• USS NEW JERSEY Mooring Plan

• Inclining Experiments & Stability Analyses

• Crane Barge Lifting Capacity Analyses

• CargoMaxTM Update

• Other Engineering Projects

MARINE CASUALTY RESPONSE

• EHIME MARU Technical Salvage Report

• Marine Salvage & Firefighting Regulations

• JMS Provides Salvage Training for US Coast Guard

VESSEL OPERATIONS SUPPORT AND MARINE SURVEYS

• JMS Conducts Research Vessel Inspections For

•      The National Science Foundation

• Inspections for Office of Naval Research and

•      Skidaway Institute of Oceanography

DIVING SUPPORT

• Diving Operations at Bath Iron Works

• Enrollment and Placement Continue to Rise at DIT

COMPUTER GENERATED IMAGERY

• Accident Investigation & Expert Witness Projects

• Whaleship ESSEX Documentary

• OSHA Shipyard Safety Video Completed

• Ocean Ranger Documentary

Marine Science & Technology

• JMS Helps Launch the Rhode Island Lobster Restoration Project

• OTF Continues to Grow with JMS Support  

ENGINEERING AND DESIGN

USS NEW JERSEY Mooring Plan
The USS NEW JERSEY completed her final voyage home from Bremerton, Washington to the former Philadelphia Naval Ship Yard where she was built, arriving there on Veteran's Day 1999. After a year long, $7.3 Million restoration, she was moved to her new home in Camden, NJ directly across from Penn's Landing. She was officiall ft ed The Home Port Alliance and Hudson Engineers of Camden, NJ in the design and engineering of the permanent mooring system for the enormous WWII battleship. JMS was responsible for designing new primary shipboard connection points and backup structure. A mooring load analysis that accounted for “100-year storm” loads determined that massive 3” thick padeyes of 50 ksi yield-strength steel were required. JMS designed the padeyes, located them at points such that ship's structure along with the armor plate would act as backing structure capable of handling the impressive weather loads, and then developed detail drawings for their installation. In addition, JMS developed a rigging plan for the installation of the final mooring system.

Inclining Experiments & Stability Analyses
JMS has been busy conducting deadweight surveys, inclining experiments, and stability analyses for a wide variety of ship types. In the past year inclinings have been performed on several tugs, WWII vintage amphibious passenger vessels, tank barges, Subchapter T crew boats, and two tank ships.

The U.S. Army Corp of Engineers required stability calculations for three Drift Collecting Vessels; HAYWARD, GELBERMAN, and DRIFTMASTER. It was desired that all 3 vessels' stability letters be upgraded to allow towing and/or lifting operations in partially protected waters. Calculations were also needed to demonstrate the ability to accommodate an increase in the GELBERMAN's crane capacity. Additionally, it was desired that the HAYWARD and GELBERMAN admeasurements be reduced.

Inclining experiments were performed for all vessels and stability packages were submitted to the U.S. Coast Guard for issuance of new Stability Letters. The DRIFTMASTER required the installation of watertight deckhouse side doors to satisfy stability criteria. And based on new tonnage calculations, feasibility and recommendations for HAYWARD and GELBERMAN tonnage reduction were also presented.

JMS conducted a stability test for a modified DUKW amphibious vessel operated by Boston Duck Tours. Recent recommendations by the National Transportation Safety Board (NTSB) regarding DUKW safety (M-02-1) focus on passive measures to increase reserve buoyancy for these vessels. Boston Duck Tours is an exemplary and conscientious operator and when the need arose to refurbish the aft half of one of their vessels, Boston Duck took the opportunity to increase the normal operational freeboard by building in greater volume below the waterline. The Boston U.S. Coast Guard Marine Safety Office requested the test on NORTH END NORMA to make sure that the modifications did not reduce overall vessel stability.

Previous JMS involvement in DUKW stability includes an in-depth stability analysis and computer animated simulation for the NTSB investigation of the tragic 1999 DUKW sinking in Arkansas. A HECSALVTM computer model of this vessel type was created for that effort. For this new stability test, the previous model was revised using the dimensions of the modified stern. This proved to be a challenge because of the unusual underwater configuration of these vessels and the sensitivity to changes intrinsic of small vessels.

