bottles with 1. 20 Bottles O2 – 50lts Volume – connection to Rescue / Escape Pressure 200ATU compartment(s): 2. 4 Bottles Breathing air - 340lts Volume – Pressure 250ATU Single Escape trunk: Two man escape trunk Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: Yes Yes Yes Yes 40 No No No No No GLAFKOS CLASS: No POSSIDON CLASS: Yes No Not compatible to any rescue vehicle 46 items BEAUFORT MK-10 REMARKS One - Compartment Submarine Volume of the pressure hull Consisting of 1 bottle dry air and 3 bottles mixture 35% O2 65% N2 Not compatible to any rescue vehicle

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: CIC GLAFKOS CLASS: ELAC UT2000 POSSIDON CLASS: ELAC UT-12 Voice 8,3-11KHZ/Keyed 8,8KHZ CIC REMARKS -

II-2-GRC-5

ORIGINAL

ATP-57(B) Type: Frequency Transmitting: GLAFKOS CLASS: PSU 83-90 UT MOD POSSIDON CLASS: CSU 3-2 UT GLAFKOS CLASS: VOICE 8,3-11KHZ-Κeyed 8,8KHZ POSSIDON CLASS: VOICE 8,08 KHZ -

Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency:

-

CIC/TORPEDO ROOM BECKER MR 509: 121,5/243,0/406,025MHZ SEAMARSHAL PLB8-MS: 121,5MHZ BE/310A: 243/282,8MHZ BECKER MR 509 SEAMARSHAL PLB8-MS BE/310A(INSIDE LIFERAFTS) TORPEDO ROOM MK 65 RED II-2-GRC-6

(COMSPSAS/SARSAT) 9 items 6 items 2 items ORIGINAL

Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors:

Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

TORPEDO ROOM No

ATP-57(B) -

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

4378 Kgr Soda lime 190000 lts O2

1095 Cadridges -

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: GLAFKOS CLASS: ICARE Ox83101 A.1 (INSTALLED) ICARE F1722 (INSTALLED) ICARE BG 33103 A1-1 (INSTALLED) DRAGER (PORTABLE) POSSIDON CLASS: DUCAUX BG 33103 (INSTALLED) ANALOX SUB MK IIP (PORTABLE) DRAGER (PORTABLE) GLAFKOS CLASS: ICARE Ox83101 A.1: O2 ICARE F1722: CO2 ICARE BG 33103 A1-1: H2 DRAGER: CO2-CO-CL2-O2 POSSIDON CLASS: DUCAUX BG 33103: H2 ANALOX SUB MK IIP: CO2-O2 DRAGER: CO2-CO-CL2-O2 REMARKS

-

Gases:

-

II-2-GRC-7

ORIGINAL

ATP-57(B) Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure:

CONTROL ROOM – 4 BOTTLES OF 340 LITRES VOLUME – 250 ATU PRESSURE

Consisting of 1 bottle dry air and 3 bottles mixture 35% O2 65% N2

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): GLAFKOS CLASS 1125 (1236 submerged) POSSIDON CLASS 1180 (1280 submerged) GLAFKOS CLASS: 54 POSSIDON CLASS: 56 GLAFKOS CLASS: 5,4 POSSIDON CLASS: 5,6 GLAFKOS CLASS: 6,2 POSSIDON CLASS: 6,2 GLAFKOS CLASS: 11,75 POSSIDON CLASS: 11,34 Yes 30 23

Overall Length (m): Max surfaced Draft (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Tow (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T):

Fwd 2,1 4 250 31 4 250

Aft

II-2-GRC-8

ORIGINAL

ATP-57(B) EQUIPMENT Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: 1 19 200 9,53 Fwd Aft Fwd Aft

II-2-GRC-9

ORIGINAL

ATP-57(B)

INTENTIONALLY BLANK

II-2-GRC-10

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

ISRAEL

II-2-ISR-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ISR-2

ORIGINAL

ATP 57(B)

DOLPHIN CLASS

Drawing

Aft MBT ‫ילכימל ריוא ירי‬ emergency ‫2,1 הלילצ‬ blowing

‫ ירי‬hall- aft Pressure‫ללחל ריוא‬ -‫תללוצה‬ ventilation connector ‫ירוחא‬

HP air ‫ףוחהמ‬ charging connection

‫ריוא תניעט רוביח‬

Pressure hall- Fw. -‫תללוצה‬ ‫ימדק‬ ventilation connector

‫ללחל ריוא ירי‬

‫ ירי‬MBT Fw. ‫ילכימל ריוא‬ ‫4,3 הלילצ‬ emergency blowing

25 per. Life raft

II-2-ISR-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ISR-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: DOLPHIN Number of Compartments: Single Compartment Volume Rescue / Escape Compartment: 1000 cubic meter Volume / Pressure HP Air bottles with 1200 l * 250 bar connection to Rescue / Escape compartment: Two Man Escape Trunk: Yes Compartment Escape (Rush escape): Yes Escape Suites: MK-8 Jerkin BEAUFORT Maximum number of crew: 50 Number of Rescue Seats 1 (STANAG 1297): Seat Certification: SRC capable: Yes POD Capable / possible limitations: Yes POD bags & ropes pre-stored on board: Y Dimensions Hatches and POD Trunks: 650 mm Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: Yes Yes Yes REMARKS

From 3 different points

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: EQUIPMENT YES Single Compartment U.S.B. NATO- 8.0875 KHZ NATO- 8.0875 KHZ YES Single Compartment 9.58 KHZ 8.0875 KHZ REMARKS

S.O.S. mode

Single Compartment II-2-ISR-5 ORIGINAL

ATP 57(B) Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Expendable Communication Buoy Frequency: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Submarine Signal Ejector Compartments: Mini POD Capable: N/A YES (2) Single compartment T-1630 YES Single Compartment UHF N/A NATO- 3.5 KHZ 12 KHZ Pinger

Single Compartment Green, red 2 SSE Yes (2) Single Compartment

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

144 hr.

570 kg. lioh (curtains)/ soda lime canisters 120000 l in bottles (600 l * 200 bar)

II-2-ISR-6

ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Fixed Emergency Breathing System Compartment, Volume and Pressure: Dragger + Maihak H2, O2, CO2, CO, HCN, CL2 ANALOX CO2, O2 YES 1200 l * 250 bar REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: 1560 T 67 m 7m 6m 2m 2m REMARKS

Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards:

30 m 31 T 11.8 m 1.5 m 6m 20.2 m

Fwd 4.3 m 4 2 II-2-ISR-7

Aft

4

ORIGINAL

ATP 57(B) Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: 270 mm 58 T 58 T 270 mm

150 m

Fwd 1

Aft 1

II-2-ISR-8

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

ITALY

II-2-ITA-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ITA-2

ORIGINAL

ATP 57(B)

ITALY SAURO CLASS III BATCH

1

Note: all distances are in meters.
1. UWT 2. Emergency air to blow MBT1 3. Emergency air to blow MBT2 OUT 4. Signal ejectors (fore signal on PRT – aft signal on STB) 5. individual escape trunks (SRV seat only at fore) 6. Fore compartment emergency ventilation valve IN 7. Fore compartment emergency ventilation valve OUT 8. watertight bulkhead resistant up to 80 mt 9.Emergency air to free Emersion Tank 10. Emergency H.P. air to main manifold 11. UW light 12. Aft compartment emergency ventilation valve 13. Aft compartment emergency ventilation valve IN 14. QRUX 1B buoy 15. Emergency air to free MBT3 16. Emergency air to free MBT4 17. RS 100 (Emergency Sonar Beacon) 18. ESUG 1 A Pinger

II-2-ITA-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ITA-4

ORIGINAL

ATP 57(B)

ITALY SAURO CLASS IV BATCH

1

Note: all distances are in meters.

1. UWT 2. Emergency air to blow MBT1 3. Emergency air to blow MBT 2 4. Signal ejectors (fore signal on PRT – aft signal on STB) OUT 5. Individual escape trunks (SRV seat only at fore) 6. Fore compartment emergency ventilation valve IN 7. Fore compartment emergency ventilation valve OUT 8. Watertight bulkhead resistant up to 150 mt. 9.Emergency air to free Emersion Tank

10. Emergency H.P. air to main manifold 11. UW light 12. Aft compartment emergency ventilation valve IN 13. Aft compartment emergency ventilation valve 14. ESUG 1 A Pinger 15. Emergency air to blow MBT3 16. Emergency air to blow MBT4 17. RS 100 (Emergency Sonar Beacon) 18. QRUX 1B buoy

II-2-ITA-5

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ITA-6

ORIGINAL

ATP 57(B)

ITALY TODARO CLASS
11 12

8

Note: all distances are in meters.
1. Emergency air to blow MBTs 3 - 4 – 5 6. Signal ejector (on STB) 2. Hatches for Rush Escape (SRV seat only at fore) 7. UW light 3. Liferaft (life saving system) 8. UWT (port and stardboard side) 4. Emergency ventilation valve OUT 9. Emergency H.P. air to main manifold 5. Emergency ventilation valve IN 10. Emergency air to blow MBTs 1 – 2 11 Pinger sonar beacon –HF transducer 12. Pinger sonar beacon –LF transducer

II-2-ITA-7

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ITA-8

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Subamarine Class: SAURO class III and IV Batches Numbers of Compartments: 2 (two) Volume Rescue / Escape Fore compartment: 210 m3 Aft compartment: 800 m3 Compartment: Volume/Pressure HP Air bottles with Fore compartment: 3120 lt/280 bar connection to Rescue / Escape Aft compartment: 2760 lt/280 bar compartment(s) Single escape trunk Yes Two men Escape trunk NO Compartment Escape Yes Escape suites: Yes Type: BEAUFORT SEIE MK 10 Number aboard: 110 plus 10% * Maximum number of crew: 55 Number of Rescue Seats 1 (one) (STANAG 1297): Seat Certification: Yes SRC capable: Yes POD Capable/possible limitations: No POD bags w/ropes pre-stored on No board: Dimensions Hatches and POD Trunks Hatches Ø: 650 mm. (Transferred from STANAG 1391): Ventilation/Depressurisation Yes (independent per compartment) capabilities (STANAG 1450) Stanag 1450 only ratified Surface assisted emergency blowing Yes capabilities: Re-supply of BIBS/HP air capability: Yes (HP air to main manifold) REMARKS

One per compartment

* 55 suites in each compartment plus 10%

Fore hatch (fore compartment)

No POD capability IN connection = 1 ¼ “ NPT OUT connection = 2 “ NPT One hose for each MBTs Connection = 1 ¼ “ NPT Only in aft compartment Connection = 1 ¼ “ NPT

EMERGENCY COMMUNICATION AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: 1 in fore and 1 in aft compartments ERUS III 8087,5 Hz II-2-ITA-9 ORIGINAL 1 (one) ISUS 90-20 8087,5 Hz No REMARKS

ATP 57(B) Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Emergency Sonar Beacon Type: Frequency: Endurance Indicator buoy tethered Indicator releasable buoy Type: Frequency: Endurance Expendable Communication buoy SEPIRB Compartment: Type: Endurance: Frequency: 2 in Fore and 2 in Aft compartment T 1630 SRT > 48 hours
- 406.025 MHz (COSPAS-SARSAT message) - 121.5 MHz (Beacon – 6 hours delay)

Yes Detection and localization 1 (one) No 8800 Hz +/- 50 Hz ESUG 1A using GS-231A pinger 2 (two) months Acoustic transponder RS-100 6850 Hz 8200 Hz 10000 Hz > 150 hours NO QRUX 1 B system EM 104 buoy
UHF - 243 MHz COSPAS-SARSAT UHF 406,025 MHz

It is a part of QRUX 1B system 2 (two) months Homing ± 2% on transmission ± 8% on reception

Device can be release either manually or automatically. Indicator light : YES

> 100 hours NO

Devices are released through the Signal Ejector tube

Personal Locator Beacon

NO

Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector II-2-ITA-10 ORIGINAL Fore and Aft STA or PIC Red – Yellow – Green 120 sec.
12 (twelve) red lights and smoke signals in each compartment The maximum launching depth is 600 mts Light and smoke signals in each compartment 60 sec smoke + 60 sec light

ATP 57(B) Compartments: Mini POD Capable: 1 in fore and 1 in aft compartments No

SURVAVIBILITY/ Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availabilities of O2, CO2 removal capabilities and emergency food / water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters: 120 hrs
In each compartment

390 223600

In each compartment In each compartment

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring: Type: Gases: Endurance: Fixed Emergency Breathing System: Compartment, Volume and Pressure: No (*) No (*) (*) Hand pump for each escape
compartment (*) Tubes for O2-CO2-CO-Cl

REMARKS

Analox MK II P CO2 – O2 125 hrs
1 in each compartment. It also monitors absolute pressure and temperature

No

SUBMARINE TOWING DATA
EQUIPMENT III Batch Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T):
1508.01 64.36 5.131Fwd/6.4Aft 6.83 4.47 From 0 to 0.5° Aft

REMARKS IV Batch
1683 66.36 6.32 6.83 4.5 From 0 to 0.5° Aft

Yes 50 24.57

50 24.57 II-2-ITA-11 ORIGINAL

ATP 57(B) Fin Capability No capability Fwd Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: III Batch 7.5 2x2 300 // // Fwd 300 Fwd Perpendicular 5 24 163 33.8 1 (hydraulic) 300 Fwd Perpendicular 5 24 163 33.8 Fwd 1 (hydraulic) // Aft 1 (hydraulic) // 1 (hydraulic) No No No IV Batch 7.5 2x2 300 // // Aft III Batch Batch 39.55 2x2 300 // // Aft

IV 45 2x2 300 // //

II-2-ITA-12

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Todaro class submarine (U212A) Number of Compartments: One compartment submarine Volume Rescue Compartment: 800 mc Volume / Pressure HP Air bottles No bottles inside the hull inside escape compartment(s): Single Escape trunk: No Compartment Rush escape: Yes Escape Suites: Yes Beaufort MK10 VSD Maximum number of crew: 34 (thirty four) Number of Rescue Seats 1 around fore hatch (STANAG 1297): Seat Certification: Yes SRC capable: Yes POD Capable / possible No limitations: POD bags w/ropes pre-stored on No board: Upper Hatch: 1.0 meter when closed Dimensions Hatches and POD 0.64 meter when opened Trunks (Transferred from STANAG 1391): Ventilation / Depressurization Yes (connection quick release type) capabilities (STANAG 1450) STANAG 1450 only ratified Surface assisted emergency Yes blowing capabilities: Re-supply of BIBS/HP air Yes capability: REMARKS

6 external bottles 600 liters x 250 bar each one

34 escape suites plus 10%

Trunk no fitted for POD

IN ND 25mm OUT ND 50mm 1 for each MBT Connection ND 20 – M36x2 Connection ND 20 – M36x2

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: One compartment submarine ELAC - DSQC – 12 (UT 2000) 1 ÷ 60 KHz STEP 50 Hz TXA 8087,5 Hz NO REMARKS

3 S.O.S. – 5 sec pause – 3 S.O.S. – 10 sec listening

One compartment submarine No II-2-ITA-13 ORIGINAL

ATP 57(B) Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy SEEPIRB Compartment: Type: Frequency: 5 KHz and 35 KHz SBE1 – 20 ELAC - Nautik 280 hrs 1200 hrs at high and low at low frequency frequency EPIRB 600 meters 406 MHz // Yes Yes No

Automatic TX when sensors wet

ACR–GLOBAL FIX 406 MHz

One compartment submarine SRT 1600 - 406.025 MHz ( Cospas –Sarsat satellite message) - 121.5 MHZ (beacon – 6 hours delay) 48 hrs No

4 (four) signals 406 MHz

Endurance: Personal Locator Beacon Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

One compartment submarine PIC or STA Yellow – Green and RED ≥ 5 minutes One compartment submarine No

Releasable up to 600 meters

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg:

5 DAYS 136.5
35 LiOH RPC

II-2-ITA-14

ORIGINAL

ATP 57(B) Number of National Units O2 bottles/candles referred in liters: 46.800
18 Oxigen candles

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: MAYAC 4677 0101/I1 CO; CO2; H2; O2; hand pump CO; CO2; O2; Cl 5 days 3 external bottles 600 liters each one x 250 bar REMARKS

It monitories also refrigerant gas

100 tubes for each gas

2 breathing air 1 breathing gas (65% N+35%O2)

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Bollards (if fitted) Fwd
Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): 12.35 2x2 270 25 (break) 25 (break)

REMARKS

1507.696 57.150 6.0 7.61 2.64 From 0.5 aft to 0° Yes/No 42 20.1 No capability

Aft
42.45 2x2 270 25 (break) 25 (break)

Special Towing Eyes (if fitted) Size of Eye (mm): Anchor Facility and location Size of cable (mm):

Fwd No 19 II-2-ITA-15

Aft No

ORIGINAL

ATP 57(B) Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: 200 21.1 Fwd 1 (hydraulic) // (30.1 break) Aft 1 (hydraulic) //

Note: inside the fin there are 400 meters of synthetic wire (Ø 36 mm)

II-2-ITA-16

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

NORWAY

II-2-NOR-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-NOR-2

ORIGINAL

ATP 57(B)

ULA CLASS SUBMARINE

II-2-NOR-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-NOR-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Ula Number of Compartments: 2 Volume Rescue / Escape compartment: 430 m3 Aft/ 240 m3 Fwd Volume / Pressure HP Air bottles with Aft 8 bottles à 340 litres 250 bar connection to Rescue / Escape Fwd 3 bottles à 340 litres 250 bar compartment(s): plus 7 bottles à 149 litres 250 bar Single Escape trunk: Two man escape trunk: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurisation capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: Yes No Yes Yes (SEIE MK 10 2x26) 26 (32) 2 Yes No Yes Yes 600 mm x 2220 mm Fwd 550 mm x 1950 mm Aft No No Yes Not Navsea certified REMARKS

|

Up to 32 with a dispensation from Captain Submarine Service

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Aft UT-2000 3-60 kHz Yes REMARKS

3 x SOS 5sec locating sound 3 x SOS 10 sec pause

Fwd UT-2100 II-2-NOR-5 ORIGINAL

ATP 57(B) Frequency Transmitting: Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Compartment: Type: Colors: Endurance: Compartment: Type: Colors: Endurance: 1 Aft/ 1 Fwd SEEPIRB 406 48 Hours 5 Aft/ 5 Fwd 406 MHz and 121.5 MHz MR 509 24 Hours 4 Aft/ 4 Fwd UNR ADI Red 700 M 4 Aft/ 4 Fwd Poseidon White 100 M 3 Aft/ 3 Fwd Poseidon Yellow smoke 100M

Aft No Scanmatic SM2500 Noise pinger

600 meter 406 MHz and 121.5 MHz 48 Hours Yes Yes

Line attached to life raft

Will be replaced by ADI

Will be replaced by ADI

II-2-NOR-6

ORIGINAL

ATP 57(B) Submarine Signal Ejector Compartments: Mini POD Capable:

1 Aft/ 1 Fwd Yes

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in 168 Hours hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 32 x 18 Kg Each compartment scrubbing material referred in kg: Number of National Units O2 60 Each compartment bottles/candles referred in liters:

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Type: Gases: Fixed Emergency Breathing System Compartment, Volume and Pressure: Haakon Rygh CO/ CO2/ O2/ H2 Analox O2/ CO2 168 Hours Dräger pump and tubes O2/ CO2/ CO/ Cl/ H2 REMARKS

Aft 340 l 250 Bar/ Fwd 340 l 250 Bar

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: 1040 59.45 5.1 5.3 1.1 1 degree Aft II-2-NOR-7 ORIGINAL REMARKS

ATP 57(B) Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: Yes 30 30 kN 10.9 1.6 3.9 20.8 Fwd 3.000 4 269 115 kN 115 kN Fwd Aft 38.000 4 269 115 kN 115 kN Aft -

16 150 154 kN Fwd 1 -

Aft

II-2-NOR-8

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2 POLAND

II-2-POL-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-POL-2

ORIGINAL

ATP 57(B)

KILO Class

II-2-POL-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-POL-4

ORIGINAL

ATP 57(B)

Refurbished “KOBBEN” Class
Ex/HNoMS STORD, SKOLPEN, SVENNER, KUNNA

II-2-POL-5

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-POL-6

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Number of Compartments: Volume Rescue / Escape Compartment: Volume / Pressure HP Air bottles with connections to Rescue / Escape compartment(s): Single Escape trunk: Two man escape trunk Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurisation capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: REMARKS KOBBEN 1 333 m3 --NO NO YES YES Mk-10 – 28 pcs 26 1 YES YES YES YES 0,68 m NO YES YES

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT --UT-2000 3-60 kHz 3 x SOS, 5 sec. locating sounds, 3 x SOS, 10 sec. pause (reception) NO --NO --REMARKS

Emergency Sonar Beacon/Noise Pinger

II-2-POL-7

ORIGINAL

ATP 57(B) Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy 400 m 406,025 MHz --YES YES NO --NO --------121,5 / 243 / 406,025 MHz MR-509 and SARBE-10 ---

SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

Mk-3 Green and red star, white candle, yellow smoke YES --YES

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

180 1 200 120 000

II-2-POL-8

ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: OLDHAM MX 42A O2, CO2, H2 OLDHAM MX-2100 O2, CO2, H2 --2x345,250 bar REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): 520 47,24 4,80 4,68 4,80 AFT NO 20 --REMARKS 546 (296) 48,74 (296)

Fwd 3,4 and 8,5 3 200 --II-2-POL-9

Aft 24,3 4 200 --ORIGINAL

ATP 57(B) Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: --Fwd ------15 150 --Fwd ----Aft --Aft -------

II-2-POL-10

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Number of Compartments: Volume Rescue / Escape Compartment: Volume / Pressure HP Air bottles with connection to Rescue /Escape compartment(s): Single Escape trunk: Two men escape trunk Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurisation capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: REMARKS KILO 6 231, 114 and 309 m3 --YES NO YES YES ISP-60 (IDA-59) – 70 pcs 62 1 NO YES YES YES 0,614 m YES YES YES pending

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: --MGK-400 8200 or 4200 Hz ----UT-2000 3-60 kHz 3 x SOS, 5 sec. locating sounds, 3 x SOS, 10 sec. pause (reception) REMARKS

II-2-POL-11

ORIGINAL

ATP 57(B) Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy --3200 OR 6700 Hz MGS-30 --200 m 121,5 / 243 / 406,025 MHz --YES NO NO --NO ----121,5 / 243 / 406,025 MHz MR-509 ---

SEEPIRB

Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

KSP Green and Red

--YES

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

317 3000 ---

II-2-POL-12

ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: --TP 1132 M and MH-5122 H2 and O2 AZH H2 --REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Fwd 12,6 and 13,2 4 260 ----Fwd 180 II-2-POL-13 Aft 48 and 48,6 4 260 ----Aft --ORIGINAL 2325 74,26 6,7 9,9 14,76 Fwd YES 80 + 21 59 and 61 REMARKS

Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings:

Fwd 61 31 175 --Fwd 1 ---

ATP 57(B) -----

Aft 1 ---

II-2-POL-14

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2 PORTUGAL

II-2-PRT-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-PRT-2

ORIGINAL

ATP 57(B)

ALBACORA CLASS SUBMARINE

II-2-PRT-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-PRT-4

ORIGINAL

ATP 57(B)

II-2-PRT-5

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-PRT-6

ORIGINAL

ATP 57(B)

II-2-PRT-7

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-PRT-8

ORIGINAL

ATP 57(B)

II-2-PRT-9

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-PRT-10

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
Submarine Class: Number of Compartments: Volume Rescue Compartment: DATA ALBACORA 5 35 m3 3200 LT / 250 BAR No Yes No 60 One Yes No Yes LR5 Via Signal Ejector. Restricted to the 100mm diameter and 100m depth. REMARKS CLASS TYPE “DAPHNÉ” Not Resistant Considered the Aft compartment. None of them is Pressure Resistant. Considering total of air bottles inside the submarine. Exists 60 Beuchat lifejacket type M.N. P.97 aboard for rush escape

Volume / Pressure HP Air bottles inside rescue compartment(s): Single Escape trunk: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations:

POD bags w/ropes pre-stored on board: No Dimensions Hatches and POD Trunks Aft Hatche: 700 mm (Transferred from STANAG 1391): Fwd Hatche: 750 mm Torpedo Hatche: 750 mm Tower Trunk (2): 600 mm Signal Ejector: diameter 100 mm, length 400 mm, maximum operation depth 100 m Ventilation / Depressurization Yes capabilities (STANAG 1450) Surface assisted emergency blowing Yes capabilities: Re-supply of BIBS/HP air capability: Yes

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: CIC TUUM 2 A/B REMARKS

II-2-PRT-11

ORIGINAL

Frequency Transmitting:

8087 Hz

Automatic Emergency Mode:

No

ATP 57(B) 8087+/- 2Hz, Omni-directional reception and transmission, Acoustic power delivery 50W, Modulation in the lower single side band (400-3500 Hz), possibility of operation of an 800 Hz audio frequency with possibility of Doppler avoidance, range 4000 m. The underwater telephones fitted on “Albacora” class submarines (TUUM 1A-TUUM 2A/B) may operate in automatic transponder mode, under the characteristics mentioned in para. 1.

