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JMS Hands On 2004
Table of contents:
Engineering and Design
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Re-powering the Pilot Vessel NEW YORK
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Steel Replacement Mapping for T/B ROCKLAND
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Re-powering Plan for Research Vessel
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Dry Dock Structural Analysis and Tow Plan
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ABS Type Approval for ISOPur Fluid Technologies
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Finite Element Analysis
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Crane Foundation FEA for D.C.V. GELBERMAN
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UMASS Boston-Sea Mac Tow Winch FEA
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FEA of Structural Member in Lieu of ABS Rules
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Other Engineering Projects
Vessel Operations Support and Marine Surveys
Marine Casualty Response
Diving Support
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DIT Curriculum Meets International Diving Certification
Standard
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New DIT Website Profiles Careers of Commercial Divers
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DIT Enrolment Up Despite Current Events
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Diving Operations at Bath Iron Works
Computer Generated Imagery
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Expert Witness and Litigation Support
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Litigation Support for Containership Casualty
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National Geographic Documentary: OCEANOS
Marine Science & Technology
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Ocean Technology Foundation
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April 2004 Expedition with the DELTA Submersible
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“In the Deep Ocean” Exhibit
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Take a 3-D Tour of the HMS CHALLENGER
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Lobster Restoration Program
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Oil Spill Investigation and Analysis
ENGINEERING AND DESIGN
Re-powering the Pilot Vessel NEW YORK
The Sandy Hook Pilots provide pilotage service for the ports
of NY, NJ, Hudson River, Hell's Gate and Long Island Sound.
The 182' NEW YORK is the largest vessel in the fleet and has
been in service since 1971. The Sandy Hook Pilots
Association intends to replace the main propulsion units and
the generators in May 2004. The $2 million project will
extend the vessel's service life considerably and provide
state-of-the-art engines with electronic controls and
increased efficiency compliant with modern emissions
requirements.
JMS will advise Sandy Hook Pilots Association regarding the
removal of engines, gear, and generator sets, provide
owner’s rep services and shipyard assistance, develop plans,
drawings, and calculations for ABS and/or USCG approval, and
perform weight and stability analyses and inclining test.
Steel Replacement Mapping for T/B ROCKLAND
The Reinauer Transportation Companies (RTC) tank barge
ROCKLAND underwent a scheduled ABS survey and gauging.
ROCKLAND is a 67,000-barrel, ABS classed tank barge. The
gauging survey identified a significant number of areas of
steel requiring replacement. These included side shell and
bottom stiffeners and a considerable portion of the main
deck. It was difficult to interpret the 200-plus page
gauging report and devise the most efficient plan for steel
replacement without a visual “map” of the corrosion.
RTC requested JMS analyze the gauging report and convert the
data into an easy to read, color-coded format. The visual
format would allow RTC and the shipyard to clearly see the
sections of vessel plating and associated stiffeners that
required cropping and renewal. This allowed for a quick
determination of the scope of work and efficient planning
and budgeting by the shipyard.
ABS requirements state that all steel that has been gauged
at or below 75% of the rule required thickness must be
renewed at the rule thickness. ABS defines substantial
corrosion as steel that is gauged between 75% and 81.25% of
the required rule thickness but replacement of steel in such
areas is not required. However, if not replaced, ABS
requires these areas to be gauged annually, which requires
the vessel to be removed from service.
JMS developed an excel spreadsheet that used Visual Basic
programming to read the gauging report. The JMS spreadsheet
arranged the width and height of the columns and rows to
visually represent the plating as well as the web and flange
of the associated stiffeners. The values from the gauging
report were placed into the corresponding locations and each
cell was color-coded based on the value of the gauging.
All areas that were gauged less than 75% of the required
thickness were colored red and areas of substantial
corrosion were colored blue. RTC was also interested in a
prediction of the hull condition at the next scheduled
survey in five years. JMS highlighted structural members
that gauged between 81.25% and 83.25% of required thickness
in green. This corresponds to a 2% corrosion rate over five
years. If gaugings within this range were located adjacent
to sections that are to be removed during the current steel
replacement, it would be cost efficient to also remove the
extra steel now rather than wait until the next scheduled
survey.