The computer model predicted a passing test result. The stability test was performed in March on the Charles River near MIT and witnessed by the U.S. Coast Guard. The full passenger load of about 4,500 lb was simulated using water-filled drums as weights. Indeed the vessel passed. MSO Boston subsequently issued a new stability letter.

Poling & Cutler Marine Transportation requested JMS perform an inclining experiment and prepare intact stability calculations for the tank vessel KRISTIN POLING for submittal to U.S. Coast Guard. This vessel had been operating in protected and harbor waters, then mothballed for some period, and was now to be returned to a route that included a stretch of “partially protected waters”. Considerable work was accomplished to structure and systems.

KRISTIN POLING also required a 30-year strength analysis. The vessel was inspected by JMS and a computer model was constructed using observed (measured) scantlings to calculate section modulus properties. ABS Rules were applied to determine the required thickness for longitudinal members and then reduced minimum longitudinal strength and thickness requirements were calculated. Audio gauge readings were taken and actual scantlings recorded. JMS also conducted a strength analysis of the vessel's bow because of concern for its overhanging the drydock. A detailed strength report was prepared for the customer that compared actual versus required scantlings.

Additionally, a stability analysis and strength report was prepared for the tank vessel J.B. CADDELL, similar to the KRISTIN POLING. This vessel had been in service but now, similarly, was to travel through partially protected waters for a portion of her normal route. Stability calculations were submitted and a new stability letter was issued. The strength report for this ship was conducted in a similar manner to the KRISTIN POLING.

JMS designed and engineered structural modifications for the Reinauer Transportation Company oil barge BFT-38. The vessel's cargo oil heating system boiler, boiler room, storage tank, and piping were to be removed to increase cargo-carrying capacity. JMS analyzed vessel structure and concluded that existing scantlings would satisfy ABS requirements. The modification plans were divided into three phases, simplifying the RTC in-house construction: 1) a rip out phase, 2) assembly phase and 3) installation phase.

With modifications complete, ABS required a deadweight survey with stability calculations for a new stability letter. ABS witnessed the survey conducted by JMS, approved the Intact Stability Calculations, and issued the new stability letter.

Crane Barge Lifting Capacity Analyses
Blakeslee Arpaia Chapman, Inc. as well as AGM Marine Contractors, Inc. requested JMS to determine lifting capacities of crawler cranes operating on deck barges. Both companies recognize the need for lifting charts that account for the motion of the barge. The new charts allow the operator to have a better understanding of the equipment limitations and provide a safer working environment.

When a barge mounted crane picks a load, the added weight causes a change of the trim and/or heel angle of the barge. As a result the boom angle decreases with respect to the horizontal plane causing the load to swing away from the crane. This increases the operating radius of the crane, which reduces the lifting capacity and increases the moment arm, which then causes the barge to trim and/or heel further. Using a computer model of the vessel, JMS developed a method to determine the equilibrium point of these two reactions and creating new lifting charts for specific barge-crane combinations.

CargoMaxTM Update
JMS continues to support Maritrans of Tampa, FL with CargoMax program development in connection with their fleet-wide double hull tank barge conversion project. To date, JMS has developed 6 CargoMax programs for Maritrans, the most recent of which is for the newly double-hulled M252. JMS provides 24/7 salvage engineering support for Maritrans' entire fleet of 15 tank barges and tankers by utilizing HECSALV computer models of their fleet. HECSALV is a salvage engineering program that works seamlessly with CargoMax programs to provide rapid analysis of strength & stability during a salvage emergency.

JMS provides a similar service to Reinauer Transportation of Staten Island, NY and their fleet of 30 tank barges. A CargoMax loading program was developed for their recently built ITB, RTC 145 earlier this year.

JMS recently completed programs for a fleet of seven vessels for Services Et Transports of France. This very diverse fleet of oil tankers, LNG carriers and cruise ships marks the first CargoMax loading programs to receive Bureau Veritas (BV) approvals. JMS has been developing CargoMax programs since 1994 and has developed over 200 CargoMax programs approved by ABS, DNV, NK, BV and Lloyds.

Other Engineering Projects
Naval architecture remains our core service and we have been involved in a variety of projects for an ever-increasing customer base this past year. In addition to those discussed in this newsletter, the following is a sampling of a few projects recently completed or currently underway.