Emergency UWT

No

Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency:

Aft Compartment No 8800 +/- 100 Hz

Type: Endurance: Indicator buoy tethered

ESUG-1A 3 months No

Tx Length 50ms +/- 10ms, Interval Tx 50s +/- 5s, Nominal Power >=20W, Emission Level>=83dB, Surface Ships expected range 7000-10000 m, Submarine expected range 20000 m. Using a GS 231A sonar beacon

Expendable Communication Buoy Frequency: 243Mhz / 406Mhz (SARSAT) 2Hz on flashing light Buoy on deck fwd fin tower Power delivery 140 mW, Amplitude modulation 3003000 Hz, Range 100NM at 20000 feet. Control box inside submarine. Two “dead man” devices, one CO cabinet and one in aft compartment.

Compartment:

Endurance: SEEPIRB

60 hours flashing light. 100 hours RF emitter. No II-2-PRT-12 ORIGINAL

ATP 57(B) Personal Locator Beacon No Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: Fwd Compartment Type A, B, C Type A: 2 green, 4 red Type B: 6 green Type C: 6 white 20 minutes Aft Compartment Yes

Via Signal Ejector. Manoeuvred by inside.

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS 72 hours Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 2475 Kg scrubbing material referred in kg:

Number of National Units O2 bottles/candles referred in liters:

174 candles

Two electric powered CO2 absortion units (CDAU) which draw air from the compartment through the absorbent (soda line), returning after the air (with reduced CO2) into the compartment. Each CDAU is filled up with 20Kg of absorbent, from the 2475Kg available (canisters of 10 and 16.5Kg). The medium absorbent consumption is 160gr./persons/hour. If the CDAUs are not available the only emergency way of reducing CO2 is by spreading the absorbent along the submarine´s floor and over other flat surfaces available (poor effectiveness). French mod. 1958, 2 ignition units, 2 burning units.

II-2-PRT-13

ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Barometer (absolute pressure) REMARKS Salt water resistant, Independent of external energy source, continuous information available, scale 0.7-1.3 bar, accuracy 2.5mbar.

Gases: Fixed Atmospheric Monitoring Type: PARAMAX OX93 101/A1 Salt water resistant, dependent on external energy source, scale 0 to 25% (oxygen percentage), accuracy +/- 0.5% at 24ºC, the information given is independent of absolute pressure, but it is slightly affected by the temperature. Operation range between 18 and 30º C.

Gases: Fixed Atmospheric Monitoring Type:

Oxygen meter MALHAK UNOR 6NM Salt water resistant, dependent on external energy source, scale +/- 0 to 5% (carbon dioxide percentage), accuracy <= +/2%, the information given is independent of the absolute pressure and the temperature, effects are automatically corrected.

Gases: Fixed Atmospheric Monitoring Type:

Carbon Dioxide meter DUCALIX BG 33 103/A1 Salt water resistant, dependent on external energy source, scale 0 to 5% (hydrogen percentage), accuracy +/- 0.05%, the information given is independent of absolute pressure and effects of the CO2, O2 and humidity are despicable.

Gases:

Hydrogen meter

II-2-PRT-14

ORIGINAL

ATP 57(B) Emergency Atmospheric Monitoring Type: DRAGER MOD.21/31 DB

Salt water resistant, independent of external energy source, scale 5 to 150 and 100 to 700 ppm, temperature 10º to 90º, humidity below 50mg H2O/liter, the information is affected by absolute pressure and must be rectified. The main purpose of this equipment is to measure the carbon monoxide concentration but can also be used as alternative equipment to measure the oxygen, carbon dioxide and hydrogen concentrations in a wither bracket of accuracy.

Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure:

CO,O, CO2, H2

No

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): 869 ton 57,78 m 5,27 m 6,762 m 0,5 m 25º Yes 55 m 26 ton 7,0 m 1,5 m 4,4 m 24,30 m Unknown Unknown Thickness 26 mm REMARKS

II-2-PRT-15

ORIGINAL

ATP 57(B)

Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings:

Fwd 11 m 4 360 mm NA NA 220x180 mm 8,75 m NA Fwd Qt=2

Aft 44 m (4) and 55,75 m (2) 6 360 mm NA NA Aft 220x180 mm Qt=3 42,75 m (2) and NA Weight 100 Kg

Thickness 24,7 mm 200 m

Fwd 1 -

Aft -

II-2-PRT-16

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

SPAIN

II-2-ESP-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ESP-2

ORIGINAL

ATP 57(B)

GALERNA (AGOSTA) CLASS SUBMARINES

II-2-ESP-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-ESP-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
Submarine Class: Number of Compartments: DATA GALERNA 3 Fwd: 226 m3 / Aft: 180 m3 Fwd: 7600 m3/ 250 Kg/cm2 Aft: 1200 m3/ 250 Kg/cm2 Yes No Yes 120 MK-10 60 2 Yes Yes Yes No 600 mm Yes Yes No REMARKS French AGOSTA type Fwd and aft are escape compartments

Volume Rescue / Escape compartment: Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment(s): Single Escape trunk: Two man escape trunk: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability:

Escape trunk in fwd and aft compartments Rush escape is possible from fwd and aft comp. (60 in each escape compartment)

Using fwd escape trunk

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Center TUUM 2C/TUUM-4 8087,5 Hz Tx 3 secs every 17 secs Fwd/aft TESUBMAR-M 8087,5 Hz Tx 3 secs every 5 mins II-2-ESP-5 REMARKS

French type

ORIGINAL

ATP 57(B)

Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Expendable Communication Buoy Frequency: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

Center No 8,8 Khz GS 231A 3 months ----Center ERUX-2B 100 hours --Center Red/Green 25 sec --No

Manually and automatically operated French type

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS 68 hrs (Fwd)/ 71 hrs (Aft) Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 350 (Fwd)/198 (Aft) scrubbing material referred in kg: Number of National Units O2 42 (Fwd)/38 (Aft) bottles/candles referred in liters:

II-2-ESP-6

ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: REMARKS

UNOR6NM/SMA/DUCALIX SMA Center/Center/Center CO2 / O2 / H2 Manual DRAGER O2 CO2 CO H2 Cl ---

Measure tubes

Fwd: 52 fixed air intakes / center: 19 Air proceeding from HP air / Aft: 52 system.

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T) : Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T) : Max Permissible Transverse Load (T) : Bollards (if fitted) Location from Fwd Perpendicular (m): Special Towing Eyes (if fitted) 1510 Tons 67,750 mts 5,40 mts 6,8 mts 1,4 mts Yes 140 mts 31,4 tons REMARKS

4,96 mts

Fwd ---

Aft ---

Fwd II-2-ESP-7

Aft ORIGINAL

Size of Eye (mm): Anchor Facility and location Size of cable (mm): Other Information Number of Capstans: Number of Bullrings: 1

----Fwd 1

ATP 57(B) ----Aft

II-2-ESP-8

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

SWEDEN

II-2-SWE-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-SWE-2

ORIGINAL

ATP 57(B)

Gotland Class

II-2-SWE-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-SWE-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Gotland Number of Compartments: 2 Volume Rescue / Escape compartment: 0,9 m3 Volume / Pressure HP Air bottles with 10*160 lit / 25 MPa 1*200, 1*160 / 25 MPa (HIS) connection to Rescue / Escape 7*270 lit/25 MPa (emergency) compartment(s): Single Escape trunk: Yes Two man escape trunk: No Compartment Escape (Rush escape): No Escape Suites: Yes Maximum number of crew: 35 Number of Rescue Seats 1 (STANAG 1297): Seat Certification: Yes SRC capable: No POD Capable / possible limitations: Yes (max depth 300 m) POD bags w/ropes pre-stored on board: No Dimensions Hatches and POD Trunks Inner hatch elliptical. 450*350 mm (Transferred from STANAG 1391): Ventilation / Depressurization No capabilities (STANAG 1450) Surface assisted emergency blowing No capabilities: Re-supply of BIBS/HP air capability: Yes REMARKS

35 x SEIE MK 10 S-2

Only with Swedish PODs

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: REMARKS

Forward Compartment ALLIED SIGNAL ELAC, UT 2000 3-60 KHz Transmitting Yes Auto emergency mode 8087,5 Hz Power: 1 W Automatic emergency mode: 3 x SOS 5 seconds locating sound 3 x SOS 10 seconds pause (reception)

II-2-SWE-5

ORIGINAL

ATP 57(B) Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Pyrotechnics (Flares) Compartment: Type: N/A Passage/Escape compartment Ultra Electronics T-1639 / SRT Approximately 24 hours N/A Forward/ Aft VLJ 71/K (White for exercise) VLJ 72/K (White for emergency) RLJ 73/K (Red)
RLJ 74/K (Red)

Passage/Escape tower compartment SLINGSBY ENGINEERING, A 046 10, 27, 37,5, 43 and 45 KHz Max 100W (10 KHz) Yes

Forward No 9,25 and 37 KHz Amlab, UB-pinger U2 > 10 days 500 m 243 MHz (UHF), 121,5 kHz (VHF) > 10 days Yes No

Manual or automatic if compartment is flooded

White, 30 Fl/min automatic.

Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

Red/ White 240 s Fwd and Aft No

II-2-SWE-6

ORIGINAL

ATP 57(B)

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS 168 h Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 None bottles/candles referred in liters: A full crew in FWD/ AFT compartment Classified information. LOX from AIP system used

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: The central atmosphere monitoring system console (DRAGER, Polytron-Regard) is located in the aft compartment and is connected to samplings stations throughout the ship. CO2, O2, H2, and OV DRÄGER type 21/31 Measure tubes for: CO2, CO, O2, HCN, NO2 and CL2 Dräger tubes: N/A Fwd compartment 1x270 liters (25 MPa) Aft compartment 1x160 liters (25 MPa) REMARKS

Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure:

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: 1490 60 Pending on weight 6,1 6 II-2-SWE-7 ORIGINAL REMARKS

ATP 57(B)

Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings:

Yes 60 426 kN 9 2,4 4,8 14,5

GTD: 55 m

Fwd 5,5 (to first bollard) 1 triple, 1 double (in CL) 250 220 kN per pair 220 kN per pair Fwd 130*92 mm 3 m from FWD Perp Ø=16 mm 170 m 146 kN Fwd 1

Aft 43 1 triple, 1 double (in CL) 250 220 kN per pair 220 kN per pair Aft 130*92 mm 48.5 m from FWD Perp N/A

Aft 1 1

II-2-SWE-8

ORIGINAL

ATP 57(B)

Södermanland Class

II-2-SWE-9

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-SWE-10

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Södermanland Number of Compartments: 2 Volume Rescue / Escape compartment: 0,9 m3 Volume / Pressure HP Air bottles with 6*267 lit / 25 MPa (ordinary) connection to Rescue / Escape 7*267 lit / 25 MPa (emergency) compartment(s): Single Escape trunk: Yes Two man escape trunk: No Compartment Escape (Rush escape): No Escape Suites: Yes Maximum number of crew: 30 Number of Rescue Seats 1 (STANAG 1297): Seat Certification: Yes SRC capable: No POD Capable / possible limitations: Yes POD bags w/ropes pre-stored on board: Yes Dimensions Hatches and POD Trunks Upper hatch: 740 mm (Transferred from STANAG 1391): Lower hatch: 490mm x 350 mm (oval) Legth (clear): 1000 mm Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: No No Yes REMARKS

35 x SEIE MK 10 S-2

Only with Swe PODs.

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Forward Compartment AMITY-Asdic 185 8.0875 KHz No Passage/Escape tower compartment SLINGSBY ENGINEERING, A 046 10, 27, 37,5, 43 and 45 KHz Max 100W (10 KHz) No REMARKS

II-2-SWE-11

ORIGINAL

ATP 57(B) Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Pyrotechnics (Flares) Compartment: Type: Forward/ Aft VLJ 71/K (White for exercise) VLJ 72/K (White for emergency) RLJ 73/K (Red)
RLJ 74/K (Red)

Forward No 9,25 and 37 KHz Amlab, UB-pinger U2 > 10 days

Automatic Emergency Mode

350 m 243 MHz (UHF), 121,5 MHz (VHF) > 10 days Yes White, 30 Fl/min No 406 MHz Passage/Escape Tower Compartment Approximately 24 hours Passage/Escape compartment Ultra Electronics T-1639 / SRT Approximately 24 hours N/A

Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable:

Red/ White 240 s Fwd and Aft No

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS 168 Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: II-2-SWE-12 A full crew in FWD/AFT compartment

ORIGINAL

Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters:

ATP 57(B) Classified information 2.6 lit * 62 units (FWD compartment) Normaly GOX from AIP system used

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: The central atmosphere monitoring system console (DRAGER, Polytron-Regard) is located in the aft compartment and is connected to samplings stations throughout the ship. CO2, O2, H2, and OV DRÄGER type 21/31 Measure tubes for: CO2, CO, O2, HCN, NO2 and CL2 Dräger tubes: N/A Fwd Compartment 1x267 liters (25 MPa) Aft Compartment 1x267 liters (25 MPa) REMARKS

Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure:

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): 1412 60 6.1 6 Yes/No 60 426 Kn 9 2.3 5,0 II-2-SWE-13 ORIGINAL REMARKS

ATP 57(B) Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): 14

Bollards (if fitted) Fwd Location from Fwd Perpendicular 8 to first bollard (m): Number of Bollards: 1 double Height of raised Bollard above Casing 250 (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: Fwd 130*92 mm 3.5 m from FWD Perp

Aft 46 (aft bollard) 1 double 250

Aft 130*92 mm 48 m from FWD Perp

Ø = 16 mm 170 146 KN Fwd 1 Aft

II-2-SWE-14

ORIGINAL

ATP 57(B)

PART II
\

CHAPTER 1

THE NETHERLANDS

II-2-NLD-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-NLD-2

ORIGINAL

ATP 57(B)

II-2-NLD-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-NLD-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Walrus Class Number of Compartments: 3 Volume Rescue Compartment: Fwd 200 m3, Aft 435 m3 Volume / Pressure HP Air bottles inside 12 x 885 ltr, 275 bar rescue compartment(s): Single Escape trunk: SET forward , DET aft Compartment Escape (Rush escape): No Escape Suites: 75 aft, 75 forward, BFA SPES Mk3nl Maximum number of crew: 62 Number of Rescue Seats 1 (STANAG 1297): Seat Certification: Yes SRC capable: No POD Capable / possible limitations: Yes, 400mtr POD bags w/ropes pre-stored on board: Yes Dimensions Hatches and POD Trunks 680 mm (Transferred from STANAG 1391): Ventilation / Depressurization No capabilities (STANAG 1450) Surface assisted emergency blowing No capabilities: Re-supply of BIBS/HP air capability: Yes REMARKS Only for WLR , BVS. Bottles outside pressure hull

NAVSEA

Connection in Fin

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Control room UT 2000 USB 1-57Kc, LSB 4060 Kc adjustable on 50 hz by PLL 8,0875 Kc No Forward and aft escape comparment Marconi seapiper 8 and 40 Kc No REMARKS

Aft escape compartment II-2-NLD-5 ORIGINAL

ATP 57(B) Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: No No No No No No 2 in fwd, 2 in aft compartment 121,5, 243,0 and 406,025 MR 509 > 24 hours Fwd and aft escape compartment Nr 21 / 4 inch Red, green, yellow, white, white with messenger and green dye Minimal 6 minutes Escape compartment forward and aft Yes Yes 10 and 35 Kc Elac SBE 2 -53 370 hours 600mtr 8364Kc, 243 and 406 Mhz 3 days Yes No 3,5 Kc Elac SBE 2-52 360 hours

NSN 1370-17-054-0001

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in 7 days hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 800 cannisters of sodalime scrubbing material referred in kg: Number of National Units O2 76 candles CAN 33 bottles/candles referred in liters: II-2-NLD-6

48 in fwd escape compartment 28 in aft escape compartment ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: CAMS 1 CO, CO2, O2,H2,R12,R22 Analox O2 , CO2 7 days 2 x 575 ltr, 275 bar Drager tubes CO, CO2, O2,HCN,NO2 Cl2 REMARKS

Bottles in casing

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): 2400 68 7.2 6.8 3.5 8.6 Yes 19.07 100Kn 12 4 6.6 15 None None REMARKS

Bollards (if fitted) Location from Fwd Perpendicular 6 and 12 (m): Number of Bollards: 4 Height of raised Bollard above Casing 120 (mm):

Fwd 29 and 42 4 120

Aft

II-2-NLD-7

ORIGINAL

ATP 57(B) Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: 40 Kn 40 Kn Fwd 70 bow 126Kn Chain 175 mtr 126Kn Fwd 1 1 1 1 Aft None None None 40 Kn 40 Kn Aft

II-2-NLD-8

ORIGINAL

ATP 57(B)

II-2-NLD-9

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-NLD-10

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Walrus Class Number of Compartments: 3 Volume Rescue Compartment: Fwd 200 m3, Aft 435 m3 Volume / Pressure HP Air bottles inside 12 x 885 ltr, 275 bar rescue compartment(s): Single Escape trunk: SET forward , DET aft Compartment Escape (Rush escape): No Escape Suites: 75 aft, 75 forward, BFA SPES Mk3nl Maximum number of crew: 62 Number of Rescue Seats 1 (STANAG 1297): Seat Certification: Yes SRC capable: No POD Capable / possible limitations: Yes, 400mtr POD bags w/ropes pre-stored on board: Yes Dimensions Hatches and POD Trunks 680 mm (Transferred from STANAG 1391): Ventilation / Depressurization No capabilities (STANAG 1450) Surface assisted emergency blowing No capabilities: Re-supply of BIBS/HP air capability: Yes REMARKS Only for DLF , ZLW. Bottles outside pressure hull

NAVSEA Under construction

Under construction

Connection in Fin

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Control room UT 2000 USB 1-57Kc, LSB 4060 Kc adjustable on 50 hz by PLL 8,0875 Kc No Forward and aft escape comparment Marconi seapiper 8 and 40 Kc No REMARKS

Aft escape compartment Yes II-2-NLD-11 ORIGINAL

ATP 57(B) Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: No No No No No No 2 in fwd, 2 in aft compartment 121,5, 243,0 and 406,025 MR 509 > 24 hours Fwd and aft escape compartment Nr 21 / 4 inch Red, green, yellow, white, white with messenger and green dye Minimal 6 minutes Escape compartment forward and aft Yes 10 and 35 Kc Elac SBE 2 -53 370 hours 700mtr 121,5, 243 and 406 Mhz 10 days Yes Yes 3,5 Kc Elac SBE 2-52 360 hourd

NSN 1370-17-054-0001

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in 7 days hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 800 cannisters of sodalime scrubbing material referred in kg: Number of National Units O2 76 candles CAN 33 bottles/candles referred in liters: II-2-NLD-12

48 in fwd escape compartment 28 in aft escape compartment ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure: CAMS 1 CO, CO2, O2,H2,R12,R22 Analox O2 , CO2 7 days 2 x 575 ltr, 275 bar Drager tubes CO, CO2, O2,HCN,NO2 Cl2 REMARKS

Bottles in casing

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): 2400 68 7.2 6.8 3.5 8.6 Yes 19.07 100Kn 12 4 6.6 15 None None REMARKS

Bollards (if fitted) Location from Fwd Perpendicular 6 and 12 (m): Number of Bollards: 4 Height of raised Bollard above Casing 120 (mm): Max Longitudinal Load Capability 40 Kn (T):

Fwd 29 and 42 4 120 40 Kn

Aft

II-2-NLD-13

ORIGINAL

ATP 57(B) Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: 40 Kn Fwd 70 bow 126Kn Chain 175 mtr 126Kn Fwd 1 1 1 1 Aft None None None 40 Kn Aft

II-2-NLD-14

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

TURKEY

II-2-TUR-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-TUR-2

ORIGINAL

ATP 57(B)

AY CLASS (T 1200) SUBMARINES TURKEY

II-2-TUR-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-TUR-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: AY Class Type 209 (T 1200) Number of Compartments: Single Compartment Volume Rescue / Escape Compartment: 700 m³ Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment: Two Man Escape Trunk: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags & ropes pre-stored on board: Dimensions Hatches and POD Trunks: Ventilation / Depressurisation capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: 4 x 340Lt. x 250 Kg/cm² Yes Yes MK-10 Beaufort / 45 39 No No No Yes Yes UH: 650 mm LH: 650 mm Length: 2045mm Yes Yes No REMARKS No Watertight Bulkheads Single Compartment. No watertight Bulkhead Single Compartment. No watertight Bulkhead

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Single Compartment UT-12 8.0-11.5 kHz. (Voice) 8.8 kHz. (Keyed CW) No Single Compartment CSU 3-22 (UWT Mod) 8.6-11.5 kHz. No II-2-TUR-5 ORIGINAL REMARKS No Watertight Bulkheads

No Watertight Bulkheads Only on boats TCG Yildiray, TCG Batiray, TCG Doganay, TCG Dolunay

ATP 57(B) Emergency Sonar Beacon/Noise Pinger Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy No

No 184 m No Yes No No No

Life Raft acts as indicator within length of cable.

SEEPIRB

Personal Locator Beacon Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Submarine Signal Ejector Compartments: Mini POD Capable:

Single Compartment MKE 3 Red, 10 Green, 10 White Yes Single Compartment No

No Watertight Bulkheads

No Watertight Bulkheads

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal ~ 200 Hours capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: 5000 Kg (Potassium Chlorate) Number of National Units O2 bottles/candles referred in liters: 20 x 50 Lt x 200 Kg/cm²

II-2-TUR-6

ORIGINAL

ATP 57(B)

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Fixed Emergency Breathing System Compartment, Volume and Pressure: Beckman 715 Ducalix B6-33 (H2) CO2, O2, H2 Dräger XM 7000 CO2, O2, H2, Cl2, H2S, CO 4 x 340 Lt x 250 Kg/cm² REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): 1180 T 55,87 m 5,6 m 6,2 m 7,1 m (For boats TCG Atilay & TCG Saldiray) 7,7 m (For boats TCG Yildiray, TCG Batiray, TCG Doganay, TCG Dolunay) 0 Trim Yes 30 m Polyamide Rope 30 T No REMARKS

Aft Hydroplanes - 7,60 m Fin - 11.8 m

Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability

Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards:

Fwd 2,2 m (Center of pair) 2 (For boats TCG Atilay & TCG Saldiray) 4 (For boats TCG Yildiray, TCG Batiray, TCG Doganay, TCG Dolunay) 235 mm 24 T II-2-TUR-7

Aft 29.8 m (Center of 2 pairs)

4

Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T):

235 mm 24 T ORIGINAL

ATP 57(B) Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: 24 T No 19 mm 200 m 9,2 T Fwd 1 Aft 24 T No

II-2-TUR-8

ORIGINAL

ATP 57(B)

PREVEZE CLASS (T 1400) SUBMARINES TURKEY

II-2-TUR-9

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-TUR-10

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Preveze Class Type 209 (T 1400) Number of Compartments: Single Compartment Volume Rescue / Escape Compartment: 712 m³ Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment: Two Man Escape Trunk: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags & ropes pre-stored on board: Dimensions Hatches and POD Trunks: Ventilation / Depressurisation capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: 4 x 340Lt. x 250 Kg/cm² Yes Yes MK-10 Beaufort / 50 44 1 - Forward Escape Trunk Hatch Yes Yes Yes Yes UH: 650 mm LH: 650 mm Length: 2350 mm Yes Yes No REMARKS No Watertight Bulkheads Single Compartment. No watertight Bulkhead Single Compartment. No watertight Bulkhead

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Single Compartment TBSH-04 8.088 kHz. (Voice) 712 Hz. (CW) No Single Compartment ISUS 83-26 (UT) 8.3875-11.3875 kHz. No II-2-TUR-11 REMARKS No Watertight Bulkheads

No Watertight Bulkheads

ORIGINAL

ATP 57(B)

Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: Endurance: SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon

Single Compartment No LF 5 kHz. HF 35 kHz. Honeywell ELAC SBE 1 ~ 400 Hours No 650 m No Yes No

No Watertight Bulkheads

Life Raft acts as indicator within length of cable.