Dry Dock Ballast System for Pacific Shipyards International
JMS was selected to design the piping, pumping, and power
system to control ballasting and de-watering operations for
new dry dock extensions being built for Pacific Shipyards
International (PSI) in Hawaii. Heger Dry Dock of Holliston,
MA provided the structural design and contracted JMS to
provide the detailed systems design. PSI will have the
extensions built in China and towed to Honolulu where they
will mate them to their existing 53-meter floating dry dock.
Each extension will be 39 meters wide, 13 meters deep, and
20 meters long, significantly increasing lift capacity. The
JMS design objective was to produce a system with flooding
and pumping characteristics similar to the existing center
dock but operating independently of the old ballasting
system.
The existing dock pumping system dictated flooding and
pumping rates for the new system. Original drawings guided
the design of the extension system including the ability to
“power flood”, pumping water during ballasting operations to
augment the gravity flow. The extensions will have their own
machinery rooms in the wing walls for the electric control
valve actuators and power distribution equipment.
Ballasting/de-watering operations will be controlled from
the existing central control room.
JMS recommended the use of submersible pumps to eliminate
the need for long pump drive shafts that require bearings,
pump room deck stuffing box seals, and alignment
considerations. Specifications for pump and valve equipment
had to account for equipment suppliers in China where the
dock extensions are to be built. Actuators, control, and
monitoring functions are to be outfitted with U.S. equipment
after delivery to PSI in Honolulu.
JMS supplied general arrangement and one-line drawings for
piping, pumps and valves; conducted an electrical load
analysis; developed electrical system drawings showing power
and control for the system; and provided a detailed
specification list of all equipment to be used.
Re-powering Plan for Research Vessel
The CT Dept of Environmental Protection needed to improve
the performance of their Long Island Sound research vessel
R/V John Dempsey. The vessel does not meet its original
design specifications resulting in performance that is not
optimal. JMS was hired to assess the problems and provide a
plan to correct them. The operator wanted to increase speed
and fuel efficiency while reducing vibration, noise, and
emissions. They were also interested in increasing
maneuverability with the addition of a bow thruster.
JMS conducted a survey of the vessel and discussed
objectives with CT DEP representatives. The operator
supplied a set of plans and information related to past
efforts to correct these problems. JMS then assessed the
options for a vessel mid-life refit / overhaul that will
achieve the desired goals: 1) increase vessel speed by
increasing engine power, 2) improve fuel efficiency and
reduce emissions with installation of a newer, cleaner
running engine with electronic controls, 3) reduce
vibrations with improved (smoother) operating engine and/or
soft mounts, 4) improve vessel maneuverability with a bow
thruster and, 5) correct excessive aft trim.
A list of tasks was compiled to estimate a project budget.
Shipyards and equipment suppliers were contacted requesting
estimates for the anticipated refit work. JMS delivered a
report documenting all work and equipment necessary to 1)
replace the main engine, considering several engine options,
2) install a bow thruster including the addition of a bow
tunnel with a choice of thruster units, and 3) perform the
related engineering, documentation, and USCG approval.
Dry Dock Structural Analysis and Tow Plan
JMS is supporting Thames Shipyard & Repair in their
acquisition of a 300' X 129' floating dry dock. The
5-section dock is located in Galveston, TX and Thames
Shipyard intends to tow it to their facility in New London,
CT. Although quite capable of handling docking loads, the
dry dock was not designed or built for the loads it will
experience during the open ocean tow. JMS conducted a
structural analysis of the dry dock to determine its
suitability for towing and designed structural modifications
in order to increase the longitudinal strength of the dock.
In addition, JMS designed towing attachment points and is
providing recommendations for the tow plan. Modifications
are underway and the dry dock will be towed this spring.