AGM Marine
      Crane barge stability analysis & operator load charts
AMEC
      Crane barge load charts
BD Construction
      Crew boat plan submittal for subchapter T conversion
Casey’s Oil
      Tank barge 30 yr section modulus report & structural analysis
Maritrans
      CargoMax Loading Program Revisions - M244
      New Vessel CargoMax Loading Programs
National Crane
      Crane barge stability analysis
      Fork lift & lifting beam structural design/analysis
Penn Maritime
      Tank barge damage survey & structural repair plan
REICON
      Crane barge stability analysis
Reinauer Transportation
      Tank barge machinery foundation design
      Tug engine foundation modification design
      Tug propeller strut modification analysis & design
      Tank barge damage survey & structural repair plan
      Tank barge electrical system design drawings
Seaboard Marine
      Crane barge stability analysis
Seaboats
      Tank barge 30 yr section modulus report & structural analysis
Seaward Marine
      Dive safety manual revisions
SENESCO
      Hopper barge detail design drawings & plan submittal
Sterling Equipment
      Dredge barge system design drawings & plan submittal
Turbine Technology Services
      Power barge pre-purchase surveys
Xantic
      CargoMax Loading Program - KOTC fleet


MARINE CASUALTY RESPONSE

JMS maintains a full time staff of naval architects and engineers with unique qualifications related to salvage. One of the advantages of JMS engineers and naval architects is sea-going and vessel operations experience, which gives us a unique perspective to the needs of our customers beyond pure “engineering”. JMS authored the most comprehensive resource manual on marine salvage engineering, Marine Casualty Response: Salvage Engineering (MCR:SE), as well as other marine salvage technical manuals for the U.S. Navy Supervisor of Salvage.

EHIME MARU Technical Salvage Report
JMS compiled the Salvage Technical Report for the EHIME MARU salvage operation on behalf of the U.S. Navy Supervisor of Salvage (SUPSALV). This report describes the U.S. Navy's participation in the search, survey, salvage, and recovery efforts resulting from the collision between the USS Greeneville and the EHIME MARU. The intent was to provide SUPSALV with a technical and historical account of the unprecedented recovery and relocation of the EHIME MARU and its missing crewmembers.

For this endeavor, JMS collected, reviewed, archived, and organized documentation from SUPSALV and the many contractors involved in this complex mission (over 450 electronic documents including graphics). The report documented the techniques, procedures, and engineering used during salvage operations as well as provided important lessons learned.

While this report focuses on the technical aspects of the recovery and relocation efforts it is important to note that the priority, scope and cost of the salvage operations of the EHIME MARU were influenced by a number of external factors that were not technical in nature. These include U.S. and Japanese relations, extensive environmental assessment reporting regarding the relocation and eventual sinking of the EHIME MARU and, most importantly, responding to the wishes of the surviving family members to recover the bodies and personal effects of the victims.

In addition to the written report, PowerPoint presentations were developed for the Supervisor of Salvage, Captain Bert Marsh, highlighting key aspects of this many-faceted salvage operation. The presentations were made to the American Society of Naval Engineers (10 Jan, Portsmouth), at the National Maritime Salvage Conference (16-17 Jan, Seattle), at a Naval Engineering Workshop (08 Dec, Washington DC) and for Underwater Intervention (01 March, New Orleans).

Marine Salvage & Firefighting Regulations
The U.S. Coast Guard is expanding the salvage and firefighting response requirements of the existing OPA 90 rule. There is an increased emphasis on rapid response. Ship operators will need to prove within their Vessel Response Plans that their salvage contractors can handle a worst-case marine crisis scenario within new time limits. New requirements for salvage contractors include meeting more stringent qualifications and responding within shorter time frames. In addition, responders must be able to provide detailed damage assessments, salvage engineering analysis, and plans to submit to the U.S. Coast Guard within hours.