Yes Single Compartment TRON 40S No

EPIRB is located in life raft and must be activated manually. No Watertight Bulkheads

Pyrotechnics (Flares) Compartment: Type: Colors: Submarine Signal Ejector Compartments: Mini POD Capable:

Single Compartment MKE 3 Red, 10 Green, 10 White Yes Single Compartment No

No Watertight Bulkheads

No Watertight Bulkheads

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal ~ 220 Hours capabilities and emergency food/water: II-2-TUR-12 ORIGINAL

ATP 57(B) Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters: 5500 Kg 21 x 50 Lt x 200 Kg/cm²

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Fixed Emergency Breathing System Compartment, Volume and Pressure: CO2 Dräger Polytron (Infrared) O2 Dräger Polytron(Partial Pressure) H2 Rosemount CO2, O2, H2 Dräger XM 7000 CO2, O2, H2, Cl2, H2S, CO 4 x 340 Lt x 250 Kg/cm² REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability 1454 T 62 m 5,8 m 6,2 m 7,7 m 0 Trim Yes 30 m Polyamide Rope 30 T No REMARKS

Aft Hydroplanes - 7,60 m Fin - 12.5 m

Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T):

Fwd 3,43 m (Center of 2 pairs) 17,2 m (Center of 2 pairs) Middle 4 (+ 4 Middle ) 240 mm 46 T

Aft 35.8 m (Center of 2 pairs) 4 240 mm 46 T

II-2-TUR-13

ORIGINAL

ATP 57(B) Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location FP: Max Loading (T): 46 T Yes Inner Radius 96 mm 2,61 m 58,6 T Horizontal Plane 30 T Vertical Plane 20,5 mm 200 m 10 T Fwd 1 1 Aft 46 T Yes Inner Radius 96 mm 40 m 58,6 T Horizontal Plane 30 T Vertical Plane

Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans:

II-2-TUR-14

ORIGINAL

ATP 57(B)

GUR CLASS (T 1400) SUBMARINES TURKEY

II-2-TUR-15

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-TUR-16

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Gur Class Type 209 (T 1400) Number of Compartments: Single Compartment Volume Rescue / Escape Compartment: 720 m³ Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment: Two Man Escape Trunk: Compartment Escape (Rush escape): Escape Suites: Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags & ropes pre-stored on board: Dimensions Hatches and POD Trunks: Ventilation / Depressurisation capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: 4 x 340Lt. x 250 Kg/cm² Yes Yes MK-10 Beaufort / 50 45 1 - Forward Escape Trunk Hatch Yes Yes Yes Yes UH: 650 mm LH: 650 mm Length: 2350 mm Yes Yes No REMARKS No Watertight Bulkheads Single Compartment. No watertight Bulkhead Single Compartment. No watertight Bulkhead

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Single Compartment TUBITAK TBSH-04 8.088 kHz. (Voice) 712 Hz. (CW) No Single Compartment ISUS 90-33 (UT) 8.0875 kHz. No REMARKS No Watertight Bulkheads

No Watertight Bulkheads

II-2-TUR-17

ORIGINAL

ATP 57(B) Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy

Single Compartment No LF 5 kHz. HF 35 kHz. Honeywell ELAC SBE 1-10 ~ 400 Hours No 650 m No Yes No

No Watertight Bulkheads

Life Raft acts as indicator within length of cable.

SEEPIRB Compartments: Type: Endurance: Personal Locator Beacon

EPIRB is located in life raft. Yes Single Compartment TRON 40S No No Watertight Bulkheads

Pyrotechnics (Flares) Compartment: Type: Colors: Submarine Signal Ejector Compartments: Mini POD Capable:

Single Compartment MKE 3 Red, 10 Green, 10 White Yes Single Compartment No

No Watertight Bulkheads

No Watertight Bulkheads

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal ~ 240 Hours capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: 6600 Kg

II-2-TUR-18

ORIGINAL

ATP 57(B) Number of National Units O2 bottles/candles referred in liters: 21 x 50 Lt x 200 Kg/cm² Additional 1 bottle 1 x 340 Lt x 200 Kg/cm² (outside the pressure hull).

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Emergency Atmospheric Monitoring Type: Gases: Fixed Emergency Breathing System Compartment, Volume and Pressure: CO2 Dräger Polytron(Infrared) O2 Dräger Polytron(Partial Pressure) H2 Fischer Rosemount CO2, O2, H2 Dräger XM 7000 CO2, O2, H2, Cl2, H2S, CO 4 x 340 Lt x 250 Kg/cm² REMARKS

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability 1454 T 62 m 5,8 m 6,2 m 7,7 m 0 Trim Yes 30 m Polyamide Rope 30 T No REMARKS

Aft Hydroplanes - 7,60 m Fin - 12.5 m

Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T):

Fwd 3,43 m (Center of 2 pairs) 17,2 m (Center of 2 pairs) Middle 4 (+ 4 Middle ) 240 mm 46 T

Aft 35.8 m (Center of 2 pairs) 4 240 mm 46 T

II-2-TUR-19

ORIGINAL

ATP 57(B) Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location FP: Max Loading (T): 46 T Yes Inner Radius 96 mm 2,61 m 58,6 T Horizontal Plane 30 T Vertical Plane 20,5 mm 200 m 10 T Fwd 1 1 Aft 46 T Yes Inner Radius 96 mm 40 m 58,6 T Horizontal Plane 30 T Vertical Plane

Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans:

II-2-TUR-20

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

UNITED KINGDOM

II-2-GBR-1

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-GBR-2

ORIGINAL

ATP 57(B)

Vanguard Class
More detailed information will be provided by the UK Rescue coordination centre as required

II-2-GBR-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-GBR-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Vanguard Number of Compartments: Two Volume Rescue / Escape compartment: Fwd Compartment: Volume = 3032m3 Aft Compartment: Volume = 1667m3 Volume / Pressure HP Air bottles with Fwd Compartment: connection to Rescue / Escape Volume: 2.322m3 compartment(s): Pressure: 276 Bar Aft Compartment: Volume: 2.322m3 Pressure: 276 Bar Single Escape trunk: No Two man escape trunk: Fwd Compartment: LET Aft Compartment: LET Compartment Escape (Rush escape): Yes Escape Suits: Fwd Compartment: 168 in number Aft Compartment: 168 in number Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: 162 in number 3 in number one at fwd LET, one at amidships LET and one at aft LET REMARKS

9 off 0.258m3 Cylinders 9 off 0.258m3 Cylinders LET (Logistics & Embarkation Trunk)

SEIE Mk10 (Plus additional suits for sea riders as required) 2008-2010 to be replaced by BFA SPES

No POD Posting Capable Depth Limit 426m using ROV/ADS/Divers/LR5/RV POD bags w/ropes pre-stored on board: Yes Dimensions Hatches and POD Trunks Hatch Dimensions: (Transferred from STANAG 1391): Fwd LET Upper – 762mm Diameter Fwd LET Lower – 762mm Diameter Aft LET Upper – 762mm Diameter Aft LET Lower – 762mm Diameter UK ELSS POD Dimensions: Overall Length – 1260mm Outside Diameter – 360mm Ventilation: No Depressurisation: No

Ventilation / Depressurization capabilities (STANAG 1450)

II-2-GBR-5

ORIGINAL

ATP 57(B) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: Yes BIBS: No HP Air: No Utilising salvage techniques Re-supply of BIBS bottles from HP air system only possible with base support

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Control Room Sonar 2008 8.08 kHz Transmit/Receive 10kHz No Fwd Compartment: 1 in number Mid LET: 1 in number Aft Compartment: 1 in number Sonar 2073 Voice Comms – 10/27/43 kHz REMARKS

Carrier frequency

Type: Frequency Transmitting:

Continuous Endurance: 12hrs Transmitting (10kHz) 32hrs Receiving (10kHz) Submarine Locator Acoustic Beacon (SLAB) 168hrs Low Freq pinging 5hrs High Freq pinging

Acoustic Beacon – 10/37.5kHz Homing Beacon – 10/37.5kHz Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: No

Remotely operated: Frequency:

Type:

Fwd Compartment: 1 in number Aft Compartment: 1 in number No Fwd Compartment: Channel 44 Aft Compartment: Channel 33 Model 409 SSE Launched Transponder

II-2-GBR-6

ORIGINAL

ATP 57(B) Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: GMDSS 406.0 MHz Fwd Compartment: 1 in number Aft Compartment: 1 in number 8 Hours Type 680 Inactive >45days 1Hz interrogation >24hrs 1000 Metres GMDSS 243 and 406.0 MHz 72 Hours Yes No Type 639 – 2 in number one forward and one aft (Alert and Locate)

Endurance: SEEPIRB

SEPIRBS being introduced across the Flotilla 2009. Check with SUBOPAUTH for individual unit fit.

Compartments: Type: Endurance: Personal Locator Beacon Compartments: Fwd Compartment: 3 in number Aft Compartment 3 in number GMDSS 121.5/243/406.0 MHz PLB(S) 24 Hours Fwd Grenade and Smoke Candles Red Grenade White Smoke 4 in number Red Grenades and 6 in number White Smoke Aft Grenade and Smoke Candles Red Grenade White Smoke 4 in number Red Grenades and 6 in number White Smoke Generally deployed first, middle and second to last escapee

Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance:

SARBE 10

II-2-GBR-7

ORIGINAL

ATP 57(B) Submarine Signal Ejector Compartments:

Fwd Compartment: 1 in number Aft Compartment: 2 in number Not proven

SSE Mk10 SSE Mk10 (Port and Stbd) Takes a 4inch diameter store or with a sleeve will take a 3inch diameter store with a maximum length of 40.4inches

Mini POD Capable:

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Information is provided per platform 168 Hours (7 Days) 1Litre water pmpd 100g boiled sweets pmpd 210g ration bar pmpd 1151kCal pmpd Fwd Compartment: 271 in number Aft Compartment: 272 in number (Cannisters)

4 in number Carbon Dioxide Absorption Unit, 2 in number fwd compartment and 2 in number aft compartment From late 2007 the CO2 canisters designated for Submarine escape and rescue will be replaced with Lithium Hydroxide Curtains 1 box contains 1 x 50ft curtain To be introduced late 2007 onwards 4 in number Self Contained Oxygen Generator (SCOG) Holders, 3 fwd and 2 aft. Each SCOG Holder can hold 2 SCOGs

Number of National Units CO2 Lithium Hydroxide Curtains Information is provided per platform Number of National Units O2 bottles/candles referred in liters: Information is provided per platform

Forward Compartment: 255 Boxes Aft Compartment: 255 Boxes Fwd Compartment: 144 in number Aft Compartment: 172 in number

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Central Atmosphere Monitoring System Oxygen Carbon Dioxide Carbon Monoxide II-2-GBR-8 ORIGINAL REMARKS

ATP 57(B) Hydrogen R114, R12 Halon 1301 / Freon 13B1 Benzene Aliphatic Organics Aromatic Organics Emergency Atmospheric Monitoring Type: Fwd Compartment: 2 x Draeger Gas Detector Kits 2 x Analox Multi Gas and Pressure monitors 1 x Absolute Pressure Gauge Aft Compartment: 2 x Draeger Gas Detector Kits 2 x Analox Multi Gas and Pressure monitors 1 x Absolute Pressure Gauge Oxygen Carbon Dioxide Chlorine Oxygen: 38packs (380tubes) 0.5 hourly – 7.9days Carbon Dioxide: 30packs (300tubes) 0.5 hourly – 6.25days Chlorine: 2packs (20 tubes) 6 hourly, 2 hourly – 5days, 1.6days Fwd Compartment: Volume – 2.322m3 Pressure – 276Bar Aft Compartment: Volume – 2.322m3 Pressure – 276Bar

Gases: Endurance:

Fixed Emergency Breathing System Compartment, Volume and Pressure:

9 off 0.258m3 Cylinders 9 off 0.258m3 Cylinders

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): 13996tonnes 149.3metres Fwd Marks: 10.1metres Aft Marks: 11.0metres 19.3metres 4.0metres 0.9metres by the stern Yes 100metres II-2-GBR-9 REMARKS Deep surface condition Deep surface condition Extreme to outside of stabilisers Waterline to top of casing Deep surface condition High Modulus Polyethylene Rope ORIGINAL

ATP 57(B) Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): 6.9metres 25.9metres 28.0metres

Fin Fairing/casing intersection Fin leading edge intersection

Fwd

Aft Fwd: 89.6metres Centre: 101.2metres Aft: 118.6metres Fwd: 2 in number Centre: 1 in number Aft: 3 in number 225mm

Fwd: 15.4metres Centre: 25.6metres Aft: 46.1metres Number of Bollards: Fwd: 3 in number Centre: 1 in number Aft: 2 in number Height of raised Bollard above Casing 225mm (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Fwd Special Towing Eyes (if fitted) Size of Eye (mm): n/a Location: n/a Max Loading (T): n/a Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: 35mm 247.0metres Anchor Windlass Brake = 21tonnes Anchor Chain = Fwd 1 in number 1 in number

Aft n/a n/a n/a

Aft 1 in number 2 in number

II-2-GBR-10

ORIGINAL

ATP 57(B)

Trafalgar Class
More detailed information will be provided by the UK Rescue coordination centre as required

II-2-GBR-11

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-GBR-12

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: Trafalgar Number of Compartments: Two Volume Rescue / Escape compartment: Fwd Compartment: Volume = 220m3 Aft Compartment: Volume = 789m3 Volume / Pressure HP Air bottles with Fwd Compartment: connection to Rescue / Escape Volume – 1.29m3 compartment(s): Pressure – 295bar Aft Compartment: Volume – 1.29m3 Pressure – 295bar Single Escape trunk: Fwd Compartment: Yes, SET Aft Compartment: Yes, SET Two man escape trunk: No Compartment Escape (Rush escape): Yes Escape Suits: Fwd Compartment: 115 in number Aft Compartment: 115 in number Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: 124 in number 2 in number one at Fwd SET and one at Aft SET No POD Posting Capable Depth Limit 180metres Introduction of higher depth rated lower lid will allow POD posting to maximum rescue depth REMARKS

5 in number 0.258m3 Cylinders 5 in number 0.258m3 Cylinders

SEIE Mk10 (plus additional suits for sea riders as required) 2008-2010 to be replaced by BFA SPES

POD bags w/ropes pre-stored on board: Yes Dimensions Hatches and POD Trunks Hatch Dimensions: (Transferred from STANAG 1391): FET – Upper Hatch – 0.610m clear opening AET – Upper Hatch – 0.610m clear opening UK ELSS POD Dimensions: Overall Length – 1260mm Outside Diameter – 360mm Ventilation: No Depressurisation: No II-2-GBR-13 ORIGINAL

Ventilation / Depressurization capabilities (STANAG 1450)

ATP 57(B) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability: Yes BIBS: No HP Air: No Utilising salvage techniques Re-supply of BIBS bottles from HP air system only possible with base support

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Control Room Sonar 2008 8.08kHz Transmit/Receive 10kHz No Fwd Compartment: 1 in number Aft Compartment: 1 in number Sonar 2073 Voice Comms – 10/27/43kHz REMARKS

Carrier frequency

Type: Frequency Transmitting:

Continuous Endurance: 12hrs Transmitting (10kHz) 32hrs Receiving (10kHz) Submarine Locator Acoustic Beacon (SLAB) 168hrs Low Freq pinging 5hrs High Freq pinging

Acoustic Beacon – 10/37.5kHz Homing Beacon – 10/37.5kHz Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: No

Remotely operated: Frequency:

Type: Endurance:

Fwd Compartment: 1 in number Aft Compartment: 1 in number No Fwd Compartment: Channel 44 Aft Compartment: Channel 33 Model 409 SSE Launched Transponder Inactive >45days 1Hz interrogation >24hrs

II-2-GBR-14

ORIGINAL

ATP 57(B) Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: GMDSS 406.0MHz Fwd Compartment: 2 in number Aft Compartment: 2 in number 8 Hours Type 680 1000 metres GMDSS 243 and 406.0MHz 72 Hours Yes No Type 639 – 2 in number one forward and one aft (Alert and Locate)

Endurance: SEEPIRB

SEPIRBS being introduced across the Flotilla 2009. Check with SUBOPAUTH for individual unit fit.

Compartments: Type: Endurance: Personal Locator Beacon Compartments: Fwd Compartment: 3 in number Aft Compartment: 3 in number GMDSS 121.5/243/406.0MHz PLB(S) 24 Hours Fwd Grenade and Smoke Candles Red Grenade White Smoke 4 in number Red Grenades and 6 in number White Smoke Aft Grenade and Smoke Candles Red Grenade White Smoke 4 in number Red Grenades and 6 in number White Smoke Type Mk8 Generally deployed first, middle and second last escapee

Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance:

SARBE 10

Submarine Signal Ejector Compartments:

Fwd Compartment: 1 in number Aft Compartment: 1 in number

II-2-GBR-15

ORIGINAL

ATP 57(B) Mini POD Capable: Not proven Takes a 4inch diameter store or with a sleeve will take a 3inch diameter store with a maximum length of 40.4inches

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Information is provided per platform 168Hours (7 Days) 1Litre water pmpd 100g boiled sweets pmpd 210g ration bar pmpd 1151kCal pmpd Forward Compartment: 148 in number Aft Compartment: 168 in number (Canisters)

4 in number Carbon Dioxide Absorption Units, 2 forward and 2 aft. From late 2007 the CO2 canisters designated for Submarine escape and rescue will be replaced with Lithium Hydroxide Curtains 1 box contains 1 x 50ft curtain To be introduced late 2007 onwards 4 in number Self Contained Oxygen Generator (SCOG) Holders, 2 fwd and 2 aft. Each SCOG Holder can hold 2 SCOGs

Number of National Units CO2 Lithium Hydroxide Curtains Information is provided per platform Number of National Units O2 bottles/candles referred in liters: Information is provided per platform

Forward Compartment: 184 Boxes Aft Compartment: 184 Boxes Forward Compartment: 111 in number Aft Compartment: 111 in number

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: Central Atmosphere Monitoring System Oxygen Carbon Dioxide Carbon Monoxide Hydrogen R114, R12 Halon 1301 / Freon 13B1 Benzene Aliphatic Organics Aromatic Organics II-2-GBR-16 ORIGINAL REMARKS

ATP 57(B) Emergency Atmospheric Monitoring Type: Fwd Compartment: 2 x Draeger Gas Detector Kits 2 x Analox Multi Gas and Pressure monitors 1 x Absolute Pressure Gauge Aft Compartment: 2 x Draeger Gas Detector Kits 2 x Analox Multi Gas and Pressure monitors 1 x Absolute Pressure Gauge Oxygen Carbon Dioxide Chlorine 0.5 hourly – 7.9days Oxygen: 38packs (380tubes) Carbon Dioxide: 30packs (300tubes) 0.5 hourly – 6.25days 6 hourly, 2 hourly – 5days, Chlorine: 2packs (20 tubes) 1.6days Fwd Compartment: Volume 1.29m3 Pressure – 295Bar Aft Compartment: Volume 1.29m3 Pressure – 295Bar

Gases: Endurance:

Fixed Emergency Breathing System Compartment, Volume and Pressure:

5 x 0.258m3 Cylinders 5 x 0.258m3 Cylinders

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): 4740 tonnes HMS Trafalgar 85.4metres HMS Turbulent onwards 86.0metres Forward Marks 8.1metres Aft Marks 8.8metres HMS Trafalgar 13.9metres HMS Turbulent onwards 14.2metres 10.7metres Trim Aft 0.8metres Yes 100metres 114tonnes 9.0metres II-2-GBR-17 ORIGINAL REMARKS Deep Surfaced Deep surface condition Extreme to Outside of stabilizers USK to top of superstructure casing Deep surface condition High Modulus Polyethylene Rope

ATP 57(B) Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Fwd n/a n/a n/a 25mm 192.0metres Anchor Windlass Brake = 13.2tonnes Anchor Chain = 39.7tonnes Fwd 1 in number 1 in number 1 in number 1 in number n/a n/a n/a Aft 2.0metres 5.5metres 27.4metres 4.5tonnes Top of superstructure to top of Bridge Fin FP coincident with the extreme forward end of the ship 4.7tonnes at towing vessel

Fwd 3 in number (12.8metres) 1 in number (25.3metres) 4 in number Old Cleat = Modified Cleat = New Cleat = 199mm Old Cleat = 4tonnes Modified Cleat = 7.5tonnes New Cleat = 12tonnes

Aft 1 in number (50.4metres) 3 in number (63.1metres) 4 in number Old Cleat = Modified Cleat = New Cleat = 199 mm Old Cleat = 4tonnes Modified Cleat = 7.5tonnes New Cleat = 12tonnes

8 x 15fathoms (based on maximum stalled load) Aft

Other Information Number of Capstans: Number of Bullrings:

II-2-GBR-18

ORIGINAL

ATP 57(B)

Swiftsure Class
More detailed information will be provided by the UK Rescue coordination centre as required

II-2-GBR-19

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-GBR-20

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Swiftsure Submarine Class: Two Number of Compartments: Volume Rescue / Escape compartment: Fwd Compartment: Volume = 213m3 Aft Compartment: Volume = 744m3 Volume / Pressure HP Air bottles with Fwd Compartment: connection to Rescue / Escape Volume – 1.29m3 compartment(s): Pressure – 295Bar Aft Compartment: Volume – 1.29m3 Pressure – 295Bar Fwd Compartment: Single Escape trunk:
SET Aft Compartment: SET

REMARKS

5 in number 0.258 m3 Cylinders 5 in number 0.258 m3 Cylinders

Two man escape trunk: Compartment Escape (Rush escape): Escape Suits:

n/a Yes Fwd Compartment: 115 in number Aft Compartment: 115 in number 124 in number 2 in number one at Fwd SET and One at Aft SET No POD Posting Capable Depth limit 180metres

SEIE Mk10 (plus additional suits for sea riders as required) 2008-2010 to be replaced by BFA SPES

Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations:

Introduction of higher depth rated lower lid will allow POD posting to maximum rescue depth. Superb Only (similar except): AET – Lower – Oval major axis 18in (0.457m) minor axis 16.5in (0.419m)

POD bags w/ropes pre-stored on board: Yes Dimensions Hatches and POD Trunks Hatch Dimensions: (Transferred from STANAG 1391): FET – Lower – Oval major axis 18in (0.457m) minor axis 16.5in (0.419m) FET – Upper – 24in (0.610m) diameter AET – Lower – Oval major axis 19.5in (0.495m) minor axis 18in (0.457m) AET – Upper – 24in (0.610m) diameter

II-2-GBR-21

ORIGINAL

ATP 57(B) UK ELSS POD Dimensions: Overall Length = 1260mm Outside Diameter = 360mm Ventilation: No Depressurisation: No Yes BIBS: No HP Air: No

Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability:

Utilising salvage techniques Re-supply of BIBS bottles from Submarine HP air system only possible with base support

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Control Room Sonar 2008 8.08 kHz Transmit/Receive 10kHz No Fwd Compartment: 1 in number Aft Compartment: 1 in number Sonar 2073 Voice Comms – 10/27/43kHz REMARKS

Carrier frequency

Type: Frequency Transmitting:

Continuous Endurance: 12hrs Transmitting (10kHz) 32hrs Receiving (10kHz) Submarine Locator Acoustic Beacon (SLAB) 168hrs Low Freq pinging 5hrs High Freq pinging

Acoustic Beacon – 10/37.5kHz Homing Beacon – 10/37.5kHz Automatic Emergency Mode: Emergency Sonar Beacon/Noise Pinger Compartment: No

Remotely operated: Frequency:

Fwd Compartment: 1 in number Aft Compartment: 1 in number No Fwd Compartment: Channel 44 Aft Compartment: Channel 33

II-2-GBR-22

ORIGINAL

ATP 57(B) Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy Expendable Communication Buoy Frequency: Compartment: GMDSS 406.0MHz Fwd Compartment: 2 in number Aft Compartment: 2 in number 8 Hours Type 680 Model 409 SSE Launched Transponder Inactive >45days 1Hz interrogation >24hrs 1000meters GMDSS 243 and 406.0MHz 72 Hours Yes No Type 639 – 2 in number one forward and one aft (Alert and Locate)

Endurance: SEEPIRB

SEPIRBS being introduced across the Flotilla 2009. Check with SUBOPAUTH for individual unit fit.