ABS Type Approval for ISOPur Fluid Technologies
ISOPur Fluid Technologies [www.isopurfluid.com] of Rocky
Hill, CT contracted JMS to represent them seeking American
Bureau of Shipping (ABS) type approval for their fluid
purification system models 50, 101 and 600. As opposed to
traditional filtration or centrifugal systems, ISOPur
technology continuously purifies oil and fuel to a better
than new condition. ISOPur technology achieves higher levels
of purity and water reduction than centrifuges, is easier to
maintain, and does not have moving parts that frequently
break down. ISOPur can provide a dramatic return on
investment by improving plant uptime, reducing maintenance
costs, extending the life of expensive capital equipment,
and reducing fluid consumption and waste disposal.
ABS type approval demonstrates ISOPur's conformance to
specific standards and their ability to produce consistent
products in compliance with these standards. JMS assisted
ISOPur with both the design assessment and the
manufacturer’s assessment.
During the manufacturers assessment the ABS inspector
examined each ISOPur model and received a thorough
demonstration on its use and operation. In addition, ABS
audited the manufacturer's ISO 9000 quality system. ISOPur
passed the ABS audit with flying colors and received the
manufacturer's assessment certificate. JMS will be assisting
ISOPur in achieving European type approval during the coming
year.
Finite Element Analysis
The efficiency of performing structural analyses of complex
structures has been greatly improved with high-speed
computers and finite element analysis (FEA) software. JMS
has used FEA software for a variety of projects in order to
more accurately define loads and stress distributions in
complex structural configurations. Results are also
presented in a color format that allows for easy
visualization of the stress distribution in the structure.
Some of these projects are listed below.
Crane Foundation FEA for D.C.V. GELBERMAN
The U.S. Army Corps of Engineers Marine Design Center
desired the existing crane of the Drift Collector GELBERMAN
to be replaced with a new Effer 44000-3S knuckle boom crane.
The vessel is ABS Classed and Certificated USCG Subchapter
I. The Drift Collector GELBERMAN lifts and removes debris
from the waters of New York Harbor and Newark Bay. The new
knuckle boom crane will have comparable lifting capacity as
the existing crane but more boom outreach. The knuckle boom
crane will be outfitted with a grapple as well as winch and
hook. The existing debris collection system uses a hydraulic
NAUTILUS crane with a maximum boom outreach of only 26 feet
and rated capacity of 5,760 pounds. The crane lifts debris
and deposits it on the vessel's fantail and. The knuckle
boom configuration will allow direct retrieval of debris by
reaching to the water with the boom tip and grapple, as well
as retrieval with winch and hook.
JMS previously performed an inclining test and stability
analysis on the vessel to determine its over the side
lifting capacity. The Marine Design Center additionally
contracted JMS to determine the adequacy of the existing
crane foundation structure for the new Effer 44000-3S crane
and design any necessary structural reinforcement.
JMS had structural plans on file and created a preliminary
3D model using Rhino software that was imported into finite
element analysis software. Specific details of the model
were confirmed after a ship check at the USACE facilities at
Liberty Park, New Jersey. Loads derived from maximum down
force and dynamic moment specified on the manufacturer's
installation data sheet were applied to the FEA model in 10
degree boom orientation increments. The first analysis
showed several structural members would fail under these
loads and the structural scantlings would have to be
increased. JMS then designed structural reinforcements,
modified the FEA model, and reanalyzed the worst case
loading scenarios. It was determined that the crane
foundation deck insert needed to be replaced with 1-1/2 inch
thick plate and the aft bulkhead stiffeners needed to be
increased in size. The results and report were submitted to
ABS for verification and the USACE is now proceeding with
the procurement and installation of the new crane.
UMASS Boston-Sea Mac Tow Winch FEA
At the request of University of Massachusetts, Boston, JMS
conducted a site survey of their Sea Mac oceanographic tow
winch. The purpose of the survey was to assess the overall
condition and obtain measurements in order to perform a
structural analysis. The winch was designed and built by Sea
Mac Marine Products, Inc. but manufacturer plans and
documentation related to the structural capacity of the
winch were not available. The winch is to be mounted on the
deck of a research vessel and must comply with 46 CFR
189.35-9(c) which requires the winch to be able to withstand
at least 1.5 times the calculated stresses resulting from
application of a load equal to the nominal breaking strength
of the wire or rope used.