One key to quick casualty response is having access to a pre-built salvage engineering computer model of the stricken vessel. JMS provides a 24/7 emergency salvage engineering service called, ERnetTM (Emergency Response network) to a number of oil transportation companies throughout the U.S. JMS builds and maintains HECSALVTM computer models of its ErnetTM member's vessels. Doing so covers them under the new OPA 90 response time rules. In 15 years, JMS has prevented numerous incidents from becoming major salvage crises. Successful preventative salvage response depends on knowing the type of situation quickly so that the crisis can be stabilized. This is where a computer model (a requirement of OPA 90) of the vessel becomes indispensable. Many ErnetTM members also have CargoMaxTM loading instruments on-board that use the HECSALVTM models and provide cargo and liquid loading particulars. This gives an accurate last-known condition before the vessel got into trouble. The U.S. Coast Guard uses the same software, thus simplifying reaching consensus on a salvage plan. The quicker a salvage plan is approved, the quicker the lightering can begin, and the next opportune tide-cycle or weather window won't be missed.

Saving time saves money but quick action is only part of the successful response. It is critical to know a salvor's abilities and limitations. Salvage engineering requires knowledge of tugs, cranes, pumps, dewatering, towing, flooding, oil outflow, damage control, and techniques for preventing, stabilizing and repairing damage to vessels. The salvor is only as smart as his engineering analysis is reliable. Mobilizing heavy salvage equipment before it can be used is not cost effective (compare the cost of 4 hours of salvage engineering vs. 2 tugs standing by). Fast and knowledgeable response is what the new rule demands.
Marine Casualty Response Seminar Given at MARCAS 2002 Conference and Expo

This past March, JMS presented a one-day seminar entitled, Marine Casualty Response Practical Salvage Applications, in association with the MarCas 2002 Conference and Exposition, in Baltimore, MD. The seminar was team-taught by experienced salvage professionals and JMS's executive management. The course content included: 1) Surveys and Planning, 2) Salvage Engineering, 3) Salvage Systems, and 4) Stranded & Sunken Ships. The seminar was attended by representatives from the American Bureau of Shipping (ABS), the U.S. Coast Guard, Polar Tankers, Parker Diving Service, Fred Devine Diving & Salvage, and McAllister Towing of Baltimore. The seminar provided a broad overview of practical salvage applications and broadened industry awareness of the issues facing salvors and ship operators during marine casualties.

JMS Provides Salvage Training for US Coast Guard
The U.S. Coast Guard Salvage Engineering Response Team (SERT) selected JMS to conduct a two-day salvage seminar for their members. Seminar topics include strandings, recovering buoyancy, raising sunken vessels, towing, structural damage, and diving operations. Each of these topics includes discussion of techniques and equipment employed with actual case studies complementing the information presented. The reference text for this seminar, Marine Casualty Response: Salvage Engineering, was written by JMS. Each student also receives relevant handouts for the various subjects, a U.S. Navy Salvor's Handbook, and a CD of the six volume US Navy Salvage Manual Series that was also written by JMS for the U.S. Navy Supervisor of Salvage.

To augment the course, JMS has formed an expert panel comprised of representatives from JMS, Titan Maritime and Weeks Marine.

The Coast Guard SERT supports Coast Guard Captains of the Port (COTPs) during marine casualties. SERT members conduct technical analysis of a vessel's damage stability, residual structural integrity and oil outflow. The JMS training provides their technical personnel with a better appreciation of “hands on” salvage.


VESSEL OPERATIONS SUPPORT AND MARINE SURVEYS

JMS Conducts Research Vessel Inspections For The National Science Foundation
In July 2001 the National Science Foundation (NSF) competitively awarded JMS a contract to conduct scientific, seaworthiness and safety inspections aboard University-National Oceanographic Laboratory System (UNOLS) research vessels.

UNOLS is a consortium of 57 academic institutions with significant marine science research programs that either operate or use the U.S. academic research fleet. The 27 research vessels in the UNOLS fleet stand as the largest and most capable fleet of oceanographic research vessels in the world. The vessels range in size from 70 to 280 feet. The UNOLS fleet provides the platforms on which the bulk of American oceanographic research is performed. With a strong emphasis on continuous improvement, the inspection program ensures that the ocean-going scientist can safely and efficiently conduct research at sea.

The UNOLS fleet operates by safety standards that are in excess of the regulations set by the U.S. Coast Guard. The inspection program ensures these standards are adhered to resulting in improved operating efficiency and reliability of the vessels. JMS provides a team of 3 inspectors to survey the scientific equipment, hull, mechanical & electrical systems, safety equipment, training, operational procedures, and shared-use equipment. The sea-going scientist is the end user aboard UNOLS vessels and the inspections must ensure that the ship can serve the science mission effectively and safely.