Compartments: Type: Endurance: Personal Locator Beacon Compartments: Fwd Compartment: 3 in number Aft Compartment: 3 in number GMDSS 121.5/243/406.0MHz PLB(S) 24 Hours Fwd Grenade and Smoke Candle Red Grenade White Smoke 4 in number Red Grenades and 6 in number White Smoke Aft Grenade and Smoke Candle Red Grenade White Smoke 4 in number Red Grenades and 6 in number White Smoke Generally deployed first, middle and second last escapee

Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance:

SARBE 10

II-2-GBR-23

ORIGINAL

ATP 57(B)

Submarine Signal Ejector Compartments:

Mini POD Capable:

Fwd Compartment: 1 in number Aft Compartment: 1 in number Not proven

Type Mk 6

Takes a 4inch diameter store or with a sleeve will take a 3inch diameter store with a maximum length of 40.4inches

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the aboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Information is provided per platform 168Hours (7Days) 1Litre water pmpd 100g boiled sweets pmpd 210g ration bar pmpd 1151kCal pmpd Forward Compartment: 148 in number Aft Compartment: 168 in number (Canisters)

4 in number Carbon Dioxide Absorption Units, 2 forward and 2 aft. From late 2007 the CO2 canisters designated for Submarine escape and rescue will be replaced with Lithium Hydroxide Curtains 1 box contains 1 x 50ft curtain To be introduced late 2007 onwards 4 in number Self Contained Oxygen Generator (SCOG) Holders, 2 fwd and 2 aft. Each SCOG Holder can hold 2 SCOGs

Number of National Units CO2 Lithium Hydroxide Curtains Information is provided per platform Number of National Units O2 bottles/candles referred in liters: Information is provided per platform

Forward Compartment: 184 Boxes Aft Compartment: 184 Boxes Forward Compartment: 111 in number Aft Compartment: 111 in number

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Central Atmosphere Monitoring System REMARKS

II-2-GBR-24

ORIGINAL

ATP 57(B)

Gases:

Oxygen Carbon Dioxide Carbon Monoxide Hydrogen R114, R12 Halon 1301 / Freon 13B1 Benzene Aliphatic Organics Aromatic Organics Fwd Compartment: 2 x Draeger Gas Detector Kits 2 x Analox Multi Gas and Pressure monitors 1 x Absolute Pressure Gauge Aft Compartment: 2 x Draeger Gas Detector Kits 2 x Analox Multi Gas and Pressure monitors 1 x Absolute Pressure Gauge Oxygen Carbon Dioxide Chlorine Oxygen: 38packs (380 tubes) Carbon Dioxide: 30packs (300 tubes) Chlorine: 2packs (20 tubes)

Emergency Atmospheric Monitoring Type:

Gases: Endurance:

0.5hourly – 7.9days 0.5hourly – 6.25days 6hourly, 2hourly – 5days, 1.6days

Fixed Emergency Breathing System Compartment, Volume and Pressure:

Fwd Compartment: Volume 1.29m3 Pressure – 295Bar Aft Compartment: Volume 1.29m3 Pressure – 295Bar

5 x 0.258m3 Cylinders 5 x 0.258m3 Cylinders

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): 4501tonnes 82.9metres Fwd Marks 8.0metres Aft Marks 8.8metres 13.3metres II-2-GBR-25 REMARKS Deep Surface Condition Deep Surface Condition Extreme to outside of stabilisers ORIGINAL

Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T):

10.7metres Trim Aft 0.8metres Yes 100metres 114tonnes 9.0metres 2.0metres 5.5metres 27.4metres 4.5tonnes

ATP 57(B) USK to top of superstructure casing Deep surface condition

FP Coincident with the extreme forward end of the submarine 4.7tonnes at towing vessel

Fwd 3 in number (13.1metres) 1 in number (25.3metres) 4 in number Old Cleat = Modified Cleat = New Cleat = 199mm Old Cleat = 4tonnes Modified Cleat = 7.5tonnes New Cleat = 12tonnes

Aft 1 in number (47.9metres) 3 in number (60.6metres) 4 in number Old Cleat = Modified Cleat = New Cleat = 199mm Old Cleat = 4tonnes Modified Cleat = 7.5tonnes New Cleat = 12tonnes

Fwd n/a n/a n/a 25.4mm 219.4metres (8) or 192.0metres (9) Anchor Windlass = 13.2tonnes Anchor Chain = 39.7tonnes Fwd 1 in number 1 in number 1 in number 1 in number n/a n/a n/a

Aft

1 inch 8 or 9, 15 fathom lengths

Other Information Number of Capstans: Number of Bullrings:

Aft

II-2-GBR-26

ORIGINAL

ATP 57(B)

PART II

CHAPTER 2

UNITED STATES OF AMERICA

II-2-USA-1 NATO UNCLASSIFIED

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-USA-2

ORIGINAL

ATP 57(B)

Los Angeles Class

II-2-USA-3

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-USA-4

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: USS LOS ANGELES (SSN 688) Number of Compartments: 2 Volume Rescue / Escape compartment: 83,300 Forward; 64,600 Aft Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment(s): Forward & aft air banks onboard as well as other oxygen containing air bottles. REMARKS Water tight compartment volumes in ft-cu (approximate) Emergency Main Ballast Tank (EMBT) blow actuator valves are located near the ballast control panel in the Control/Attack center located in the forward compartment. Air banks 1 and 2 are located in the forward ballast tank; banks 4 and 5 are located in the aft ballast tanks. Air bank 3 provides air storage for the HP air system and escape air for use with SEIE Suits.

Single Escape trunk: Two man escape trunk: Compartment Escape (Rush escape): Escape Suites:

No Yes No 186 SEIE suits (132 FWD; 54 aft). Additionally, SEIE suit crash bags are located in the vicinity of the Escape Trunks both forward and aft and contain equipment necessary to facilitate a buoyant ascent escape. 139 2 Yes Yes No No N/A No Yes No

SEIE MK10 suits allow buoyant breathing ascent from as deep as 600 feet. Each equipped with a single-seat life raft that can be inflated and boarded at surface after ascent or after surface abandonment.

Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability:

II-2-USA-5

ORIGINAL

ATP 57(B)

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Communication - Other Compartments: Type: REMARKS Forward AN/WQC-2 or 6 as applicable Voice Low 1.45 to 3.1 kHz High 8.3 to 11.1 kHz No

Keyed Continuous Wave carrier: 2.85(Low), 8.84 (High) kHz

Forward & aft compartments Posted Tap-Code placard with attached ball-peen hammer

Mounted adjacent to each escape trunk e.g., “SOS SUB SUNK SOS” In MBT2B Fr 15 - 16 or Fr 20 In MBT4A, Fr 127 - 128 To aid detection, localization and homing on DISSUB

Emergency Sonar Beacon/Noise Pinger Compartment: 1 – Forward, 1 – Aft Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy EQUIPMENT Expendable Communication Buoy Frequency: Compartment: Endurance: SEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: No 3.5 kHz AN/BQN-13 > 360 Hours No

No No REMARKS AN/BRT-6 290-315 MHz

2 – Forward, 2 – Aft (T-1630/SRT) > 48 Hours None II-2-USA-6

Release via SEPIRB Trunk Launch Tube or 3-inch Launcher Beacon: 121.5 MHz Distress: 406.025 MHz

ORIGINAL

ATP 57(B) Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: SEPIRB Trunk Launch Tube Compartments:

Forward Compartment Only Red, Green, Yellow Forward compartment only No

Ejected via 3-inch Launcher

3-inch Launcher

1 set forward inside locker 2-47-4 in Used in forward or aft escape storage container S2-47-6; 1 set aft trunks For submerged SEPIRB launch Engine Room Upper Level Frame 86 stbd locker 1-85-3.

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the onboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters: 168 hours

406 (1160 kg; Cans: 366 Forward / 40 located various.) LiOH canisters

Salvage support or alternate ELSS resupply:

366 DISSUB reserved LiOH canisters used with 400 LiOH Curtains located in forward compartment. Data not available in liters 230 Chlorate Candles and their The onboard supply of oxygen oxygen candle furnace are in the candles is sufficient to last for a forward compartment only. Typically, two candles are burned at nominal 10 days. a time in the oxygen candle furnace. Each chlorate candle provides 45 to 50 minutes or 115 standard cubic feet of oxygen. Four pairs of salvage air fittings are The high salvage connection located along the top surface of the can be used to supply submarine hull, one pair at the fore submarine crewmembers with and aft end of each of the two air, water and liquid food. The compartments. Each pair of salvage fittings also permit a salvage air fittings contains a high and low- crew to dewater a flooded compartment by forcing pressure salvage air fitting. compressed air into the high salvage connection.

II-2-USA-7

ORIGINAL

ATP 57(B) Other: First aid boxes, medical kits, resuscitator-aspirators, nuclear biological chemical lockers, and anti-contamination clothing are stored in both compartments. Two (2) forward compartment Mark IV-E CO-Hz Burners with lithium carbonate filters are available to remove CO, H2 and hydrocarbons from the air.

Variations in the outfit of different escape compartments within the same Class not previously addressed: Variations in the outfit of different submarines within the same Class not previously addressed:

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: REMARKS CAMS O2, CO2, H2, N2, CO, aliphatic and aromatic hydrocarbons, water vapor, benzene, refrigerants R-12, R-113, R-114, and R-134a, and additional chemicals. Additional portable gas monitoring systems used to supplement CAMS are a portable trace gas analyzer (forward compartment only); Beckman Model D2 or Servomex 570A Oxygen Analyzer; and a Drager MultiGas Detector kit. Draeger kits have a variety of detection tubes for detecting the trace contaminants most commonly encountered in submarines including CO2.

Emergency Atmospheric Monitoring Type:

Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure:

Drager Multi-Gas Detector kits and Portable Analox SUB Mk IIP O2/CO2 Gas DISSUB Monitors are located in both forward and aft compartments. Draeger: Various in partial pressure; Analox: CO2 and O2 in SEV and compartment pressure in FSW. Indefinite 90 EAB Manifolds Forward; 56 EAB Manifolds Aft; A total of 237 EAB masks are available throughout the ship. Note: There are 242 EAB masks aboard USS MEMPHIS (SSN 691) vice 237. II-2-USA-8

The emergency air breathing (EAB) system supplies clean air for the ship’s crew in the event of environmental contamination.

ORIGINAL

ATP 57(B)

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Fwd Other Information Number of Capstans: Number of Bullrings: Aft No REMARKS

Fwd

Aft

Fwd

Aft

II-2-USA-9

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-USA-10

ORIGINAL

ATP 57(B)

Seawolf Class

II-2-USA-11

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-USA-12

ORIGINAL

ATP 57(B)

II-2-USA-13

ORIGINAL

ATP 57(B)

INTENTIONALLY BLANK

II-2-USA-14

ORIGINAL

ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: USS SEAWOLF (SSN 21) Number of Compartments: 2 Volume Rescue / Escape compartment: SSN21/22: 83,300 FWD; 64,600 aft; SSN23: 154,000 FWD; 64,600 aft. Volume / Pressure HP Air bottles with Forward & aft air banks onboard as well as other oxygen containing air connection to Rescue / Escape bottles. compartment(s): REMARKS Including SSN 21/22/23 Forward / aft Water tight compartment volumes in ft-cu (approximate) Emergency Main Ballast Tank (EMBT) forward air bank blow actuator valves are located in the Auxiliary Equipment Space #1. Aft air bank blow actuator valves are located in the engine room, middle level, aft of frame 98. Air banks 1, 2 and 3 are located in the forward ballast tank; banks 4 and 5 are located in the aft ballast tanks. Air banks 1, 2, and 3 also serve as stowage for diver quality air.

Single Escape trunk: Two man escape trunk: Compartment Escape (Rush escape): Escape Suites:

Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability:

No Yes No SSN21/22: 163 SEIE suits (129 FWD; 34 aft); SSN23: 218 SEIE suits (184 FWD; 34 aft). Additionally, SEIE suit crash bags are located in the vicinity of the Escape Trunks both forward and aft and contain equipment necessary to facilitate a buoyant ascent escape. 121 (SSN21/22), 178 (SSN23) 2

SEIE MK10 suits allow buoyant breathing ascent from as deep as 600 feet. Each equipped with a single-seat life raft that can be inflated and boarded at surface after ascent or after surface abandonment.

Yes Yes No lower hatch blockage limitation No Upper&Lower: 30.0”(762 mm) Dia. Vertical Length: 51.5”(1308 mm) No Yes No II-2-USA-15 ORIGINAL

ATP 57(B)

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Communication - Other Compartments: Type: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy EQUIPMENT Expendable Communication Buoy AN/BRT-6 Frequency: Compartment: Endurance: SEPIRB Compartments: Type: Endurance: Personal Locator Beacon REMARKS Forward AN/WQC-6 Voice Low 1.45 to 3.1 kHz High 8.3 to 11.1 kHz No

Keyed Continuous Wave carrier: 2.85(Low), 8.84 (High) kHz

1 – Forward, 1 – Aft Posted Tap-Code placard with attached ball-peen hammer 1 – Forward, 1 – Aft No 3.5 kHz AN/BQN-13 > 360 Hours No

Mounted adjacent to each escape trunk e.g., “SOS SUB SUNK SOS”

To aid detection, localization and homing on DISSUB

REMARKS Also AN/BRT-1 Communication Slot Buoy

2 – Forward, 2 – Aft (T-1630/SRT) > 48 Hours II-2-USA-16

Release via SEPIRB Trunk Launch Tube or 3-inch Launcher Beacon: 121.5 MHz Distress: 406.025 MHz

ORIGINAL

ATP 57(B) Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: SEPIRB Trunk Launch Tube Compartments:

Forward compartment only Red, Green, Yellow Forward compartment only No 1 set forward auxiliary equipment space #2 second level frame 19 locker 12-018-003 (SSN21/22) and locker 11-032-004 (SSN23); 1 set aft Engine Room Upper Level Frame 80 port locker 51-081-766.

Ejected via 3-inch Launcher

Two 3-inch Launchers Used in forward or aft escape trunks for submerged SEPIRB launch

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the onboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters: 168 hours

Salvage support or alternate ELSS resupply:

SSN21/22: 300 (857 kg – Cans: 199 Forward / 101 aft) LiOH canisters; SSN23: 429 (1225 kg - Cans: 318 Forward / 111 aft) LiOH canisters. 510 Chlorate Candles (416- forward / 94 aft). Typically, two candles are burned at a time in the oxygen candle furnace. Each chlorate candle provides 45 to 50 minutes or 115 standard cubic feet of oxygen. Four pairs of salvage air fittings are located along the top surface of the submarine hull, one pair at the fore and aft end of each of the two compartments. Each pair of salvage air fittings contains a high and lowpressure salvage air fitting.

LiOH canisters used with 350 LiOH Curtains located Forward in Auxiliary Tanks #2 & 3. Data not available in liters The onboard supply of oxygen candles is sufficient to last for a nominal 20 days. The high salvage connection can be used to supply submarine crewmembers with air, water and liquid food. The fittings also permit a salvage crew to dewater a flooded compartment by forcing compressed air into the high salvage connection.

II-2-USA-17

ORIGINAL

ATP 57(B) Other: First aid boxes, medical kits, resuscitator-aspirators, nuclear biological chemical lockers, and anti-contamination clothing are stored in both compartments. The 21 Class submarines do not carry life rafts aboard as equipage.

Variations in the outfit of different escape compartments within the same Class not previously addressed: Variations in the outfit of different submarines within the same Class not previously addressed:

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: REMARKS CAMS O2, CO2, H2, N2, water vapor, CO, aliphatic and aromatic hydrocarbons, benzene, refrigerants R-12, R-113, R-114, and R-134a, and additional chemicals. Additional portable gas monitoring systems used to supplement CAMS are a portable trace gas analyzer; a Model 3 Explosimeter for combustible gases; OTTO II fuel detector; Bacharach Model 502 and Mine Safety Appliance 245 O2 indicators and a Draeger Multi-Gas Detector Kit.

Emergency Atmospheric Monitoring Type:

Gases: Endurance: Fixed Emergency Breathing System

Draeger Multi-Gas Detector Kits; Portable Analox SUB Mk IIP O2/CO2 Gas DISSUB Monitors are located in both forward and aft compartments. Draeger: Various in partial pressure; Analox: CO2 and O2 in SEV and compartment pressure in FSW; Indefinite SSN21/22: 129 manifolds in the forward section and 66 in the aft section. A total of 284 EAB masks are available throughout the ship SSN23: 218 manifolds in the forward section, 63 in the aft section, 2 in the Reactor Compartment side, and 1 in the vestibule, a total of 394 EAB masks with 382 8-foot and 15 25-foot hoses available throughout the ship.

Draeger kits have a variety of detection tubes for detecting the trace contaminants most commonly encountered in submarines including CO2.

The emergency air breathing (EAB) system supplies clean air for the ship’s crew in the event of environmental contamination.

Compartment, Volume and Pressure: II-2-USA-18 ORIGINAL

ATP 57(B)

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: Fwd Aft Yes/No REMARKS

Fwd

Aft

Fwd

Aft

II-2-USA-19

ORIGINAL

ATP 57(B)

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II-2-USA-20

ORIGINAL

ATP 57(B)

Ohio Class

II-2-USA-21

ORIGINAL

ATP 57(B)

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ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: USS OHIO (SSBN/GN 726) Number of Compartments: 3 Volume Rescue / Escape compartment: 101,500 Forward; 149,200 Missile; 115,700 aft. Volume / Pressure HP Air bottles with Forward & aft air banks onboard as connection to Rescue / Escape well as other oxygen containing air compartment(s): bottles. REMARKS Water tight compartment volumes in ft-cu (approximate) Emergency Main Ballast Tank (EMBT) blow actuator valves are located near the ballast control panel in the Control/Attack center located in the forward compartment. Air banks 1 and 2 are located in the forward ballast tank; banks 3 and 4 are located in the aft ballast tanks.

Single Escape trunk: Two man escape trunk: Compartment Escape (Rush escape): Escape Suites:

Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability:

No Yes No 262 SEIE suits (95 FWD, 126 MSL, 41 Aft). Additionally, SEIE suit crash bags are located in the vicinity of the Escape Trunks both forward and aft and contain equipment necessary to facilitate a buoyant ascent escape. 162 (SSBN), 178 (SSGN) 3

SEIE MK10 suits allow buoyant breathing ascent from as deep as 600 feet. Each equipped with a single-seat life raft that can be inflated and boarded at surface after ascent or after surface abandonment.

Yes Yes No lower hatch blockage No Upper&Lower: 30.0”(762 mm) Dia. Vertical Length: 42.5”(1079 mm) No Yes No

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ATP 57(B)

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Communication - Other Compartments: Type: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered No Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy EQUIPMENT Expendable Communication Buoy Frequency: Compartment: Endurance: SEPIRB Compartments: 2 – Forward, 2 - Missile, 2 – Aft AN/BST-1 All AN/BQQ-6 Group D 8.2875 to 11.0875 kHz Homing Tone 9.58 kHz Forward & aft compartments Posted Tap-Code placard with attached ball-peen hammer Forward AN/BQQ-6 Group B Voice Low 1.45 to 3.10 kHz High 8.3 to 11.1 kHz REMARKS

Carrier Frequency 8.0875 kHz

Mounted adjacent to each escape trunk e.g., “SOS SUB SUNK SOS”

No 3.5 kHz AN/BQQ-6 Group E

3 Sets, To aid detection, localization and homing on DISSUB

REMARKS

Release via SEPIRB Trunk Launch Tube or 3-inch Launcher ORIGINAL

II-2-USA-24

ATP 57(B) Type: Endurance: Personal Locator Beacon Compartments: Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: SEPIRB Trunk Launch Tube Compartments: Missile Red, Yellow, Green Ejected via 3-inch Launcher T-1630/SRT > 48 Hours Beacon: 121.5 MHZ Distress: 406.025 MHz

Missile compartment only No

3-inch Launcher

1 set forward 2nd platform frame 87 Used in forward, missile or aft stbd locker 3-2509; 1 set Missile 2nd escape trunks for submerged SEPIRB launch level passageway frame 35 stbd locker 1-2099; 1 set aft Engine Room Upper Level Frame 135 stbd.

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the onboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: 168 hours

Number of National Units O2 bottles/candles referred in liters:

SSBN: 380 (893 kg; Cans: 121 Forward / 225 Missile / 34 aft) LiOH canisters; SSGN: 755 (2,157 kg; Cans: 473 Forward / 248 Missile / 34 aft) LiOH canisters. SSBN/GN: 600 Chlorate Candles & O2 candle furnace in Missile Compartment; SSGN: Additional O2 candle furnace in forward compartment.

DISSUB canisters used with LiOH Curtains, quantity: 400 (SSBN); 650 (SSGN) onboard. Data not available in liters The onboard supply of oxygen candles is sufficient to last for a nominal 19 days. Typically, two candles are burned at a time in the oxygen candle furnace. Each chlorate candle provides 45 to 50 minutes or 115 standard cubic feet of oxygen. ORIGINAL

II-2-USA-25

Salvage support or alternate ELSS resupply:

Six pairs of salvage air fittings are located along the top surface of the submarine hull, one pair at the fore and aft end of the three compartments. Each pair of salvage air fittings contains a high and lowpressure salvage air fitting. First aid boxes, medical kits, resuscitator-aspirators, nuclear biological chemical lockers, and anti-contamination clothing are stored in all compartments. Located only in the forward compartment are the emergency surgery locker, atropine syrettes and morphine syringes. Poison antidote lockers. The 726 Class submarines do not carry life rafts aboard as equipage.

ATP 57(B) The high salvage connection can be used to supply submarine crewmembers with air, water and liquid food. The fittings also permit a salvage crew to dewater a flooded compartment by forcing compressed air into the high salvage connection.

Other:

Variations in the outfit of different escape compartments within the same Class not previously addressed:

SURVIVABILITY / Emergency Life Support Stores (ELSS) (continued)
REMARKS Variations in the outfit of different submarines within the same Class not previously addressed: USS KENTUCKY (SSBN 737) is equipped with an Interim Methanol Detector.

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: CAMS O2, CO2, H2, N2, CO, aliphatic and aromatic hydrocarbons, water vapor, benzene, refrigerants R-12, R-113, R-114, and R-134a, and additional chemicals. REMARKS

Additional portable gas monitoring systems used to supplement CAMS are a Type B Combustible Gas Indicator (forward compartment only) and portable trace gas analyzer (Missile compartment only). Additionally located in all three compartments to supplement CAMS are a Bacharach Sniffer Model 103R Oxygen Deficiency Monitor, Type E Combustible Gas Indicator, CO and CO2 colormetric detection ORIGINAL

II-2-USA-26

ATP 57(B) equipment, Drager Multi-Gas Detector kit and a OTTO fuel detector Mk 15 Mod 0. Emergency Atmospheric Monitoring Type: Drager Multi-Gas Detector kits and Portable Analox SUB Mk IIP O2/CO2 Gas DISSUB Monitors are located in all three compartments. Draeger: Various in partial pressure; Analox: CO2 and O2 in SEV and compartment pressure in FSW. Indefinite Draeger kits have a variety of detection tubes for detecting the trace contaminants most commonly encountered in submarines including CO2.

Gases: Endurance:

ATMOSPHERE / ATMOSPHERIC MONITORING(continued)
EQUIPMENT Fixed Emergency Breathing System Compartment, Volume and Pressure: 118 EAB Manifolds in Forward compartment, 156 in Missile compartment, 70 aft compartment; A total of 471 EAB masks are available throughout the ship. REMARKS The emergency air breathing (EAB) system supplies clean air for the ship’s crew in the event of environmental contamination.