JMS personnel have unique qualifications related to research vessels. Our inspectors are degreed naval architects, maintain merchant marine licenses as appropriate, and have extensive experience surveying the UNOLS fleet and other research vessels, uniquely qualifying them to perform scientific, seaworthiness, and safety inspections for NSF. In addition JMS inspectors include experienced ROV operators as well as military/commercial divers. JMS is very familiar with the operational requirements of diving including remotely operated vehicles, occupied submersibles and manned diving. All of our naval architects have considerable experience with USCG regulations, ABS rules, commercial vessel construction standards, and Research Vessel Safety Standards [RVSS].

During the first 8 months of the schedule, JMS has conducted 10 inspections onboard vessels operated by the University of Delaware, Duke University/UNC, Texas A&M University, Oregon State University, Louisiana Universities Marine Consortium, University of Washington, University of Alaska, Bermuda Biological Station for Research, and Scripps Institution of Oceanography.

Inspections for Office of Naval Research and Skidaway Institute of Oceanography
In addition to inspections conducted on behalf of the National Science Foundation, JMS was selected to conduct research vessel inspections for the Office of Naval Research (ONR) and Skidaway Institute of Oceanography.

The R/V KILO MOANA is a 189-foot SWATH (Small Waterplane Area Twin Hull) owned by ONR and operated by the University of Hawaii. It was recently launched and will be used to conduct general purpose oceanographic research in coastal and deep ocean areas. It is designed for full operability in Sea State 6 and can accommodate 31 scientists.

The 92-foot R/V SAVANNAH is operated by the Skidaway Institute of Oceanography and is a member of the University National Oceanographic Laboratory System fleet. It was built and launched last year in Maine and is used for biological, chemical, physical, and geological oceanographic studies in estuarine and continental shelf waters throughout the southeastern U.S. Atlantic and Gulf Coasts.


DIVING SUPPORT

Diving Operations at Bath Iron Works
It has been 10 years now since Bath Iron Works (BIW) contracted JMS to provide on-site dive supervision and project management supporting all BIW diving operations. The completion of the new $240 million 15 acre land-level transfer facility and new 750 foot long floating dry-dock have placed new demands on the dive team. Upon arrival of the floating dry-dock from China - towed through two typhoons - it was critical to inspect, document and repair any damage to the massive dock's hull. The dock is designed to be ballasted on and off one of three separate grid systems and can move laterally to the center of the Kennebec River to launch or dry-dock ships. The BIW dive team has been instrumental inspecting and verifying many of the dry-dock's subsystems and repairing others underwater. Notable this past year was the inspection, water blasting, and repair of all 22 sea chests on the hull. This required replacing all brass leaded bolts with stainless steel since many of the original bolts were missing or broken off in the sea chest grating covers. The impressed cathodic protection system was inspected and hull plating videotaped to provide an up-to-date assessment as well as benchmark for future reference. Some of the lateral movement chains were also inspected as were the grid works under the dry-dock. To cope with increased tidal current caused by the new facility, and provide quick, mobile deployment, the dive team acquired new scuba gear including AGA IIG full face masks fitted with OTS through-the-water communication which has now been employed on 3 successful dockings.

In addition to the many routine underwater hull inspections this past year, the dive team tackled the large project of underwater removal of over 600 square feet of corrugated steel. The steel was part of a cofferdam/mud retaining wall that extended up from the river bottom at about 35 feet to about 12 feet below the surface. This wall had been left from 20 years earlier as part of an old launchway and had recently been struck by a newly constructed vessel's variable pitch propellers. The corrugated steel was removed using underwater exothermic cutting and provided an excellent opportunity for the BIW dive team to gain additional diving skills. Many of the BIW dive team tasks come up unexpectedly or because new increased current and tidal changes of the Kennebec River require conducting operations at all hours. JMS enjoys an accident-free decade of providing round-the-clock availability in support of the Bath Iron Works dive team.

Enrollment and Placement Continue to Rise at DIT
2001 was another successful year at Divers Institute of Technology (DIT) with enrollment and job placement up significantly since JMS acquired the school in 1999. DIT, located in Seattle, WA, is a subsidiary of JMS and provides a fully accredited program of commercial dive training. Of the 138 students enrolled at DIT in 2000, 118 completed their training and graduated. 2001 showed a marked increase with 213 students entering and 186 graduating. Placement is high as well with 94% of year 2000 DIT graduates gainfully employed and working all over the world and in nearly every aspect of the commercial diving industry. This year also shows a continued and steady increase in enrollment.