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): No REMARKS

II-2-USA-27

ORIGINAL

ATP 57(B) Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Fwd Aft

EQUIPMENT
Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): Other Information Number of Capstans: Number of Bullrings: Fwd 1 0 Fwd

REMARKS Aft

Aft

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ORIGINAL

ATP 57(B)

Virginia Class

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ATP 57(B)

SUBMARINE SPECIFIC DATA
DATA Submarine Class: USS VIRGINIA (SSN 774) Number of Compartments: 2 Volume Rescue / Escape compartment: 79,800 Forward; 62,800 aft. Volume / Pressure HP Air bottles with connection to Rescue / Escape compartment(s): Single Escape trunk: Two man escape trunk: Compartment Escape (Rush escape): Escape Suites: Various No Yes No 150 SEIE suits (113 FWD; 37 aft). Additionally, SEIE suit crash bags are located in the vicinity of the Escape Trunks both forward and aft and contain equipment necessary to facilitate a buoyant ascent escape. 134 2 Yes Yes No N/A N/A No Yes No REMARKS Water tight compartment volumes in ft-cu (approximate)

Future capability from the 20 man escape compartment. SEIE MK10 suits allow buoyant breathing ascent from as deep as 600 feet. Each equipped with a single-seat life raft that can be inflated and boarded at surface after ascent or after surface abandonment.

Maximum number of crew: Number of Rescue Seats (STANAG 1297): Seat Certification: SRC capable: POD Capable / possible limitations: POD bags w/ropes pre-stored on board: Dimensions Hatches and POD Trunks (Transferred from STANAG 1391): Ventilation / Depressurization capabilities (STANAG 1450) Surface assisted emergency blowing capabilities: Re-supply of BIBS/HP air capability:

II-2-USA-31

ORIGINAL

ATP 57(B)

EMERGENCY COMMUNICATON AND ALERTING CAPABILITIES
EQUIPMENT Main UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency UWT Compartments: Type: Frequency Transmitting: Automatic Emergency Mode: Emergency Communication - Other Compartments: Type: Emergency Sonar Beacon/Noise Pinger Compartment: Remotely operated: Frequency: Type: Endurance: Indicator buoy tethered Length of cable: Frequency: Endurance: Indicator light: Combined life raft/indicator buoy EQUIPMENT Expendable Communication Buoy Frequency: Compartment: Endurance: SEPIRB Compartments: Type: Endurance: Personal Locator Beacon Compartments: AN/BRT-6 290-315 MHz REMARKS Forward AN/WQC-2 Voice Low 1.45 to 3.10 kHz High 8.3 to 11.1 kHz

Keyed Continuous Wave carrier: 2.85(Low), 8.84 (High) kHz

1 – Forward, 1 – Aft Posted Tap-Code placard with attached ball-peen hammer 1 – Forward, 1 – Aft No 3.5 kHz AN/BQN-13 > 360 Hours No

Mounted adjacent to each escape trunk e.g., “SOS SUB SUNK SOS”

To aid detection, localization and homing on DISSUB

REMARKS

2 – Forward, 2 – Aft T-1630/SRT > 48 Hours

Release via SEPIRB Trunk Launch Tube or 3-inch Launcher Beacon: 121.5 MHz Distress: 406.025 MHz

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ORIGINAL

ATP 57(B) Frequency: Type: Endurance: Pyrotechnics (Flares) Compartment: Type: Colors: Endurance: Submarine Signal Ejector Compartments: Mini POD Capable: SEPIRB Trunk Launch Tube Compartments:

Ejected via 3-inch Launcher Red, Yellow, Green 1-Forward, 1-Aft No 1 set forward inside locker 2-47-4; 1 set aft Engine Room Upper Level Frame 86. 3-inch Launcher Used in forward or aft escape trunks For submerged SEPIRB launch

SURVIVABILITY / Emergency Life Support Stores (ELSS)
REMARKS Survivability of a standard crew, in hours, per compartment, based on the onboard availability of O2, CO2 removal capabilities and emergency food/water: Number of National Units CO2 scrubbing material referred in kg: Number of National Units O2 bottles/candles referred in liters: 118 Hours

293 (837 kg – Cans: 245 Forward / 48 aft) LiOH canisters. 354 Chlorate Candles. One oxygen candle furnace is located in the forward compartment, middle level starboard side forward of from 41 and one is located in the aft compartment lower level engine room at frame 87 starboard.

Salvage support or alternate ELSS re-supply:

Other:

LiOH canisters used with 350 LiOH Curtains located in forward compartment. Data not available in liters The onboard supply of oxygen candles is sufficient to last for a nominal 15 days. Typically, two candles are burned at a time in the oxygen candle furnace. Each chlorate candle provides 45 to 50 minutes or 115 standard cubic feet of oxygen. Four pairs of salvage air fittings are The high salvage connection located along the top surface of the can be used to supply submarine hull, one pair at the fore submarine crewmembers with air, water and liquid food. The and aft end of each of the two compartments. Each pair of salvage fittings also permit a salvage air fittings contains a high and low- crew to dewater a flooded compartment by forcing pressure salvage air fitting. compressed air into the high salvage connection. First aid boxes, medical kits, resuscitator-aspirators, nuclear biological chemical lockers, and anti-contamination clothing are II-2-USA-33 ORIGINAL

ATP 57(B) stored in both compartments. Two (2) Mark V CO-Hz Burners with lithium carbonate filters are available to remove CO, H2 and hydrocarbons from the air. None None

Variations in the outfit of different escape compartments within the same Class not previously addressed: Variations in the outfit of different submarines within the same Class not previously addressed:

ATMOSPHERE / ATMOSPHERIC MONITORING
EQUIPMENT Fixed Atmospheric Monitoring Type: Gases: REMARKS CAMS O2, CO2, H2, N2, water vapor, CO, aliphatic and aromatic hydrocarbons, benzene, refrigerants R-12, R-113, R-114, and R-134a, and additional chemicals. Additional portable gas monitoring systems used to supplement CAMS are a portable trace gas analyzer; a Model 3 and 5 Explosimeter for combustible gases; portable Servomex Model 570A O2 analyzer; Beckrnan O2 Analyzer; a Draeger Multi-Gas Detector Kit; and OTTO Fuel Vapor Detector (Mk 15 Mod 0).

Type: Gases:

Type: Gases:

Air Particulate Detector (1M-239lWDQ) Detects measures and indicated the activity per unit volume of airborne radioactive particles. Hydrogen Detection System Measures the percentage of hydrogen in the battery compartment ventilation exhaust.
Draeger Multi-Gas Detector Kits; Portable Analox SUB Mk IIP O2/CO2 Gas DISSUB Monitors are located in both forward and aft compartments. Draeger: Various in partial pressure; Analox: CO2 and O2 in SEV and compartment pressure in FSW. Indefinite 127 manifolds in the forward compartment and 56 in the aft II-2-USA-34 Draeger kits have a variety of detection tubes for detecting the trace contaminants most commonly encountered in submarines including CO2.

Emergency Atmospheric Monitoring Type:

Gases: Endurance: Fixed Emergency Breathing System Compartment, Volume and Pressure:

The emergency air breathing (EAB) system supplies clean air ORIGINAL

compartment. A total of 291 EAB masks, 225 8-foot & 17 25-foot hoses are available throughout the ship.

ATP 57(B) for the ship’s crew in the event of environmental contamination.

SUBMARINE TOWING DATA
EQUIPMENT Submarine Particulars Surfaced Displacement (T): Overall Length (m): Max surfaced Drafts (m): Beam (m): Max Casing Height (m): Trim Fwd or Trim Aft: Rip Out Tow Length of Wire (m): Max Load (T): Fin Capability Length (m): Width (m): Height above Casing (m): Location from Fwd Perpendicular (m): Max Permissible Longitudinal Load (T): Max Permissible Transverse Load (T): Bollards (if fitted) Location from Fwd Perpendicular (m): Number of Bollards: Height of raised Bollard above Casing (mm): Max Longitudinal Load Capability (T): Max Transverse Load Capability (T): Special Towing Eyes (if fitted) Size of Eye (mm): Location: Max Loading (T): Anchor Facility and location Size of cable (mm): Length of Cable (m): Max Loading (T): II-2-USA-35 ORIGINAL Yes REMARKS

Fwd

Aft

Fwd

Aft

ATP 57(B) Other Information Number of Capstans: Number of Bullrings: Fwd Aft

II-2-USA-36

ORIGINAL

ATP 57(B)

PART II

CHAPTER 3 MEDICAL SUPPLEMENT
This supplement contains information which can be used to assist in the medical response laid out Part I Chapter 6. It contains information which may be of assistance in providing guidance to the DISSUB or in the assessment and treatment of specific illness or injuries likely to be found during a SMERAS scenario.

SECTION I - SUBMARINE CONDITIONS

0301 Toxic Atmosphere Control. 1. Atmosphere Contaminants. Multiple types of atmosphere contaminants are possible in a DISSUB. A catastrophe which results in a DISSUB is likely to produce supplementary casualties and damage such as fires, flooding, and system ruptures or leaks. It is imperative that additional casualties and damage are quickly contained to minimize toxic atmosphere levels and the subsequent need for the survivors to use EABs. 2. Toxic Contaminants. Careful checks of all accessible systems containing toxic materials must be made as soon as is practical in a DISSUB scenario. Slow leaks must be identified and stopped before they produce toxic conditions. The following toxic contaminant sources should be checked for leaks periodically. Gas bottles (e.g., nitrogen, hydrogen, and acetylene) Toxic chemical stowage areas, including reactor plant addition chemicals All refrigeration and air conditioning systems Battery well; chlorine gas is produced when seawater leaks into battery cells Weapons that contain liquid propellants or other liquids that could constitute a source of atmospheric contaminants.

3. Monitoring. Portable atmospheric monitoring should begin as soon as possible after stabilizing any casualties resulting from the initial DISSUB casualty. Values should be recorded to evaluate current levels and used as a baseline to identify trends. A sampling plan should be developed after conducting an inventory of life support and atmosphere monitoring assets. Some toxic gases, like halocarbons (Refrigerant and fire-suppressant gases), are heavier than air and will concentrate in the lowest spaces.

II-3-1

ORIGINAL

ATP 57(B) 4. Avoiding Emergency Air Breathing systems (EABs). The use of EABs should be avoided unless absolutely necessary. Using EABs significantly decreases the DISSUB crew’s survival time. Extending exposure limits and accepting higher levels of contaminants before donning EABs is appropriate and may be necessary, depending on the individual DISSUB situation and chance of rescue. 0302 Carbon Dioxide Level Control 1. Physiological Effects. Normal carbon dioxide levels in a submarine are 0.5 to 0.8%. Carbon dioxide production by each survivor at rest in a DISSUB is estimated to be 23 litres per man per hour at STP, however this can vary depending on activity levels. Elevated levels of carbon dioxide cause progressive performance impairment beginning at 2.5%. Unconsciousness occurs, rapidly followed by death, when carbon dioxide is at about 10%, regardless of the oxygen level. Critical planning and actions must take place before impairment occurs. Escape should be considered when the CO2 level reaches 5% and is increasing. Table 6-1 describes the physiological effects of high carbon dioxide concentrations. 2. Carbon Dioxide Measurement and Limits. The practical limit for carbon dioxide in a DISSUB scenario is 5-6.0%. Carbon dioxide measurements in hyperbaric conditions should be converted to surface equivalent values (SE). Table II-3-1. Effects of High Carbon Dioxide Concentrations Carbon Dioxide Volume in % (SE) 0.03 1.0 2.0 3.0 4.0 - 4.5 5.0 - 6.0 6.0 and increasing 7.0 - 8.0 10.0 Clinical Effect (Physiologic) None 24% increase in breathing volume. No symptoms during rest. 50% increase in breathing volume. Headaches and air hunger on mild exertion. Air hunger at rest, diffuse sweating. Incapable of strenuous exercise, nausea. Breathing volume increased 150-200%. Degradation in performing precision tasks. Dizziness and tremors. Consider escape. Tolerance limit. Burning eyes, increased pulse rate, significant shortness of breath. Restlessness, confusion. Unconsciousness within 0.5-2.0 hours, rapidly followed by death.

3. Carbon Dioxide Removal. Carbon dioxide removal is vital in DISSUB conditions since in most scenarios the carbon dioxide level is the most critical for survival. If power is available, normal carbon dioxide scrubbing should be performed. Without power, passive carbon dioxide scrubbing by nonregenerative chemical or other means will be required for survival. To assess the rates of CO2 removal reference should be made to the DISSUB Nation’s technical specifications or Guard-Book.

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ORIGINAL

ATP 57(B) 0303 Oxygen Level Control. 1. Oxygen Consumption Rates. Oxygen consumption rates depend on the activity level of the individual. In a DISSUB scenario, oxygen consumption rates must be kept as low as possible by minimizing the activities of the survivors. For DISSUB oxygen consumption calculations, a nominal consumption rate of 27 litres/man/hour may be used. Actual resting oxygen consumption rates can be as much as 30% or even higher in a DISSUB due to hypothermia, stress, and damage control or escape efforts. 2. Oxygen Measurement and Limits. Oxygen concentration is measured using portable oxygen monitors or sampling tubes. Oxygen levels are ideally maintained between 18-21%. 3. Effects of Low Oxygen Concentration. Decreasing atmospheric oxygen below 16% SE (0.16 ATA) will result in impaired performance. Impairment increases until unconsciousness and death occur as the oxygen concentration approaches 9% SE. In a DISSUB with sources available to provide oxygen, oxygen supplies should be regulated to maintain oxygen between 17% and 20% SE. Oxygen levels decreasing uncontrollably below 16% SE should mandate escape actions unless rescue is imminent. Below 13% SE, the crew loses ability to function and carry out rescue or escape procedures. High levels produce an increased risk of fire and oxygen toxicity. Table 6-2 lists the effects of low oxygen concentration. Table II-3-2. Effects of Low Oxygen Concentration. Oxygen Concentration (in ATA) 0.21 0.17 0.15 0.13 0.11 0.09 4. Effect Acute No significant effects No significant effects No significant effects Initial impairment to thinking (judgment) and motor performance Difficulty concentrating, impaired judgment, heavy breathing, and severe headaches Loss of consciousness in less than 10 minutes Chronic No significant effects No significant effects Increased respiratory rate; headaches in 25% of personnel Acclimation to effect on thinking; 50% develop respiratory and brain effects Almost all will show problems, including nausea, vomiting, and confusion Death

Effects of High Oxygen Concentration.

An increased partial pressure of oxygen may be caused by internal DISSUB pressurization, improper use of oxygen candles, or leaks from oxygen banks. However, simple pressurization of the submarine itself may be sufficient to cause a medically significant rise in the partial pressure of oxygen. A 1 ATA atmosphere with a normal oxygen partial pressure, when compressed to 5 ATA, yields an oxygen partial pressure of 1 ATA. Exposure to oxygen at high inspired partial pressures can be toxic to both the pulmonary and central nervous systems.

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ORIGINAL

ATP 57(B) Pulmonary oxygen toxicity can occur after a 24-hour exposure to an oxygen partial pressure of as little as 0.5 ATA. The first symptom is mild retro-sternal pain or discomfort at the end of deep inspiration. Higher levels may lead to a burning sensation on inspiration and progress to frank pain. Pulmonary function will decrease and permanent lung damage may result. Pulmonary oxygen toxicity, if present, may make the treatment of decompression sickness significantly more difficult. Acute central nervous system toxicity may occur at oxygen partial pressures of 1.6 ATA or greater. Symptoms of CNS toxicity can develop in minutes to hours and may present as mild sensory symptoms or as a grand mal seizure. High carbon dioxide levels may increase the likelihood of CNS oxygen toxicity. Convulsions are the most important deleterious effect of oxygen poisoning and may occur suddenly without warning. These convulsions will normally be self-limiting provided that further exposure to oxygen is reduced. Warning signs that may precede convulsions are as follows: • • • • • • • Muscle twitching: usually appears first in the lips or the face. It may affect any muscle. Nausea: this may be intermittent. Abnormalities of vision or hearing: tunnel vision or tinnitus may occur. Difficulty in breathing. Anxiety and confusion. Unusual fatigue. Loss of coordination.

The partial pressure of oxygen in the DISSUB may be reduced by simply allowing survivor to "breathe down" the oxygen level. Otherwise, there is no specific internal means by which the oxygen partial pressure can be reduced. 5. Oxygen Sources.

Oxygen can be provided by the combustion of Oxygen candles, supply from oxygen banks or by bleeding air into the submarine from air banks. Bleeding air banks is a last option as it adds only limited amounts of Oxygen for a significant pressure increase due the residual Nitrogen. Oxygen Candles: Oxygen candles (usually Chlorate based) can be burned in candle furnaces (oxygen generator) or stand-alone cases to provide oxygen. As candles produce a fixed volume of oxygen the number burned and the frequency of initiation need to be tailored to monitoring results. Oxygen Banks: Bleeding oxygen from oxygen banks can be tailored to provide a balanced replacement for oxygen used. When the oxygen bleed rate equals the rate oxygen is metabolized by the survivors, and CO2 is removed, compartment internal pressure will not increase. Compartment pressurization can occur if the bleed rate exceeds the metabolic rate. Compartment pressurization must be avoided. Compartment pressure and oxygen levels should be monitored frequently and adjusted to maintain a constant oxygen bleed rate and levels. Air Banks: Bleeding air banks to replenish oxygen should be used only as a last resort, prior to donning EABs for low oxygen levels. Bleeding air banks provide only limited supplies of oxygen. Since 79% of the air bank is nitrogen, bleeding the air banks will significantly increase the pressure in the DISSUB and the risk of decompression illness during escape or rescue. If the air bank must be used to provide oxygen, bleeding the air bank into the compartment produces a longer survival time than donning EABs. EABs pressurize the compartment more rapidly than using air banks to raise the partial pressure of oxygen. II - 3- 4 ORIGINAL

ATP 57(B) 0304 Atmospheric pressure considerations.

1. General. Past experience of submarine accidents has shown that a DISSUB is invariably pressurized to some extent. Survival for up to one week at a pressure of about 5 ATA is considered possible. However, it should be noted that this has never been proven scientifically. Above this level the crew would be unlikely to survive for long due to the toxic effects of raised partial pressures of carbon dioxide, nitrogen, and oxygen. 2. Effects of Increased Atmospheric Pressure. Increased atmospheric pressure raises the amount of nitrogen dissolved in the body tissues. When the body is later depressurized, the dissolved nitrogen can come out of solution, producing bubbles in the joints, blood vessels, or brain. This, in turn, can result in pain, paralysis, or death. This effect is known as decompression illness (DCI) or “the bends”. The magnitude of the effect differs between individuals and is directly related to the amount of pressure and the length of time spent under increased pressure. The higher the pressure that the casualty is exposed to and the longer the time under pressure (up to 24 hours), the greater the severity of decompression illness and risk of injury or death. Nitrogen at higher pressures can also cause nitrogen narcosis. This effect usually begins at pressures up to 3 to 5 ATA, with symptoms such as overconfidence, heightened sense of well-being, anxiety, or errors of reasoning. These symptoms worsen as pressure increases and may develop into confusion, euphoria, hallucinations, and unconsciousness. 3. Pressure Measurements and Limits. Standard diver’s depth gauges are a convenient means to measure DISSUB atmospheric pressure directly and accurately. Other devices may also be used to determine pressure in the boat. Depending upon keel depth an internal DISSUB pressure of 1.7 ATA is considered the upper physiological limit for safe submarine escape. The risk of decompression illness to survivors of a pressurized DISSUB is the same for rescue as it is for escape unless TUP facilities are available. 4. Sources of Increased Compartment Pressure. Most DISSUB scenarios involve some internal compartment pressure increase. Some compartment pressurization will occur as a result of flooding. The pressure increase is directly related to the size of the space and amount flooded. Bleeding or rupture of high pressure air system would increase the pressure of the compartment. Use of EABs causes a rapid increase in DISSUB internal pressure, significantly increasing the risk of decompression illness upon escape or rescue. Some pressurization will occur during escape from venting of air and draining of water from the escape trunk. Incremental pressurization is most significant when performing many escape cycles from small compartment volumes.

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ATP 57(B)

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II - 3- 6

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ATP 57(B)

SECTION II - SUBMARINE PARACHUTE ASSISTANCE GROUP
0305 Introduction

Several countries have developed a Submarine Parachute Assistance Group (SPAG) to assist submariners who may need to escape from a DISSUB prior to rescue. SMERAT personnel require to know what the capabilities of individual SPAG teams are and how to interact with them. There is intercountry variability between the SPAG teams, however they are generally made up of an Officer in Charge, a Medical Officer, medic and several personnel who undertake casualty recovery, boat driving and man life-rafts. Teams may be up to 10 strong. 0306 The Team

SPAG teams are on a nationally determined notice to move (UK 6 hours to flight departure). However there are restrictions on their deployment. The parachute limitations include wind speed of 30kts, sea state 4 cloud base of 1700ft (560m) for square parachutes and 1300 ft (425m) for round chutes including 500ft (160m) above the minimum drop height. Night jumps are not possible and there is a distance restriction of approximately 8 hours flying in a C130 or equivalent. 0307 The Insertion

The deployed teams are usually capable of insertion by surface vessel, helicopter or parachute and are capable of operating with minimal air support for a period of up to 24 hours. In addition to the personnel the teams can deliver boats, life-rafts and equipment. The UK team can deliver a maximum of 8 x 25 man life-rafts, 2 medium inflatable boats (MIB) with 25hp outboard motors, 78,00 litres of Oxygen, underwater telephone, GPS, hand held VHF RADIO, sabre, satellite phone, radiation monitoring equipment and rations (hot and cold). The insertion commences with the dropping of 2 SPAG personnel followed by a MIB. Once in the water the personnel rig the MIB and contact the aircraft to call in the next team. They will also attempt to contact the DISSUB on the UWT. Once the second team are inserted and both boats are rigged then the life-rafts are dropped. The MIBs will collect the rafts and link them together and the remaining personnel will be collected and transferred to the rafts to form the medical and command cells. 0308 The treatment Of Escapees

The SPAG MO will stay within the life-raft to triage the survivors and administer first-aid. Once on scene the SMO SMERAT should establish radio contact with the SPAG MO to establish how many casualties of which priority are in the life-rafts. This will allow decisions to be made on the precedence and methods for collecting the casualties and return them to the EGS for subsequent treatment. The SMO(S) should also ensure that the EGS casualty figures are reconciled with those held by SPAG. SPAG personnel should also be recovered to the EGS. They should be triaged because they could suffer from hypothermia, sea-sickness dehydration or exhaustion from their period in the sea. After an appropriate rest period SPAG personnel may be redeployed to other roles within the escape or rescue response organisation.

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SECTION III - SPECIFIC MEDICAL CONDITIONS.
0309 Hypothermia.

1. Hypothermia. Hypothermia is associated with a succession of symptoms ultimately leading to life threatening cardiac arrhythmias. Involuntary shivering may progress to the point that it interferes with an individual's ability to care for himself. This begins when the body's core temperature falls to about 35.5° C (96° F). When the core temperature reaches 35 - 32° C (95 - 90° F), sluggish thinking, irrational reasoning, and a false feeling of warmth may occur. Core temperatures of 32 - 30° C (90 - 86° F) and below result in muscle rigidity, unconsciousness, and barely detectable signs of life. If core temperature falls below 25° C (77° F), death is almost certain. 2. Effects of Hypothermia. Hypothermia reduces the individual’s ability to physically and mentally function and can eventually kill. Even mild cases of hypothermia affect survival time. Shivering (mild hypothermia) consumes more oxygen and produces more carbon dioxide. Prevention of Hypothermia. In the event of boat cooling, avoid allowing body temperatures to fall to the point of shivering. The following steps should be undertaken as soon as possible: a. If the compartment is partially flooded, move survivors to locations where they are not immersed in water. Water conducts heat away from the body 20 to 30 times faster than air. Immersion in apparently warm water will still cause hypothermia. b. Remove wet clothing. Wet clothing will accelerate heat loss (evaporation effect).

c. Keep heads covered. Don watch caps, ball caps, towels, etc. Approximately 50% of body heat loss occurs from the head and neck. d. Wrap survivors in layers of clothing and blankets. Huddle together to decrease heat loss.

e. If the compartment is partially flooded, move survivors to locations where they are not immersed in water. Water conducts heat away from the body 20 to 30 times faster than air. Immersion in apparently warm water will still cause hypothermia. f. Remove wet clothing. Wet clothing will accelerate heat loss (evaporation effect).

g. Keep heads covered. Don watch caps, ball caps, towels, etc. Approximately 50% of body heat loss occurs from the head and neck. h. Wrap survivors in layers of clothing and blankets. Huddle together to decrease heat loss.

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ATP 57(B) 4. Recognition

There is a great individual variation in susceptibility to hypothermia and ability to survive. When a DISSUB loses heating capability following an accident in cold water, a significant portion of the crew may even be affected prior to surface survival phase. This is especially true if some degree of flooding has occurred. Hypothermia can occur even in relatively warm waters if the exposure time is long enough. The diagnosis of hypothermia should not present a problem in the conscious survivor who will probably be shivering violently and complain of cold. His degree of shivering will quickly draw attention to the possibility of hypothermia, which can be confirmed by measuring rectal temperature with a low reading thermometer. Conscious, shivering patients can be assumed to have a core temperature of equal or greater than 30C (86 F). Core temperature may not be so easy to estimate in the deeply unconscious or apparently dead patient. A rectal temperature is essential if possible and practical to obtain. At core temperatures below 27-28C (80.6-82.4F), the muscles are flaccid, pupils are dilated and fixed, peripheral pulses are not palpable, BP is un-recordable, heart sounds are inaudible, respiration is undetectable and, to all intents and purpose, the individual seems dead. Note: It is imperative to differentiate between a near drowning, where cardiopulmonary resuscitation (CPR) may be essential, and the purely hypothermic patient where CPR may not be indicated. A rectal temperature gives information to help make this distinction as does the condition of other survivors, a general assessment of conditions, the likely time of exposure, and whether or not the casualty remained dry inside his survival suit... Unconsciousness usually supervenes at a core temperature at or below about 30C (86F). 5. Guidelines for cardiopulmonary resuscitation as follows: a. If the casualty is apnoeic, standard ventilator support should be instituted (mouth-to-mouth, bag-valve-mask, etc.) b. Chest compression should be started only if all the following conditions are met: A pulse was present initially, but disappears There is no palpable carotid pulse detectable after palpating for one minute There is reasonable expectation that effective CPR can be provided continuously until the casualty can be transported to a hospital site where advanced life support can be provided. In practice, this means being within approximately 2 hours travel time to a suitable hospital. Initiating CPR that cannot be maintained effectively will only serve to exhaust the rescuers and deplete personnel resources.

6.

Management of Hypothermia.

Treatment of hypothermic casualties can be done concomitantly with treatment of decompression injuries. The re-warming of seriously affected case can begin immediately after triage. General guidelines regarding management are firstly provided for all hypothermic casualties and then more specifically for casualties who are able to assist themselves, then casualties who are not able to assist themselves. II - 3- 10 ORIGINAL

ATP 57(B) a. All hypothermic casualties: If possible, providing this does not delay recovery, ensure that all cold casualties are removed from the water in a horizontal position to avoid inducing shock in those survivors. Lie casualties flat, give essential first aid for any injury, and undertake resuscitation if indicated (see guidance below). Prevent further heat loss by enclosing the casualties in a casualty bag or sleeping bag, or cover with any available material such as blankets, including cover for the head. Insulate from the ground and provide water- and wind-proof protection. Any disturbance of this protective cocoon risks further heat loss. Move the casualties, lying flat, to a warmer and protected environment such as the ship’s hangar to reduce further heat loss. Proceed with passive rewarming, with rewarming heat from the body core rather than the surface. Even in a warmer environment, the casualty should be wrapped in blankets or a sleeping bag to insulate from external heat loss. There is a danger that rewarming may occur too rapidly from the body surface inwards, resulting in a potentially catastrophic fall in blood pressure ('rewarming shock'). Provide airway insulation with a loose scarf over the nose and mouth to trap heat from exhaled breath, provided that the airway is not compromised. Medical oxygen cylinders should be kept as warm as possible before use in order to minimise respiratory heat loss to the cold gas. Maintain close observation of overall status, including pulse and respiration, and provide any supportive treatment indicated within the limits of available resources. b. Hypothermic casualties able to assist themselves. In general, conscious and shivering survivors will not require any intensive medical treatment provided they have sufficient energy reserves to maintain shivering. These survivors can be assumed to have a core temperature of at or above 30C (86F). Once in a sheltered environment, if the casualty's clothing is dry he should be kept in blankets or a sleeping bag with cover over his head and allowed to rewarm slowly. Any wet clothing should be removed with assistance and replaced with dry. Warm, sweetened drinks may be given, if the casualty is able to swallow easily and is sufficiently responsive. No alcohol should be given. Warmed intravenous fluids (up to 40C - 104F) may be administered if indicated, remembering that hypothermic patients are vasoconstricted with a reduced vascular volume - they may be fluid overloaded with less volume replacement. There is the possibility that with vasodilation as core temperature increases, survivors could go into hypovolaemic shock. Active, immersion rewarming may be considered as an option to rapidly treat some of the less severe casualties if sufficient facilities and support staff are available. If this treatment is pursued, the casualty may be immersed to the neck (supine) in a hot bath, with bath temperature not to exceed 40C (104F). Constant stirring and addition of hot water as II - 3- 11 ORIGINAL

ATP 57(B) necessary should be undertaken to maintain the temperature of the bath. Cessation of shivering will occur almost immediately after immersion, but this should not be interpreted as an indication for removing him from the bath. When the casualty becomes comfortably warm, help him out of the bath, cover him with blankets, and keep him supine until he is warm to the touch. Do not leave him in the bath if he complains of feeling hot or begins sweating. If a warm shower is used, casualties should be kept in a recumbent or sitting position. All casualties being rewarmed must be carefully observed throughout and following this treatment. c. Hypothermic casualties unable to assist themselves. The profoundly hypothermic casualty should be regarded as being in a critical condition, and too cold to actively rewarm safely in a shipboard mass casualty situation. The major objective of management is the prevention of further heat loss to enable passive rewarming to occur. Movement of the casualty should be minimised as it may precipitate ventricular fibrillation Once in a protected environment, the casualty should be carefully wrapped in blankets or a sleeping bag, removing wet clothing with minimum movement. Cut clothing off as necessary. Carefully place the casualty in a position to protect his airway from possible aspiration until he regains consciousness, and then keep him lying supine until he is warm subjectively and to the touch. These casualties should have a high priority for medical evacuation, since active rewarming of profoundly hypothermic patients aboard the EGS cannot be accomplished easily or safely under mass casualty conditions. 0310 Cold injuries

Prolonged exposure to a cold environment may occur aboard the DISSUB, or on the surface after escaping. The areas most susceptible to cold injury are the face, hands, and feet. The likelihood of cold injury is higher at ambient air temperatures below 5C (41F) and sea temperatures below 20C (68F), especially when associated with wind. Non-freezing cold injury (NFCI) is most likely but freezing cold injury (frostbite) may occur in areas of exposed skin with low temperatures and/or even moderate wind speeds. 1. Freezing Cold Injury (Frostbite).

In the case of survivors wearing SEIE, freezing cold injury is most likely to occur on the face and may be recognised by a pale waxy appearance of the affected area. The area may feel indurated and sensation will be absent. Treatment consists of rapidly rewarming the affected area with hot (41C, 105.8F) poultices, or by skin to skin rewarming. Analgesics will be required during the thawing process. If the skin is broken, antibiotics and sterile dressings will be necessary. 2. Non-Freezing Cold Injury

This condition can affect any part of the body. Cold damage to vasomotor nerves occurs. It is usually seen in the hands and/or feet and is often associated with general hypothermia. When the feet are affected it is usually called 'immersion foot'. It is characterised by redness, swelling and some II - 3- 12 ORIGINAL

ATP 57(B) paraesthesia. Blotchy discolouration and ischaemic changes appear and a wet gangrene may develop. Treatment is to warm the remainder of the body but not the affected part. The affected part should be gently cleaned with a lukewarm cleansing agent (such as Cetavlon), gently patted dry, slightly elevated and left exposed to room temperature. If there is any abrasion of the skin, broad spectrum antibiotic cover is required. Great care should be taken not to heat or abrade the skin. Failure to treat correctly may result in months of hospitalisation or even amputation. Every survivor who has been exposed to prolonged low temperatures aboard the DISSUB or has spent some time in very cold water must be carefully examined for this condition. Pain is a common early and delayed consequence of non-freezing cold injury: the only effective treatment for this is Amitriptyline, starting with a single 50 mg dose given in the evening, increasing as necessary to a maximum of 150 mg in the single dose. Early treatment of pain is important in the avoidance of chronic pain, which can be refractory to treatment. 0311 Hyperthermia.

1. Effects of Hyperthermia. Hull insulation, heat production of survivors, removal of carbon dioxide from the atmosphere using exothermic chemical methods, and burning of oxygen candles all contribute to heat build up in the DISSUB environment. Engineering spaces are especially susceptible to temperature increase after ventilation ceases. Humidity in DISSUB conditions can also rise over time, causing discomfort and adding to the risk of dehydration and heat related illness. Survivors should be assumed to be non-heat acclimated. 2. Prevention of Hyperthermia. If heat stress conditions develop or appear imminent, the following steps should be undertaken as soon as possible: a. Lower levels or spaces lacking insulation can be expected to be cooler. Survivors should be permitted to move to cooler areas if conditions permit. b. Survivors should initiate a buddy system and pair up. Buddies should check each other hourly when awake for signs of dehydration such as light-headedness on standing or greater than 1 pound per day of weight loss. If possible, all survivors should be weighed daily prior to eating and monitored for weight loss. c. Adequate fluid replacement is essential to avoid dehydration in the presence of heat stress. Fluids should be encouraged at quantities depending on body size, temperature and humidity. Several quarts a day may be needed. Food intake should supply adequate salt replacement. Decreased urination or dark urine is a sign of dehydration. d. Body cooling is an effective way of preventing core body temperature increase and heat stress injury. This can be achieved by immersing the forearms and hands and/or feet and legs in pans or buckets of cool or even tepid water periodically for 10 minutes or more. Likewise, immersion in floodwater or a coldwater shower from the escape trunk drain can be effective. II - 3- 13 ORIGINAL

ATP 57(B)

0312 1.

Heat injuries. Thermal stress aboard the DISSUB

With loss of normal ventilation and air conditioning, the thermal environment of a submarine in tropical waters may deteriorate and heat casualties may occur. Exertion will exacerbate the situation. The rate at which such deterioration occurs will depend upon the type of submarine, its contained volume, the number of survivors and the circumstances of the accident. 2. Overheating in tropical conditions

If survivors are forced to escape before rescue vessels arrive they will be faced with the problem of surviving in tropical conditions on the surface whilst wearing survival gear and without access to drinking water. In seawater temperatures of around 27-32C (80-90F) and ambient air temperatures of 32-49C (90120F) the survival length has yet to be determined. It is clear those survivors will be subjected to considerable thermal stress if the survival suit is worn fully sealed, since it is impermeable to water and unventilated. It is recommended that survivors in warm waters employing the free-floating survival suit deflate the outer portion of the suit and float vertically supported by the stole portion, with hood and gloves removed. 3. Heat syncope

Heat Syncope is the most common heat disorder seen in standard medical practice. This generally occurs in unacclimatised personnel and is associated with a moderately raised rectal temperature and symptoms similar to the well-known vaso-vagal "faint". In the submarine escape situation, the recumbent posture will minimise the risk of syncope. It is most likely to occur when a survivor is taken aboard the rescue vessel and resumes physical activity. When rescuing escapers, they should be transferred to the rescue vessel via stretcher or small boat lift in a supine or recumbent position to avoid this problem. Treatment is to rest the patient, cool them, and administer fluids. All forms of alcohol are contraindicated. 4. Water depletion heat exhaustion

This condition may occur in submarine survivors exposed to tropical heat for more than a few hours. They may have no means of obtaining water and may sweat a great deal even though the sweat produced cannot evaporate. A loss of body salt will occur but because sweat is hypotonic, plasma sodium will be high. Symptoms of water depletion include intense thirst, which may become obsessive to the point where seawater is drunk with disastrous results. Other symptoms commonly seen are giddiness, faintness, diminished urinary output and pyrexia; delirium follows and then death. Severe salt deficiency may cause excruciatingly painful spasms of voluntary muscles. With an unconscious patient, the diagnostic difficulty is to determine whether the primary condition is water or salt deficiency. Treatment: in submarine escape conditions, water depletion is the primary danger and treatment is directed towards replacement of fluids. Start an IV of 5% glucose in water. Isotonic saline can be used if there is any doubt as to whether salt deficiency or severe hypovolaemia is a contributory factor. Keep the patient in the shade in a cool environment; reduce pyrexia by spraying with tepid water and keep careful fluid intake and output charts. Body weights may be used to help guide fluid replacement. Recovery is usually rapid and, when consciousness returns, fluids can be administered by mouth. Diet should begin II - 3- 14 ORIGINAL

ATP 57(B) with liquids and be gradually increased to a normal diet. Heavily salted fluids are not usually required but it is advisable to test the urine for chloride to ensure that a salt deficiency does not supervene following the replacement of water losses. 5. Heat stroke

Complete failure of the thermoregulatory mechanism of the body results in heat-stroke. It is often fatal and death is inevitable unless immediate treatment is given. Classically, the disorder is associated with a rectal temperature of 40.6C (105F) or more, generalised anhydrosis and disturbances of the central nervous system, which may result in headaches, fits, convulsions or coma. In some patients however, sweating may be present or they may be perfectly rational. If a rectal temperature of 40.6C (105F) or higher is found, immediate and energetic treatment for heat stroke must be given. A delay in treatment of more than four hours indicates a poor prognosis. Treatment consists of rapid cooling to drop rectal temperature to 38.9C (102F) within an hour. This may be achieved by the following measures: a. b. c. d. Undress the casualties Give fully conscious patients cool liquids to drink Spray a mist of 25-30C (77-86F) water over exposed skin and fan to enhance evaporation Immerse extremities (at least forearms) in cool or chilled water

e. In the case of unconscious or unresponsive patients, consider central cooling with chilled saline gastric or rectal lavage as an additional measure. (1) If immersed in cool water or sprayed with mist and fanned, discontinue this treatment when the patient's rectal temperature falls below 39C (102F). Very cold water (below 10 C) or ice should not be used to cool the skin, since it causes vasoconstriction which decreases blood flow to the skin and actually slows the process of lowering core temperature. Hypotension should be treated by an initial infusion of 300-500 cc normal saline, and this may need to be followed by sustained infusion at a rate of 1000 cc per hour or more, according to blood pressure and clinical responses. (2) There is a risk of pulmonary oedema in heat-stroke, especially after vasoconstriction which occurs in the cooling phase. When body temperature is near normal, hypotension and dehydration may be treated with standard amounts of intravenous fluids. The airway must be protected in all patients with a decreased level of consciousness. Many patients with heat stroke vomit, therefore all stuporous or comatose patients must be placed in the recovery position to protect their airway, or have an endotracheal airway placed to avoid aspiration. All cases of moderate to severe cases of heat stroke must be evacuated to a hospital care facility as soon as possible in order to avoid irreversible brain or renal injury, or disseminated intra-vascular coagulation and multi-organ failure.

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ATP 57(B) 0313 1. Radiation injuries General.

France, Russia, China, the US and the UK operate nuclear powered submarines. In the event of a SUBSUNK, specialist medical advice will be made available to deal with any radiation hazards. Further details of Radiation Injury are also available in NATO Handbook on the Medical Aspects of NBC Defensive Operations AMed P-6C Volume 1 - Nuclear. The overriding principle that applies in the management of casualties from any incidents that may or may not involve radioactivity is that standard lifesaving emergency medical care must take priority over any radiological concerns. Casualties from a nuclear powered DISSUB with a damaged reactor may have been irradiated, contaminated, or both. Purely irradiated casualties pose no radiation hazard to the crew of a rescue vessel. Casualties who have external contamination with radioactive fission products can pose a hazard if these fission products are allowed to spread. However simple procedures including the undressing of casualties can contain this hazard so that the risk to the rescue vessel crew and carers becomes negligible. Radiation monitoring equipment can assist in the management of survivors by confirming and identifying areas of contamination. However survivors can be safely and effectively managed whilst waiting for these resources to arrive by making an assumption that they are contaminated and following simple decontamination and containment procedures. 2. Irradiated Casualties.

Survivors will report the dose of ionising radiation (penetrating gamma radiation) in units called Grays (Gy) or Sieverts (Sv) ( in the DISSUB scenario assume that 1 Gy is exactly the same as 1 Sv). Above 1 Gy (1 Sv) the survivors will begin to develop the effects of the Acute Radiation Sickness (ARS). The initial symptoms (Prodromal Symptoms) of nausea, vomiting, lethargy and perhaps diarrhoea will begin within several hours but then wear off after perhaps 24 hours. Affected personnel will recover somewhat over the next few days (the Latent Period) but the symptoms will return in due course - within days for severe doses (> 3 Grays) but perhaps taking longer - several weeks for lesser doses (the Manifest Illness Phase). There should be no deaths form ARS for doses below 1 Gy. 2 Gy equates to a 5% mortality from ARS. The LD50/60 (Lethal Dose for death in a 60 day period following exposure for 50% of those exposed, assuming no treatment) is around 4.5 Gy. The Acute Radiation Syndrome should not interfere with the provision of prompt emergency medical care. Trauma, hypothermia, DCI etc. must be treated as soon as possible and then the ARS can be dealt with by prompt CASEVAC to an appropriate shore based establishment. The combination of ARS and other injury such as trauma or DCI will result in 'the combined injury syndrome' and markedly increase the potential mortality and morbidly. 3. Contaminated Casualties.

The decontamination of casualties with radiological contamination is laid out in Section IX of Chapter 6. The urgent stabilisation and treatment of casualties must not be delayed because of contamination or the potential for it. II - 3- 16 ORIGINAL

ATP 57(B) Fission products that have been deposited on the skin and clothing of survivors may cause severe radiation burns to the skin (similar to conventional thermal burns) due to the intense radiation (mainly beta particles) emitted by the deposited radioactive material. Beta particles can penetrate clothing so skin damage will not be confined to exposed areas such as the hands and face An internally contaminated survivor is not a hazard to treatment teams and there is little that can be done for this problem at this stage apart from giving stable iodine (if this has not already been done on the DISSUB) to protect the thyroid gland from Iodine131. It would also be beneficial to collect and hold all urine, stool and vomit if this is reasonably practicable. In the later stages of care these samples will help assess the extent of internal contamination and thereby direct the need for other forms of medical intervention.

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SECTION IV - TABLES FOR DECOMPRESSION OF RESCUEES.

The tables outlined below have been proposed for use in the decompression of rescuees from a DISSUB. They are fully outlined in the reports referenced with each set of tables. These reports include the background information on how the tables were defined, their safety limitations and how the Authors intended the tables to be used. Readers are advised to acquire and review the reports before considering using the tables. Of the tables reproduced below only the USN Accelerated O2 decompression tables have been subject to trails, including manned trails. There is intention to undertake animal based validation of the NSRS tables but no date has yet been set for this. This supplement will be updated once this validation is complete. The guidance on selecting a decompression table is laid out in Chapter 6 Annex G. This is generic and should be modified by each rescue system as appropriate to their decompression facility, available gas supplies and the ability to transfer casualties under pressure between the SRV and the decompression system.

0314 - US Navy operational guidance on accelerated oxygen decompression Reference: This information is reproduced from Appendix A of the US Navy Experimental Diving Unit report NEDU TR 11-00 entitled ‘Accelerated Decompression Using Oxygen For Submarine Rescue – Summary Report And Operational Guidance’. Limitations: The full US Navy report includes the following advice: “The procedure which follows in Appendix A is our best estimate of the minimum safe decompression, based on experience gained in these experiments. We do not regard these recommendations as definitive, and caution that the status of the subjects and the quality of the oxygen delivery system must be taken into consideration. If operationally feasible, we recommend extending the time for decompression on oxygen beyond these minimal times.” These decompression procedures are designed to be used in the Deep Submergence Rescue Vehicle (DSRV) fitted with Field Change 665, the Onboard Decompression System; however, they may be adapted for use in any rescue system, such as the planned Submarine Diving and Recompression System (SRDRS), with the capacity to provide safe delivery of oxygen for breathing during a controlled decompression. The maximum depth to which these tables have been trailed is 60 feet of sea-water and decompression from depths greater than this are not addressed. In systems without on-board decompression in the rescue vehicle, or transfer under pressure capability, it will probably be necessary to bring rescuees to surface pressure in order to transfer from the rescue vehicle to the recompression chamber. Limit the surface interval to 15 minutes or less whenever possible. Recompress the rescuees back to the DISSUB internal pressure and then begin the procedure described below.

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ATP 57(B)

0315 - Basic procedure Table II-3-3 gives the decompression times on oxygen needed to safely return pressurized rescuees to normal atmospheric pressure. These times do not include air breaks (discussed below) which may increase the total time required by as much as 25%. Table II-3-3. Submarine Rescue Oxygen Decompression Table EAD (fsw) O2 Time at Depth (O2 Prebreathe)(min) 45 20 25 30 35 40 45 50 55 60 0 70 140 120 120 120 120 120 120 Total O2 Time (min) 20 0 70 140 200 255 410 475 540 600

Decompression Stop Depth (fsw) 40 35 30 25

Oxygen Breathing Times at Depth (min) 10 105 105 105 105 40 85 115 115 115 115 40 40 50 50 50 50

30

55 85

20 85 95 95

Notes: 1. Oxygen Breathing Times are given in minutes. 2. If air breaks are used, the time for each decompression stop may increase (see below) 3 The time required to purge the closed-circuit breathing loop of nitrogen is included in the decompression stop time and does not need to be accounted for separately. To use Table S605 - 1, follow these six steps: 1. First calculate the rescuee's Equivalent Air Depth (EAD). This is necessary because the pressurized atmosphere of the DISSUB will likely have different partial pressures of oxygen and nitrogen than standard air. Decompression requirements are determined by the partial pressure of nitrogen in the tissues, and the use of the EAD is a convenient method of expressing the amount of nitrogen in the pressurized atmosphere. The EAD may be calculated from the following formula: (Dsub + 33) (1 - FO2) EAD = ------------------------------- - 33 0.79 where: EAD = Equivalent Air Depth (fsw) Dsub = DISSUB internal pressure or depth (fsw) FO2 = Fractional concentration of oxygen in DISSUB atmosphere

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ATP 57(B) If the information is available, use the highest Dsub and the lowest FO2 recorded in the last 24 hours when making the EAD calculation. 2. Enter Table S605 - 1 at the depth which is exactly equal or next greater than the calculated EAD. Begin the procedure by placing the rescuees on the oxygen breathing system. Breathe oxygen for the time indicated in the second column, "O2 Time at Depth." Time is given in minutes. This oxygen period is termed "pre-breathing" because it takes place before decompression begins. 3. When the pre-breathing period is complete, decompress at 1-5 fsw/min to the first decompression stop indicated in the table. 4. Breathe oxygen at each decompression stop for the time indicated in the table. Oxygen breathing times are given in minutes. 5. Ascend between decompression stops at 1-5 fsw/min. Ascent time between stops is included in the subsequent stop time. 6. Upon completion of the last oxygen breathing period, remove the oxygen mask and decompress to atmospheric pressure at 1-5 fsw/min. 0316 - Modifications to the basic procedure In emergency situations, it is highly likely that many factors could result in the need to vary or modify these procedures, and the on-scene Undersea (Diving) Medical Officer should be allowed to do so if necessary to accommodate priorities. The following recommendations should be followed whenever possible. 1. Air Breaks during Pre-Breathing and Decompression.