Continuous improvement to the facility and expansion of the curriculum is an on-going process at the school. Salvage training is an integral part of the curriculum. An upgraded rigging loft is in the works to allow for expanded testing and maintenance of the salvage equipment and lifting balloons. DIT is also expanding the existing welding program and upgrading its equipment and facilities.

DIT's commercial diving program is 30 weeks long with seven classes going at a time. An average of 150 students are training and diving on-site at the waterfront school at one time. Students receive deep diving training to 165 feet off our diving vessel RESPONSE. The RESPONSE is fully equipped with air, mixed gas and oxygen (students are taught surface decompression chamber operations, using oxygen). DIT is the only U.S. diving school offering real-to-life, at-sea operations. This capability combined with our shoreside technical training in welding, NDT, HazMat, hydraulic tools, photography/videography, salvage, and commercial SCUBA modules makes DIT the leader in commercial diving training.

COMPUTER GENERATED IMAGERY

Accident Investigation & Expert Witness Projects
JMS' involvement in accident investigation and expert witness work continues to increase. JMS has performed accident investigation and damage analyses for cases involving submarine collisions, amphibious passenger vessel sinkings, and hopper barge structural damage. Expert reports, depositions, and litigation support were provided in cases that involved a vessel grounding and in a case involving an explosion resulting from vessel design defects.

Because of our unique salvage engineering background, formal naval architecture education, and professional graphic art capabilities, JMS offers a combination of talents not commonly found in one place for consultants to marine litigation proceedings. In addition to our engineering and shipboard operations expertise, our visualization services play an important role creating convincing and technically accurate expert witness testimonies that educate non-engineers or non-seagoing people about basic naval architecture principles and ship operations.

In many cases JMS has created 3-dimensional computer models of the subject vessel to dramatize the engineering analysis. The level of model detail is technically and conceptually accurate but superfluous equipment or distracting features are either eliminated or generalized. This allows easier comprehension of the subject matter and enables a clear understanding of what is being discussed. The animations are formatted for DVD and used in “fly-through” or “de-construction” presentations. These help illustrate the arrangements of important features and components and how they relate to each other.

Whaleship ESSEX Documentary
CineNova, a documentary production company located in Toronto, requested an engineering analysis and supporting computer animation for their Discovery Channel production investigating the Whaleship ESSEX incident. The story of the ESSEX involves the sinking of the whaleship in 1820 by a seemingly enraged giant sperm whale. A famous detailed narrative of the alleged incident was written by the ship's first-mate Owen Chase. The incident was also the inspiration for Herman Melville's Moby Dick. CineNova asked JMS to examine from a technical viewpoint, the feasibility of a whale of the size reported by Chase, swimming at the reported velocity to sink a vessel of the ESSEX's design. Chase estimated the whale to be 85 feet long and weigh 80 tons. The ESSEX itself was only 87 feet long.

JMS concluded that the ESSEX most likely would have resisted and survived the impact from the whale if at the time, the vessel were newly constructed or at least of relatively young age. The hull of the 238-ton ESSEX had been heavily worked in her 20 plus years at sea. Therefore its bottom structure could very likely have failed when rammed by the whale. The method of construction of the ESSEX typical of wooden vessels of her type was planks attached by pegs (trunnels or “tree nails”) to internal frames made up of wooden pieces also pegged together. The structural failure probably resulted because pieces of the built-up frame construction had worked loose over time and sheared apart under the whale's impact. JMS developed animations consisting of a series of wireframe visuals depicting the vessel and whale, their relative sizes and trajectories, and realistic, animated, exploded diagrams showing the inner details of how the vessel was constructed. The documentary, Moby Dick: The True Story, aired internationally this past January on the Discovery Channel.

OSHA Shipyard Safety Video Completed
JMS recently completed production of a shipyard safety video for the Occupational Safety and Health Administration (OSHA). Similar to the videos produced by JMS for the Association of Diving Contractors (ADC), this 16-minute video relies exclusively on the use of computer animation. Eight actual shipyard accidents, investigated by OSHA, are reconstructed and examined to clearly illustrate what went wrong and how the accidents may have been avoided. The accidents all resulted in fatalities from crane hazards, confined space hazards, fall hazards and improper use of equipment.

OSHA realized that producing the video using only computer animation has many advantages. Concerns for the safety of the actors and film crew are eliminated as dangerous events are now reenacted in a virtual world. The cost of producing an animated video is much less without the need of multiple actors, film crews, and expensive shipyard equipment. OSHA also wanted to depict a wide range of shipyard types and sizes so the cost and logistics of filming on eight different locations or constructing studio sets would have been too expensive for their budget. Computer animation also allows the viewer to see from perspectives that might otherwise be too difficult or even impossible to shoot with a traditional camera.

500 copies of the video will be distributed to U.S. shipyards. For a copy of the video, contact OSHA at 202-693-1999. A second video is currently in the script development stage and will be released next summer.

Ocean Ranger Documentary
JMS completed work this past November on a computer animation project for CineNova Productions. The Ocean Ranger oilrig was lost with all 84 hands on February 15, 1982 to a violent Nor'easter in the Hibernia oil field off Newfoundland. JMS provided the documentary writers with technical advice and content review of the script as well as computer animation production. The engineering-style animations consisted of a series of sequences that visually described the oilrig's design, construction, ballast system configuration and other concepts contributing to the rig's sinking. The final production first aired internationally this past May on The National Geographic Channel.


MARINE SCIENCE & TECHNOLOGY

JMS Helps Launch the Rhode Island Lobster Restoration Project
JMS assisted the Ocean Technology Foundation (OTF) with initiating and implementing a project intended to restore American lobsters in Rhode Island waters in the aftermath of the 1996 NORTH CAPE oil spill, which devastated the lobster population and its fisheries. The role of JMS was to: 1) help assemble personnel to organize and run a pilot program, 2) offer expert counsel in conducting a pilot study, and 3) provide some assistance with lobster notching and tagging studies. Within 45 days, a team of 3 managers/coordinators, 7 scientific observers, and several commercial lobstermen were assembled and led by Jamestown Marine Offshore to conduct the pilot program whereby observers working aboard commercial lobster boats V-notched legal sized, healthy, female lobsters. V-notched lobsters are not harvested, allowing females to reproduce and replace the population. Observers received basic water and boating safety training as well as fundamental lobster biology in order to recognize and notch healthy female lobsters responsibly.

OTF's customer was very pleased with the results of the pilot program, which notched a total of 36,442 lobsters. A green light was then given to expand the project for up to five years to be reviewed annually, to V-notch a target number of 1.3 million healthy female lobsters over that period.

OTF Continues to Grow with JMS Support
Several years ago JMS formed an alliance with the non-profit (501-(c) 3) Ocean Technology Foundation (OTF) whose mission “is to foster excellence in ocean exploration, marine research and education, and to promote commercial development with an emphasis on underwater activities”. JMS provides marine engineering, technical expertise, and staff support to the foundation. OTF together with JMS and other organizations continue to develop national and international programs that include:

• Restoration of the American Lobster population in Rhode Island, in cooperation with Rhode Island's Department of Environmental Management, NOAA's National Marine Fisheries Service, the U. S. Fish & Wildlife Service, commercial lobstermen, and insurance companies a program resulting from the 1996 NORTH CAPE oil spill along the Rhode Island coast.
  
   

• A long term and comprehensive “Science, Education, and Marine Archeology Program in Portugal” (SEMAPP) in partnership with academic, business, government, and non-profit institutions.
   

• Working with the Buccoo Reef Trust to develop science infrastructure for the Tobago Marine Research Center as part of an internationally recognized research, education and ecotourism center on Tobago in the southern Caribbean. Focus will be on conservation of the Caribbean's marine environment and the development of sustainable aquaculture practices for tropical islands.

OTF's goal is to develop deep-water technologies and state-of-the-art undersea systems to support ocean exploration & observatories, marine research, education, commerce, and government activities. The alliance gives JMS a visionary perspective in the marine industry.



Copyright 2002, JMS Naval Architects and Salvage Engineers.

JMS Naval Architects and Salvage Engineers
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Groton, Connecticut 06340
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