Periodic interruption of 100% oxygen breathing during pre-breathing and decompression is highly desirable to reduce the injurious effects of oxygen on the central nervous system and lung. Interruption of oxygen breathing may also be necessary to change CO2 canisters in the closed-circuit breathing loop. Unexpected interruption of oxygen breathing may also occur because of rescuee illness or injury. When at a pressure greater than 45 fsw (actual pressure, not EAD), interrupt oxygen breathing every 30 minutes with at least five minutes on air to minimize the risk of central nervous system oxygen toxicity (in this section, the term "air" refers to any approximately normoxic breathing mixture, or ambient cabin atmosphere). When 45 fsw and shallower, interrupt oxygen breathing every two hours with at least 10 minutes on air. If the rescue timeline permits, interrupt oxygen breathing every 60 minutes with 15 minutes on air when 45 fsw and shallower. This pattern of 60 minutes on oxygen, 15 minutes on air is optimal for minimizing lung injury. Once oxygen breathing is begun, consider any time spent on air to be "dead time," that is, not to count toward meeting the oxygen decompression requirement. Lengthen the time at each stop, and the total decompression time, correspondingly so that all the required time on oxygen during pre-breathing and at each stop is completed. II - 3- 21 ORIGINAL

ATP 57(B) Optimally, rescuees should be on oxygen for at least 15 minutes prior to decompression to the first stop and should continue to breathe oxygen during decompression to the stop. This, however, is not a requirement. Ascent to the first decompression stop may be made on air or cabin atmosphere if necessary. There is no contraindication to ascending between decompression stops while on air or cabin atmosphere. Ascent time, however, should not be included in the subsequent stop time since the rescuee is not on oxygen. During oxygen pre-breathing, the time on air or cabin atmosphere should not exceed 15 minutes for each hour of oxygen breathed. Otherwise, some of the beneficial effects of oxygen pre-breathing will be lost. If the time on air exceeds 15 minutes per hour, add two minutes to the pre-breathing time for each minute spent on air beyond the 15 minute allowance. 2. Oxygen Pre-breathing in DISSUB or during transit

Oxygen pre-breathing in the Distressed Submarine (DISSUB), or in the rescue vehicle during transit, could be used to shorten the time required for decompression at the final destination. The decision to employ oxygen pre-breathing in the DISSUB or rescue vehicle during transit would depend on the availability of suitable equipment to supply oxygen, the risk of fire in the rescue vehicle cabin, the extent to which rescuees are already suffering from pulmonary oxygen toxicity or other pulmonary injury, and the anticipated risk of central nervous system oxygen toxicity. 100 % oxygen should not be breathed at an actual pressure greater than 60 fsw due to the risk of CNS oxygen toxicity. Reduce the oxygen time in Table A1 by one minute for each minute spent pre-breathing oxygen in the DISSUB or during transit. Subtract oxygen time from the pre-breathing time in Table 1 first, then from the decompression stops, beginning with the shallowest decompression stop first. Example: A rescuee on the 45 fsw EAD schedule breathes oxygen for 180 minutes during transit. The 120 minute pre-breathe requirement has already been satisfied, so direct ascent to the first stop is allowed. The remaining 60 minutes is subtracted first from the 20 fsw stop (50 minutes), then from the 25 fsw stop (10 minutes). The rescuee may surface after completing 105 minutes on oxygen at 25 fsw. Use the effective pre-breathing time, not the actual pre-breathing time in the DISSUB or during transit, to determine how much decompression time to subtract from Table A1. The effective prebreathing time is the actual pre-breathing time minus two minutes for each minute spent on DISSUB or DSRV atmosphere beyond the 15 minute allowance per hour of oxygen. Example: A rescuee prebreathes oxygen in the DISSUB for two 60 minute periods separated by a 15 minute air break, then breathes air for 60 minutes in the DSRV during transit from the DISSUB to the MOSUB. How much decompression time should be subtracted from Table 1? Solution: Thirty minutes on air is allowed for the two hours of oxygen breathed. The rescuee, however, has spent a total of 75 minutes on air (the 15 minute air break + the 60 minute transit in the DSRV). The excess air time is 45 minutes (75-30). The effective oxygen pre-breathing time therefore is 120 - (2 x 45) = 30 minutes. Subtract 30 minutes from the oxygen decompression time in Table A1. For DISSUB pressures up to an EAD of 40 fsw, all of the oxygen decompression time required by Table A1 can generally be completed by pre-breathing without a significant risk of pulmonary or CNS oxygen toxicity. II - 3- 22 ORIGINAL

ATP 57(B) For DISSUB pressures greater than an EAD of 40 fsw, the allowable pre-breathing time will be governed primarily by the extent to which pulmonary symptoms are already present and by the actual DISSUB pressure, which governs the inspired oxygen partial pressure during the pre-breathing period. The actual DISSUB pressure may be significantly less than the equivalent air depth due to oxygen consumption in the DISSUB. This lower actual pressure allows for a greater use of oxygen pre-breathing. As a general rule, limit oxygen pre-breathing to 240 minutes at an actual DISSUB pressure up to 40 fsw and to 120 minutes at an actual pressure of 41-60 fsw. 100 % oxygen should not be breathed at an actual pressure greater than 60 fsw due to the risk of CNS oxygen toxicity. 3. Shortened Decompression

Operational circumstances may force shortening of the prescribed decompression. Shortening decompression is expected to increase both the incidence and severity of decompression sickness, but the exact risks are difficult to predict because the data are extremely limited and current decompression risk models do not describe saturation decompression on oxygen very well. Moderate shortening is expected to produce neurological and cardiovascular decompression sickness while extreme shortening such as direct ascent to the surface from 50-60 fsw EAD, may produce death in individuals left untreated. Shortened decompression may also put operators at a significant risk for decompression sickness. Decompression should not be shortened unless other operational factors outweigh this significant risk. 0317 - Decompression of system operators and tenders In many cases, system constraints will force system operators and inside medical tenders to decompress at the same time as the rescuees. To achieve safe decompression, operators and tenders must breathe oxygen during the decompression for the times indicated in Table A2. Oxygen breathing may be synchronized with rescuee breathing cycles and follow the same pattern of time on oxygen and time on air. Oxygen breathing by operators and tenders should be timed so that the last minute of oxygen breathing is completed when the rescuees are ready to make the final decompression to the surface. In Table S605 - 2, Operator Exposure Time is defined as the elapsed time from initial pressurization of the rescue vehicle until the rescuees begin oxygen pre-breathing after mating to the MOSUB or SRDRS chamber. Enter the table at the Operator Exposure Time that is exactly equal to or next greater than the actual exposure time. Read down to the EAD schedule being used by the rescuees. Find the oxygen breathing time in minutes. During the pre-breathing period, operators and tenders will be exposed to an additional period of time at the DISSUB depth beyond that already included in the Operator Exposure Time. This additional time has been incorporated into the calculation of the decompression requirement in Table II-3-4 and need not be accounted for separately. If the rescuees breathe oxygen during transit, some decompression schedules may be shortened to the point where the oxygen breathing requirement of the operators and tenders exceeds the remaining decompression time. This is especially true of shallow schedules with long operator exposure times. In these cases, the operators should begin oxygen breathing during transit along with the rescuees so that they have an opportunity to complete all the required oxygen time prior to decompression to the surface. Use the operator's effective pre-breathing time (see calculation above) when computing his remaining oxygen decompression time. II - 3- 23 ORIGINAL

ATP 57(B) Table II-3-4. System Operator/Tender Oxygen Breathing Times (minutes) EAD (fsw) Schedule1 25 30 35 40 45 50 55 60 Notes: 1: Use the same decompression schedule as the rescuees, based on the EAD, and breathe oxygen for the times indicated. 2: Operator Exposure Time is the elapsed time from initial pressurization of the rescue vehicle until the rescuees begin breathing oxygen after mating to the MOSUB or SRDRS chamber or decanting to a deck recompression chamber. 3: Use the zero column for a tender who locks into the recompression chamber at the beginning of the oxygen pre-breathing period and remains in the chamber throughout the remaining decompression. 0318 - Treatment of decompression sickness and arterial gas embolism in submarine rescue operations 1. General. Operator Exposure Time (minutes)2 03 0 0 0 15 70 100 130 160 120 0 10 30 70 120 150 180 210 240 0 40 80 120 160 190 220 250 360 20 70 110 150 190 230 260 280 480 40 100 140 180 220 260 280 310 600 60 120 160 210 250 280 300 330 720 70 140 180 230 270 300 320 350

Decompression sickness or arterial gas embolism (AGE) could occur in any DISSUB scenario, either after use of the schedules in the previous section, or in the likely event that conditions could not allow use of the procedures due to time or equipment constraints. Therefore, treatment of a DISSUB casualty must take into account not only the fact that the rescuee has decompression sickness or arterial gas embolism, but also that he may have omitted a significant amount of saturation decompression. Standard treatments may resolve the immediate clinical problem, but not satisfy the patient's saturation decompression obligation. Failure to take this omitted decompression time into account may result in inadequate treatment with subsequent recurrence of symptoms. The following procedures are designed to provide both recompression therapy and the total oxygen time needed to resolve the patient's remaining decompression obligation. 2. Procedure. a. Allocate patients for recompression treatment following the appropriate DISSUB triage algorithm.

II - 3- 24

ORIGINAL

ATP 57(B) b. Compress to 60 fsw and begin treatment with oxygen according to U.S. Navy Treatment Table 6. Recompression deeper than 60 fsw should not be undertaken unless it is certain that chamber resources can be devoted exclusively to that patient, for example, at a shore-based referral site. c. Follow Treatment Table 6 to the completion of the 30 fsw stop using allowed extensions at 60 and 30 fsw to resolve symptoms, as needed. d. Add the time spent on oxygen during the current treatment to any time spent on oxygen during saturation decompression or prior recompression treatments to calculate the patient's total oxygen time to that point. e. Determine the oxygen time required for safe decompression from the DISSUB depth using Table II-3-5 below. Subtract the patient's total oxygen time from the required oxygen time to determine the patient's remaining omitted oxygen decompression time. Table II-3-5. Required Oxygen Time DISSUB Equivalent Air Depth (fsw) 20 25 30 35 40 45 50 55 60 Required Oxygen Time (min) 0 70 140 200 255 410 475 540 600

f. If no omitted oxygen decompression time remains, complete Table 6 by surfacing from 30 fsw on oxygen at 1 fsw/min. If less than 170 minutes of omitted oxygen decompression time remain, ascend to 15 fsw at 1 fsw/min on oxygen, complete the remaining oxygen time at 15 fsw, then ascend to the surface on oxygen at 1 fsw/min. If more than 170 minutes of omitted decompression time remain, complete any time in excess of 170 minutes at 30 fsw, then ascend to 15 fsw at 1 fsw/min on oxygen, complete 170 minutes on oxygen at 15 fsw, then ascend to the surface on oxygen at 1 fsw/min. Oxygen breathing during the additional time at 30 and 15 fsw should be interrupted every 60 minutes with a 15 minute air break continuing the pattern of oxygen exposure begun at 30 fsw on Table 6. g. If necessary, surface asymptomatic or nearly asymptomatic patients before completion of treatment to make room in the chamber for more emergent cases. Reduce the patient's omitted oxygen decompression time by the amount of oxygen time completed during the treatment. If omitted oxygen decompression time remains, additional oxygen recompression treatment should be administered when feasible. In the interim, these patients should breathe surface oxygen and remain at rest in the supine position. h. Once treatment is initiated, complete one Treatment Table 6 at a minimum even if the omitted oxygen decompression time is zero (i.e., the calculated amount of necessary oxygen decompression II - 3- 25 ORIGINAL

ATP 57(B) was given prior to onset of DCS). Interrupt treatment only if premature surfacing is required to accommodate a more emergent case. i. Allocate patients with recurrence of symptoms or new symptoms post treatment to recompression according to the triage rules. Once all the omitted oxygen decompression time has been completed, these patients may be managed as per the USN Diving Manual. j. Asymptomatic rescuees with omitted oxygen decompression time are at significant risk for decompression sickness. These individuals should be recompressed and treated as above when circumstances permit. While awaiting recompression, these individuals should breathe surface oxygen and remain at rest in the supine position. Surface oxygen should be continued for a period not less than three times the omitted oxygen decompression time. k. The on-scene Undersea Medical Officer should have the discretion to vary these procedures due to other needs of the patient, allocation of resources, or other considerations. 0319 - Reference. Naval Sea Systems, U.S. Navy Diving Manual, Vol. #5, Rev. 4., Naval Sea Systems Command, NAVSEA SS521-AG-PRO-010 (Arlington, VA: U.S. Navy, 1999), Chapter 21. 0320 - UK accelerated decompression schedules Reference: The information for this section is drawn from INM Report No. R2002.004 – ‘Accelerated Decompression Following Rescue from a Pressurised Submarine - Interim Procedures’ by Surgeon Commander P J Benton, Royal Navy, March 2002 Limitations: These tables were designed using available information from manned and animal trials available in 2000. They are based on a maximum of a 5 minute window between surfacing in the SRV and being back at depth within the decompression facility. These tables have not been validated by trials.

ROYAL NAVY TABLE 66, TABLE 66 MOD I AND TABLE 66 MOD II a. Gauge Depth (metres) 14 14 14 14 14 14 -0 Surface ROYAL NAVY TABLE 66 Elapsed time (hours and mins) 00:00 - 00:30 00:30 - 00:35 00:35 - 01:05 01:05 - 01:10 01:10 - 01:30 01:30 - 01:40 01:40 Rate of Ascent (metres/minute)

Stops/Ascent (minutes) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 20 (O2) 10 (O2)

1.4 m in 1 min

Attendants oxygen breathing requirements, RN Table 66 II - 3- 26

ORIGINAL

ATP 57(B) The attendant must breath oxygen for the last 20 minutes of the table including the 10 minute ascent from 14 metres to the surface b. Gauge Depth (metres) 14 14 14 14 14 14 14 14 14 14 14 14 - 0 Surface ROYAL NAVY TABLE 66 MOD I Elapsed time (hours and minutes) 00:00 - 00:30 00:30 - 00:35 00:35 - 01:05 01:05 - 01:10 01:10 - 01:40 01:40 - 01:45 01:45 - 02:15 02:15 - 02:20 02:20 - 02:50 02:50 - 02:55 02:55 - 03:25 03:25 - 03:35 03:35 Rate of ascent (metres/minute)

Stops/Ascent (minutes) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 10 (O2)

1.4 m in 1 min

Attendants oxygen breathing requirements, RN Table 66 Mod I The attendant for a Table 66 Mod I must breath oxygen for the final 30 minute oxygen period at 14 metres and throughout the 10 minute ascent to the surface. c. Gauge Depth (metres) 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 - 0 Surface ROYAL NAVY TABLE 66 MOD II Stops/Ascent (minutes) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 5 (Air) 30 (O2) 10 (O2) Elapsed time (hours and minutes) 00:00 - 00:30 00:30 - 00:35 00:35 - 01:05 01:05 - 01:10 01:10 - 01:40 01:40 - 01:45 01:45 - 02:15 02:15 - 02:20 02:20 - 02:50 02:50 - 02:55 02:55 - 03:25 03:25 - 03:30 03:30 - 04:00 04:00 - 04:05 04:05 - 04:35 04:35 - 04:45 04:45 Rate of ascent (metres/minute)

1.4 m in 1 min

Attendants oxygen breathing requirements, RN Table 66 Mod II II - 3- 27 ORIGINAL

ATP 57(B) The attendant for a Table 66 Mod I must breath oxygen for the last two 30 minute oxygen periods at 14 metres and throughout the 10 minute ascent to the surface. 0321 - Procedures 0322 - Equivalent air depth principle 1. The Equivalent Air Depth (EAD) principle is a method by which a decompression table developed for use by divers breathing air can be adapted for use when the atmosphere breathed is composed of varying fractions of nitrogen (fN2) and oxygen (fO2). This is of importance as the decompression obligation is determined by the partial pressure of nitrogen in the air breathed and not simply the depth at which the air is breathed. The equation for calculation of EAD is at Fig 1. Because the escape compartment air is unlikely to contain 21% oxygen the EAD, calculated from the compartment pressure and fraction of oxygen (fO2), is the simplest method of determining decompression obligation as diving tables list decompression procedures for given depths and not fN2. Within a stricken submarine the fO2 will slowly fall with a corresponding increase in fN2. Thus, the EAD may be in excess of the measured depth (pressure) of the compartment. Assuming that the maximum compartment pressure to be 5 bar (0.5mPa) and survival possible down to an pO2 of 0.12 bar (12kPa), the pO2 will have dropped slowly over time so permitting a degree of acclimatisation, the EAD could be as great as 51.7 metres. EAD = fN2 (D + 10) - 10 79 Where: EAD = Equivalent Air Depth in metres. fN2 = Fraction of nitrogen in 'air' breathed. (calculated from compartment pressure in (P) and pO2, all pressures in bar) fN2 = (P - pO2) x 100 P D = Depth in metres (calculated from compartment pressure) D = (P x 10) – 10 0323 - Decompression procedures - Survivors Saturation EADs less than 7 metres. Research has shown that the incidence of decompression illness (DCI) amongst subjects, who have remained at a pressure of 1.65 bar (0.165mPa) for sufficient time for their tissues to become saturated with nitrogen, and then decompressed to 1 bar (0.1 mPa) over a minute is extremely low. Thus survivors recovered from a compartment with an EAD of 7 metres or less will have a very low probability of developing decompression illness. Although the probability of DCI would be low, if adequate supplies of oxygen are available it is recommended that following decompression within LR5 the survivors be given 100% oxygen at 1 bar (0.1mPa) for 60 minutes as a precautionary measure. However, if the EAD is in excess of 7 metres (0.17mPa) the incidence of DCI will increase as the EAD increases, making it essential that survivors are recompressed as soon as possible after leaving LR5. Survivors rescued from a submarine compartment can also be expected to have had restricted fluid and calorie intake for many days as well as being mildly, or markedly, hypothermic. Individuals in such a condition will be not dissimilar to some of the critical care patients managed at the Hyperbaric Medicine Unit at the Royal Hospital Haslar who have shown an increased tendency to develop oxygen seizures II - 3- 28 ORIGINAL

ATP 57(B) when exposed to therapeutic levels of oxygen (pO2 of 2.8 bar (0.28mPa)). Because of the difficulties of managing a convulsing individual within the cramped conditions of a recompression chamber containing up to 14 individuals it is considered advisable to restrict the pO2 to a slightly lower level. Royal Navy Table 66 is a 2.4 bar (0.24mPa) therapeutic table that can be easily modified to provide an accelerated decompression schedule. Experience has shown that the incidence of oxygen seizures amongst critical care patients treated with this table is very low and as such it is considered unlikely that oxygen seizures will occur amongst survivors rescued from a stricken submarine. Royal Navy Table 66 is only of 100 minutes duration and as such would be of inadequate duration for the management of survivors rescued from a pressurised compartment with a significantly increased EAD. However, by the simple inclusion of additional 30 minute oxygen breathing periods at 2.4 bar (0.24mPa), separated by 5 minute air breaks, the table can be easily adapted to provide an accelerated decompression schedule. By holding the survivors at 2.4 bar (0.24mPa) for the full duration of the decompression schedule with only a 10 minute decompression from maximum chamber depth (2.4 bar, 0.24mPa) to the surface (1 bar, 0.1mPa) maximum benefit can be obtained from breathing hyperbaric oxygen. This approach differs from standard decompression procedures for in water diving and also from the approach adopted by the US Navy in their accelerated decompression tables which both utilise a stepped decompression. However, it should be noted that the US Navy accelerated decompression tables do utilise oxygen breathing at depths down to 60 fsw (approximately 2.8 bar, 0.28mPa) whilst survivors are being transported within the rescue submersible. The decision as to how many additional oxygen breathing periods should be included is based upon a combination of data from existing decompression tables and results from the US Navy accelerated decompression table trials. Saturation EADs in excess of 7 metres but not exceeding 18 metres. For dives to 15 metres with duration in excess of 450 minutes RN Table 11-Mod requires 80 minutes of decompression stops with the deepest decompression stop at 6 metres. For a dive to 18 metres for duration in excess of 495 minutes RN Table 11-Mod requires a total of 125 minutes of decompression with the deepest decompression stop at 9 metres. In both examples the diver breathes air during all decompression stops. Although these profiles are extreme exposures significantly below the Limiting Line in an emergency situation the risk of DCI would be considered acceptable especially if recompression facilities were available on site. RN Table 66 provides 80 minutes of oxygen breathing at 2.4 bar (0.24mPa) with an additional 10 minutes oxygen breathing during the ascent to 1 bar (0.1mPa). The duration of the RN Table 66 is thus in excess of the decompression required for a 15 metre dive of maximum duration and only some 25 minutes shorter than the decompression time required for an 18 metre dive of maximum duration. However, RN Table 66 utilises oxygen breathing at 2.4 bar (0.24mPa) whereas RN Table 11-Mod uses air. Oxygen breathing markedly increases inert gas removal from tissues and as such it can be expected that even with the shorter decompression time for the 18 metre exposure the RN Table 66 will have a lower risk of DCI than the RN Table 11-Mod. Based upon this argument individuals rescued from an EAD in excess of 7 metres but not exceeding 18 metres should be recompressed and treated using RN Table 66. RN Table 66 is equivalent to 264 UPTDs. For saturation EADs in excess of 18 metres but not exceeding 30 metres. Little data is available for decompressions from such shallow saturation exposures although some guidance can be obtained from experience gained by the construction industry in their use of compressed air for both tunnel and caisson work. Recent studies investigated the use of oxygen decompression following a 4 hour working shift at 2.85bar (0.285mPa). The decompression profile (Blackpool Tables) for such an exposure currently requires 110 minutes of decompression breathing air, 45 minutes of which are at 1.6 bar (0.16mPa). During the trial oxygen was breathed for 35 minutes of the 45 minute decompression stop at 1.6 bar (0.16mPa). Doppler scoring using the Kisman Masurel system revealed a median score at rest of 3 for the controls who breathed compressed air during decompression and a median score of 0 for the subjects who II - 3- 29 ORIGINAL

ATP 57(B) breathed oxygen. Following movement the median scores were 4 for the control group (air decompression) and 1 for the subject group (oxygen decompression). Thus it would appear that even with a relatively short duration of oxygen breathing at only 1.6 bar (0.16mPa) a significant reduction in inert gas burden, and hence decompression stress and Doppler score can be achieved. Based upon this information RN Table 66 was extended by 3 full 30 minute oxygen periods at 2.4 bar (0.24mPa) giving a total of 180 minutes oxygen breathing before decompression to the surface. This extended Table is known as RN Table 66 Mod I and should be used for survivors who have been saturated at EADs in excess of 18 metres but not exceeding 30 metres. RN Table 66 Mod I is equivalent to 568 UPTDs. For saturation EADs in excess of 30 metres. Survivors rescued from compartments at such a high EAD will have a considerable inert gas burden that ideally should be treated using a saturation decompression schedule such as RN Table 64. However, where this is not possible RN Table 66 can be extended to include 240 minutes of oxygen breathing at 2.4 bar (0.24mPa). This extended table is known as RN Table 66 Mod II. The probability of DCI following such a relatively short decompression table is unknown but probably quite high. However, the severity of DCI can be expected to be relatively minor with sufficient time between surfacing and onset of symptoms that the individual will ideally already have been evacuated shore side to a hyperbaric facility for observation and additional treatment if required. RN Table 66 Mod II should only be used in circumstances, such as when there is only a single recompression chamber on the MOSHIP, when it is essential to free that chamber for use by the next group of survivors to arrive onboard the MOSHIP. RN Table 66 Mod II is equivalent to 750 UPTSs. Tables 66, 66 Mod Table 66 Mod I and II are at Annex B. A summary of the recompression tables to be used is at Table 1. It must be emphasised that these decompression procedures have not been formally evaluated in this role. The procedures should be considered as being a ‘best guess’ based upon a combination of incomplete scientific data, the clinical experience of the author and the facilities and equipment that can be expected to be available onboard an LR5 MOSHIP. Table 1. ACCELERATED DECOMPRESSION PROCEDURES Equivalent Air Depth (EAD) metres <7 > 7 to 18 Probability of DCI untreated Probable type and severity of DCI if untreated Limb pain. Not life threatening Majority limb pain but neurological symptoms with increasing depth Time to onset of DCI if untreated Action

Very low Increases with increasing depth. Possibly 30-50% incidence at 18 msw

90 minutes + 5 to 90 minutes

100% surface oxygen for 60 minutes if available. a. Immediate transfer to recompression chamber, b. RN Table 66. c. If no chamber within 5 minutes 100% oxygen and urgent transfer to chamber

II - 3- 30

ORIGINAL

ATP 57(B) Equivalent Air Depth (EAD) metres > 18 to 30 Probability of DCI untreated Probable type and severity of DCI if untreated ALL will have limb pain. MOST will have serious neurological symptoms. SOME will have pulmonary symptoms (chokes)LIFE THREATENING Time to onset of DCI if untreated Action

Increases with increasing depth from approx. 30% at 18 msw to 100% at 30 msw.

3 to 15 minutes.

> 30 to 50

100%

ALL will have limb pain. MOST will have serious neurological symptoms. SOME will have pulmonary symptoms (chokes)LIFE THREATENING

3 to 15 minutes

a. RAPID recompression. Limit number of personnel rescued per run to ensure transfer from LR5 to deck chamber achievable within 7 minutes maximum. b. RN Table 66 Mod I. c. If small numbers of survivors and sufficient recompression chambers consider Royal Navy Table 64 a. RAPID recompression. Limit number of personnel rescued per run to ensure transfer from LR5 to deck chamber achievable within 7 minutes maximum. b. RN Table 66 Mod II c. If small numbers of survivors and sufficient recompression chambers consider Royal Navy Table 64

Work has been completed by the US Navy to develop accelerated decompression tables which are of longer duration than the Table 66 Mod I and II. However, the US Navy tables do not utilise such lengthy periods of oxygen breathing at 2.4 bar (0.24 mPa) choosing instead to use a longer stepped decompression following, when possible, a period of oxygen pre breathing at escape compartment pressure. Although such a stepped decompression follows standard decompression practice for in water dive decompression tables in the case of an emergency accelerated decompression table it is considered that this may not be appropriate. The aim of any decompression table is to remove inert gas as rapidly and safely as possible so permitting the diver to return to the surface. With in water decompression the depth at which oxygen breathing can commence is restricted to relatively shallow depths. This is due to a combination of facts. These are the increased sensitivity of the immersed individual to raised partial pressures of oxygen compared to the individual within a dry chamber plus the fact that the consequences, often death, of an in water oxygen convulsion are far more severe than the consequences of convulsion within a dry chamber. There is also the problem of pulmonary oxygen toxicity. Therapeutic hyperbaric oxygen tables differ from decompression tables in that they provide the subject/patient with the maximum safe ‘dose’ of oxygen accepting that the therapeutic benefit from treatment outweigh the risk of oxygen toxicity. It is suggested that an emergency accelerated decompression table should be thought of in the same way as a therapeutic table with the benefits, in the form of reduced decompression time, made II - 3- 31 ORIGINAL

ATP 57(B) possible by remaining at a relatively high pO2 outweighing the problems of minor pulmonary oxygen toxicity. Pulmonary oxygen toxicity is unlikely to be a significant problem as even RN Table 66 Mod II only has an oxygen exposure of 750 UPTDs which is comparable to the exposure (759 UPTDs) associated with an RN Table 62 with 2 extensions at 2.8 bar (0.28mPa). As has been already discussed clinical experience suggests that even with dehydrated and physically exhausted subjects the probability of oxygen convulsions at 2.4 bar (0.24mPa) is low. The proposed accelerated decompression tables also differ from the US Navy tables in that the primary aim is to prevent severe life threatening DCI, such as acute pulmonary DCI (the chokes), and to markedly reduce the probability of DCI developing post treatment. This is in contrast to the US Navy accelerated decompression tables that have been designed to provide a complete decompression from saturation. Although it is hoped that the use of Table 66 and Table 66 Mod I and II would provide a complete decompression it is accepted that symptoms of DCI may develop after completion of these tables. However, any such cases could be expected to present with relatively minor non-life threatening symptoms such as limb pain. Survivors presenting with such symptoms could be treated with 100% surface oxygen whilst awaiting availability of a suitable recompression chamber. Indeed, as such symptoms would probably not present for a number of hours after completion of the decompression table it is probably that the survivor would already have been evacuated ashore to the vicinity of a hyperbaric unit. During both the evaluation trials for the US Navy accelerated decompression tables (8) and recent simulated submarine escapes following saturation carried out at QinetiQ Alverstoke there has been a minimum period of 2 hours post decompression before the onset of symptoms of DCI. 0324 - Decompression procedures - Recompression chamber operators During a rescue from a pressurised submarine compartment the recompression chamber operators (RCOs) within the rescue chamber of the LR5 would also be exposed to increased pressure. Provided that the pressure was below 1.9 bar (0.19mPa), which equates to a depth of 9 metres, there would be no decompression obligation. For pressures in excess of 1.9 bar (0.19mPa) but less than 4.3 bar (0.43mPa), which equates to a depth of 33 metres, Royal Navy Table 14-Mod (an air surface decompression table) can be used. For pressures exceeding 4.3 bar (0.43mPa) but less than 5 bar (0.5mPa), which equates to a depth of 40 metres, Royal Navy Table 15-Mod (an oxygen surface decompression table) can be used. Even for pressures exceeding 1.9 bar (0.19mPa) with careful use of Royal Navy Table 11-Mod it may be possible to limit the RCOs exposure to the no-stop time for a given depth. All of these decompression tables are detailed within the Royal Navy Diving Manual, BR2806. As the RCOs would be breathing air either from the LR5 breathing systems or from self-contained air breathing apparatus if entry to the submarine was required fO2 of the escape compartment would not be a factor in determining the RCOs decompression obligation. Table 2. PROCEDURES FOR MANAGEMENT OF LR5 RECOMPRESSION CHAMBER OPERATORS Chamber Pressure Depth (msw) (bar) 1 to 1.9 9 >1.9 to 4.3 >9 to 33 >4.3 to 5.0 >33 to 40 II - 3- 32 Decompression Table Royal Navy Table 11-Mod Royal Navy Table 14-Mod Royal Navy Table 15-Mod ORIGINAL

ATP 57(B) Because any survivors rescued from a pressurised submarine will have a very different decompression obligation to that of the LR5 RCOs whenever possible at least 2 recompression chambers should be deployed onboard the MOSHIP. One chamber should be available to provide treatment for survivors with the second dedicated to the surface decompression of the LR5 chamber operators. Unfortunately even when the MOSHIP is a large vessel space constraints may permit only one multiplace recompression chamber to be deployed. In such circumstances surface decompression can either be performed within small monoplace chambers such as the HYPERLITEor by treating both the LR5 RCOs and survivors within the same chamber. If the RCOs are to be treated within the same recompression chamber as the survivors then there are 2 options. These are: a. For the RCOs to act as attendants to the survivors and complete the same decompression schedule (RN Table 66 or RN Table 66 Mod I or II) as required by the survivors. b. For the RCOs to spend the total decompression time, irrespective of depth of decompression stop, required according to RN Table 14-Mod or Table 15-Mod (whichever appropriate) breathing oxygen at 14 metres. On completion the RCOs would transfer to the man lock of the recompression chamber and be decompressed to the surface over 10 minutes whilst continuing to breath oxygen. Oxygen breathing periods at 14 metres would be of 30 minutes on oxygen, 5 minutes on air. Only time spent breathing oxygen would be counted towards the decompression time, time spent breathing chamber air being 'dead time'. The decision as to which of the above procedures to complete will depend upon factors such as manpower availability as well as pressure time exposure of the RCOs. 0325 - Oxygen requirements Accelerated decompression tables will almost without exception utilise oxygen. Consideration must therefore be given to the provision of adequate supplies of oxygen onboard the MOSHIP as well as to methods of supplying the oxygen to the survivors within the recompression chambers. The following calculations are based upon a respiratory minute volume of 15 litres per minute surface equivalent representative of the gas usage of an individual at rest. Table 3. TABLE 66, 66 Mod I & Mod II OXYGEN REQUIRMENTS Oxygen requirement* (litres surface equivalent) Survivor Table 66 Table 66 Mod I Table 66 Mod II 3135 6735 8895 Attendant 615 1335 2415

Decompression Table

* Assumes at rest and respiratory minute volume of 15 litres per minute surface equivalent II - 3- 33 ORIGINAL

ATP 57(B) Tables 66 and 66 Mod I & II are based on 30 minute duration oxygen breathing periods at 2.4 bar (0.24mPa) with a final 10 minute period breathing oxygen during which the pressure is reduced from 2.4 bar (0.24mPa) to 1.0 bar (0.1mPa). Thus for each 30 minute period at 2.4 bar (0.24mPa) the oxygen usage per person is 30 x 2.4 x 15 = 1080 litres. Oxygen usage during the 10 minute bleed to surface can be calculated by averaging the pressure over the 10 minute period. Thus, oxygen usage per person during the 10 minute bleed to the surface is (10 x 1.7 x 15) = 255 litres. Table 66 is slightly different in so far as the final 30 minute oxygen period includes the 10 minute bleed to the surface. Oxygen usage per person during the final 30 minutes of a standard Table 66 is thus (20 x 2.4 x 15) + (10 x 1.7 x 15) = 975 litres. Based upon these calculations Table 3 provides details of oxygen requirement per survivor for each decompression table. Details are also provided of the oxygen requirement for chamber attendants. The volumes of oxygen required are considerable. If a worst case scenario of 100 personnel rescued from a submarine compartment with an EAD above 30 metres, and hence requirement for use of Table 66 Mod II, is considered a total volume of 889,500 litres of oxygen would be required for the survivors alone. Assuming a ratio of 10 survivors per attendant an additional 24,150 litres would be needed. Thus a total of 913,650 litres of oxygen would be required. Even assuming 100% utilisation this would require over 215 standard 150 cubic foot oxygen cylinders or 7 commercial ‘quads’ (each contain 140,000 litres of oxygen at 200 bar and weigh in excess of 500kg). Because of the large volumes and problems inherent in transporting between 4 and 5 tonnes of oxygen cylinders it is essential that alternate means of supplying oxygen, other than the use of oxygen cylinders is required. Alternatives include the use of closed circuit rebreathers which would reduce the quantity of oxygen required to that of metabolic need plus the possible use of oxygen concentrators or cryogenic systems. The use of an oxygen rebreathing system would reduce the oxygen requirements to approximately 1.5 litres per man per minute, a ten fold decrease in the volume required to supply an open circuit system. As well as oxygen a rebreather also requires quantities of a CO2 absorbent material such as soda lime. The quantity of absorbent depends on both the metabolic rate of the subject and also the design of the absorbent canister. The Clearance Diving Breathing Apparatus (CDBA) used by the Royal Navy contains 3kg of soda lime which is sufficient to maintain efficient removal of CO2 for a 4 hour period. Unlike the diver who can be expected to be working hard during a 4 hour dive the survivor rescued from a submarine undergoing recompression will be at rest during an accelerated decompression procedure and as such have a much reduced metabolic rate and hence CO2 output. Provided the absorbent canister is of efficient design it is estimated that approximately 1.5kg of soda lime would probably be sufficient to maintain acceptable inspired CO2 levels during the nearly 5 hour duration of a Table 66 Mod II. Based upon 100 survivors a total of 150 kg of soda lime would be required in addition to some 22 standard 150 cubic foot oxygen cylinders or a single commercial ‘quad’ of oxygen. The adoption of an oxygen rebreathing system, as well as reducing the volume and mass of consumables to be transported and stored upon the MOSHIP, has the added advantage of minimal impact upon the internal pressure of the recompression chamber in which oxygen is to be administered. In the case of a deck mounted recompression facility this is not a major problem as standard practice is to ‘dump’ the exhaled oxygen overboard from the chamber. However, this is not possible within a rescue submersible such as LR5 where use of an open circuit oxygen system would result in a rapid increase of both compartment pressure and oxygen content, both of which would be unacceptable. Adoption of an oxygen rebreather might make possible the commencement of oxygen breathing within LR5 during its transition make to the MOSHIP. The ability to pre breathe oxygen prior to the decompression to 1 bar would almost certainly reduce the probability of DCI occurring during the surface interval. This would be of especial benefit following rescues from high compartment pressures. II - 3- 34 ORIGINAL

ATP 57(B) 0326 - Conclusions Survivors rescued from a pressurised submarine compartment by a rescue submersible such as LR5 will in the absence of a TUP facility be at considerable risk of developing DCI. In the case of rescue from a compartment with an EAD above 20 metres fatalities can be expected. By adoption of a surface decompression in which the time between commencing decompression within the rescue submersible to arriving at pressure within a surface recompression chamber is minimised it is hoped that DCI can be prevented. The procedures described should only be considered as a temporary solution pending procurement of a TUP facility or for use in circumstances in which a TUP facility is not available. 0327 - Reference INM Report No. R2002.004 – ‘Accelerated Decompression Following Rescue from a Pressurised Submarine - Interim Procedures’ by Surgeon Commander P J Benton, Royal Navy, March 2002.

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ATP 57(B)

SECTION V - PROPOSED NATO SUBMARINE RESCUE SYSTEM TUP DECOMPRESSION SCHEDULES FROM 5 BAR
0327 - Reference: The information contained below is drawn from ‘Procedures For Saturation Decompression Of Submariners Rescued From A DISSUB - A Review Of Published Procedures And Recommendation Of Interim NSRS Decompression Procedures (3rd Edition)’ by Surgeon Commander Senior Grade Jan Risberg, Head Of Submarine and Diving Medicine RNON Limitations: These tables have been extrapolated theoretically from decompression procedures reviewed by Surg Cdr Risberg. These include air decompression tables for shallow saturation which have maximum depths of up to 60msw for NITROX or 30msw for air. The tables are designed around compressed air as the chamber gas and air or oxygen as the breathing gas. Where the breathing gas is oxygen then 30 minutes of O2 should be followed by a 10 minute air break. 0328 - Procedure characteristics NSRS TABLE 1 An air-only decompression procedure. Targeted to give a K=1.5 msw/h/Bar at depth and 1,0 at shallow depth Considered the optimal and safest choice when there is no constraint on decompression time. NSRS TABLE 2 Air breathing to 12 msw, oxygen (and air breaks) from 12 msw to surface. Targeted to give K=1.5 msw/h/Bar at depth at K=0.8 msw/h/Bar from 12 msw to surface. Considered an acceptable compromise if decompression time is constrained and a moderate exposure to hyperoxia acceptable. NSRS TABLE 3 Air breathing to 18 msw, oxygen breathing (with air breaks) from 18 msw to surface. This is the procedure of choice if there is severe constraints on decompression time and the submariners are expected to tolerate severe hyperoxia. The oxygen burden using this procedure is so high, that severe symptoms of pulmonary toxicity (chest discomfort, chest pain, coughing) should be expected. NSRS TABLE 4 Nitrox 40 breathing (40% Oxygen in balance Nitrogen) from 50 to 18 msw. Compressed air breathing (chamber gas) from 18 msw to surface. This is the procedure of choice if there is a vast number of survivors pressurized at a high ambient pressure, and there is a need for rapid turnover in the chamber complex. This procedure will cause a significant hyperoxic burden, but will allow the submariners to decompress from 50 to 18 msw in 14h 20min (from 40 msw in 10h 50 min and from 30 msw in 5h 50min). A pressure equivalent to 18 msw is targeted as this will allow transfer to other pressure chambers of opportunities in immediate vicinity (considering 18 msw as the deepest 100% Oxygen should be breathed). SUMMARY – NSRS PROCEDURES II - 3- 37 ORIGINAL

ATP 57(B) Below are listed summary performance parameters for the suggested NSRS decompression procedures NSRS 1 Gas Deep Air Shallow Air Depth of gas switch (msw) NA K-value (msw/h/Bar) Deep 1 47 Shallow 1,06 NSRS 2 Air Oxygen 12 1 43 0.71 NSRS 3 Air Oxygen 18 1 46 0,68 NSRS 4 Nitrox 40 Air 18 1 31 1.14

Ascent time to surface from: 50 msw 40 msw 30 msw 20 msw 10 msw OTU to surface from: 50 msw 40 msw 30 msw 20 msw 10 msw

2d 20h 10min 2d 13h 30min 2d 6h 13min 1d 20h 20min 1d 4h 30min 1145 591 254 34 0

2d 2h 45min 1d 20h 5min 1d 13h 5min 1d 2h 55min 14h 40min 2819 2265 1928 1708 1069

1d 23h 20min 1d 18h 40min 1d 9h 40min 23h 30min 14h 30min 4207 3653 3316 3096 1109

2d 9h 30min 2d 6h 0min 2d 1h 0min 1d 19h 50min 1d 4h 30min 3190 1940 766 81 0

0329 - Safety The k-values and other safety considerations, such as pulmonary oxygen toxicity, for the proposed NSRS tables are discussed in the report. 0330 - Conclusion NSRS 1 is recommended for decompressing submariners saturated with air at a pressure not exceeding 6 Bar (50 msw), NSRS 2-4 could be considered if time is critical and hyperoxic exposure acceptable. 0331 - Detailed NSRS decompression procedures NSRS TABLE 1 CHAMBER GAS To contain FO2= 21 % ± 1%, balance Nitrogen, pCO2<1 kPa (preferably <0,05 kPa), Chamber temperature comfortable (18-23 ºC), RH 50-70%. BREATHING GAS Compressed air throughout (chamber gas). II - 3- 38 ORIGINAL

ATP 57(B)

INITIAL HOLD TIME No requirement for an initial hold time. DECOMPRESSION RATE Decompression optimally to be performed in linear bleed, alternatively pressure drop of 0.5 or 1.0 meter depending on operational experience/opinion/routine. No night stop. The table below present ascent rate depending on depth and should be interpreted as “hold time” per meter for the depth range given. (E.g. “21-15 msw” column with an ascent rate of 70 min/msw: Pressure should be held for 70 min when the chamber reaches 21 m, a pressure drop to 20 msw is then allowed. After 70 min at 20 m the pressure could be decreased to 19 msw a.s.o. When the pressure reaches 14 msw the pressure should be held for 120 min (row below).) Depth range (msw) 50-31 30-21 21-15 14-10 9-7 6-4 3-0 Ascent rate (min/msw) 40 60 70 120 150 180 240

If there is a problem maintain pressure seal or working dumps (toilet, gray water, BIBS) at shallow depths, the chamber may alternatively be held at 3 msw for the full extension of the remaining decompression time (i.e. the time scheduled for 3 msw to surface). REPLACEMENT OF BREATHING GAS No provision is given change in breathing gas in this procedure. If a faster decompression schedule is needed, attention is drawn to the NSRS 2, NSRS 3 or NSRS 4 procedure. NSRS TABLE 2 CHAMBER GAS To contain FO2= 21 % ± 1%, balance Nitrogen, pCO2<1 kPa (preferably <0,05 kPa), Chamber temperature comfortable (18-23 ºC), RH 50-70%. BREATHING GAS Compressed air (chamber gas) from 50 msw to 13 msw, and 100% Oxygen from 12 msw. INITIAL HOLD TIME No requirement for an initial hold time. DECOMPRESSION RATE Decompression optimally to be performed in linear bleed, alternatively pressure drop of 0.5 or 1.0 meter depending on operational experience/opinion/routine. No night stop. The table below present ascent rate depending on depth and should be interpreted as “hold time” per meter for the depth range given. (E.g. “21-15 msw” column with an ascent rate of 70 min/msw: Pressure should be held for 70 min when the chamber reaches 21 m, a pressure drop to 20 msw is then allowed. After 70 min at 20 m the pressure could II - 3- 39 ORIGINAL

ATP 57(B) be decreased to 19 msw a.s.o. When the pressure reaches 14 msw the pressure should be held for 120 min (row below).) Depth range (msw) Ascent rate (min/msw) Breathing gas 50-31 30-21 21-15 14-13 12 11-8 7 6-0 40 60 70 120 30 40 150 50 Air Air Air Air Oxygen Oxygen Air Oxygen

NB! Air breaks are not included in the ascent rates given above. It is suggested that the submariners are allowed an additional 10 min of airbreak for every 30 min of Oxygen breathing. If there is a problem maintain pressure seal or working dumps (toilet, gray water, BIBS) at shallow depths, the chamber may alternatively be held at 3 msw for the full extension of the remaining decompression time (i.e. the time scheduled for 3 msw to surface). REPLACEMENT OF BREATHING GAS If the submariner has to abandon oxygen BIBS breathing for a certain period, e.g. of practical reasons, symptoms of oxygen toxicity (acute or pulmonary) or other reasons, the breathing gas should be replaced with compressed air (chamber gas). In that case every 10 min of oxygen breathing should be replaced with 40 min of compressed air breathing.

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ATP 57(B)

NSRS TABLE 3
CHAMBER GAS To contain FO2= 21 % ± 1%, balance Nitrogen, pCO2<1 kPa (preferably <0,05 kPa), Chamber temperature comfortable (18-23 ºC), RH 50-70%. BREATHING GAS Compressed air (chamber gas) from 50 to 19 msw and 100% Oxygen from 18 msw. INITIAL HOLD TIME No requirement for an initial hold time. DECOMPRESSION RATE Decompression optimally to be performed in linear bleed, alternatively pressure drop of 0.5 or 1.0 meter depending on operational experience/opinion/routine. No night stop. The table below present ascent rate depending on depth and should be interpreted as “hold time” per meter for the depth range given. (E.g. “30-21 msw” column with an ascent rate of 60 min/msw: Pressure should be held for 60 min when the chamber reaches 30 m, a pressure drop to 29 msw is then allowed. After 60 min at 29 m the pressure could be decreased to 28 msw a.s.o. When the pressure reaches 20 msw the pressure should be held for 17 min (row below).) Depth range (msw) 50-31 30-21 20-19 18-15 14 13 12 11-8 7 6-0 Ascent rate (min/msw) 40 60 70 30 40 120 30 40 150 50 Breathing gas Air Air Air Oxygen Oxygen Air Oxygen Oxygen Air Oxygen

NB! Air breaks are not included in the ascent rates given above. It is suggested that the submariners are allowed an additional 10 min of airbreak for every 30 min of Oxygen breathing. If there is a problem maintain pressure seal or working dumps (toilet, gray water, BIBS) at shallow depths, the chamber may alternatively be held at 3 msw for the full extension of the remaining decompression time (i.e. the time scheduled for 3 msw to surface). REPLACEMENT OF BREATHING GAS If the submariner has to abandon oxygen BIBS breathing for a certain period, e.g. of practical reasons, symptoms of oxygen toxicity (acute or pulmonary) or other reasons, the breathing gas should be replaced with compressed air (chamber gas). In that case every 10 min of oxygen breathing should be replaced with 30 min of compressed air breathing at 18-16 msw, while 10 min of Oxygen breathing should be replaced with 40 min of compressed air breathing at 15-0 msw.

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ATP 57(B)

NSRS TABLE 4
CHAMBER GAS There are two options: Either compressed air (FO2= 21 % ± 1%, balance Nitrogen) or a proper Nitrox mix (FO2= 40 % ± 1%, balance Nitrogen). In the first case, Nitrox 40 must be available on BIBS, in the latter case compressed air should be available on BIBS. Chamber temperature comfortable (18-23 ºC), RH 50-70%. BREATHING GAS Nitrox 40 from 50 to 19 msw, Compressed air from 18 msw. INITIAL HOLD TIME No requirement for an initial hold time. DECOMPRESSION RATE Decompression optimally to be performed in linear bleed, alternatively pressure drop of 0.5 or 1.0 meter depending on operational experience/opinion/routine. No night stop. The table below present ascent rate depending on depth and should be interpreted as “hold time” per meter for the depth range given. (E.g. “30-21 msw” column with an ascent rate of 60 min/msw: Pressure should be held for 60 min when the chamber reaches 30 m, a pressure drop to 29 msw is then allowed. After 60 min at 29 m the pressure could be decreased to 28 msw a.s.o. When the pressure reaches 20 msw the pressure should be held for 17 min (row below).) Depth range (msw) 50-41 40-21 20-19 18-15 14-10 9-7 6-4 3-0 Ascent rate (min/msw) 20 30 40 70 120 150 180 240 Breathing gas Nitrox 40 Nitrox 40 Nitrox 40 Air Air Air Air Air

NB! Air breaks are not included in the ascent rates given above. It is suggested that the submariners are allowed an additional 10 min of airbreak for every 30 min of Nitrox breathing. If there is a problem maintaining pressure seal or working dumps (toilet, gray water, BIBS) at shallow depths, the chamber may alternatively be held at 3 msw for the full extension of the remaining decompression time (i.e. the time scheduled for 3 msw to surface). REPLACEMENT OF BREATHING GAS If the submariner has to abandon Nitrox BIBS breathing for a certain period, e.g. of practical reasons, symptoms of oxygen toxicity (acute or pulmonary) or other reasons, the breathing gas should be replaced with compressed air (chamber gas). In that case every 10 min of Nitrox breathing should be replaced with 20 min breathing of compressed air.

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ATP 57(B) Optionally, the breathing gas may be changed to Nitrox 50 from 30 to 19 msw. In that case, decompression rate may be increased to 30 min/msw from 30 to 19 msw. This will, however, increase the risk for symptoms of (pulmonary) oxygen toxicity. 0332 - Reference: ‘Procedures For Saturation Decompression Of Submariners Rescued From A DISSUB - A Review Of Published Procedures And Recommendation Of Interim NSRS Decompression Procedures (3rd Edition)’ by Surgeon Commander Senior Grade Jan Risberg, Head Of Submarine and Diving Medicine RNON

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