The entire winch was modeled in 3D, based on the survey
measurements, and then transferred to Algor for the FEA
analysis. A conservative approach was used for the analysis
by placing the load at one point on the surface of the drum
rather than distributing the force. Because the tow cable is
wrapped around the winch drum in layers, the maximum load
was increased to simulate the line pull acting on the top
layer of the wire. Nine different load cases were analyzed
to model the numerous positions and directions the tow cable
would pull. The results of the analysis confirmed that the
tow winch exceeded the structural requirements of 46 CFR
189.35-9(c).
FEA of Structural Member in Lieu of ABS Rules
The U.S. Army Corps of Engineers Marine Design Center
requested that JMS conduct a stability and structural review
of the 350 foot ocean hopper dredge ESSAYONS. The objective
was to allow the vessel to load beyond its ABS Load Line
when operating in protected waters. It was found that the
vessel meets or exceeds the stability requirements;
structurally however, one member fails to meet ABS
requirements at extreme loading conditions. In an effort to
minimize the structural modifications that may be required,
JMS created a 3D model of the inadequate structure and
performed a finite element analysis to gain a more detailed
understanding of the loads and stresses acting on this
member. The FEA results showed that despite failing ABS
rules, the structure has sufficient capacity for the worst
case loading scenario making structural modifications
unnecessary.
The Dredge ESSAYONS is the latest dredge to be built for the
U.S. Army Corps of Engineers. Delivered to the Portland
District in 1983, the ESSAYONS helps to maintain the
entrance bars and harbors on the coasts of California,
Oregon, Hawaii and Alaska. The dredge has a 6,000 cubic yard
dredged material capacity. Because of its size and dredging
depth, the ESSAYONS is automated for operation with an
unattended engine room and semiautomatic dragarm handling
system. Sophisticated instrumentation allows constant
production monitoring and enables the 23-man dredge crew to
maintain maximum dredging efficiency 24 hours a day.
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.
Blakeslee Arpaia Chapman, Inc.
Crane barge loading analysis and lifting plan
Bouchard Transportation Co., Inc.
Tank barge structural analysis
Caddell Drydock & Repair
Tank barge winch foundation design
Energy Company
Expert witness and testimony for diving accident
Jay Cashman, Inc.
Dredge ballasting and stability plan
Law firm
Expert witness and testimony for pier collapse
Law firm
Expert witness and computer generated imagery for
catastrophic ship structural failure
Law firm
Expert witness and analysis of fishing vessel stability
Maritrans
Marine casualty response drill development and salvage
engineering response
Tank barge stability analysis and CargoMax computer loading
programs for fleet
Mystic River Partners
Floating structure analysis and business plan
Polar Tankers
Salvage training seminar and drill support
Poling & Cutler Marine Transportation
Tank vessel structural and stability analysis
Boat davit structural design and analysis for tank ship
Tank barge structural analysis
REICON
Deck barge conversion and design analysis
Reinauer Transportation
Tank barge stability analysis
Tank barge structural analysis
Tank barge stability analysis
Tank barge stability analysis and CargoMax computer loading
program
Tank barge structural repair plan
Tug structural analysis and repair plan
Tank barge structural analysis
Statia Terminals Group
Salvage engineering computer modeling and response for fleet
of 5 tank ships
Tri-State Ship Repair
Tank barge structural analysis
TugZ
On hire surveys for 2 tugs
U.S. Army Corps of Engineers
Hopper dredge stability analysis
Crane foundation structural analysis and design for tug
U.S. Coast Guard Gulf Strike Team
Salvage training seminar
U.S. Dept of Labor – OSHA
Shipyard safety video
U.S. Geological Survey
Research vessel fleet condition assessment
Safety management plan for research vessel fleet
U.S. Navy
PSC 8 structural analysis and repair plan
Underwater Hyperbaric Medical Society
Diving History book
University of Massachusetts
Oceanographic winch structural analysis
VESSEL OPERATIONS SUPPORT AND MARINE SURVEYS
U.S. Geological Survey Research Vessel Fleet Condition
Assessment
The U.S. Geological Survey (USGS) selected JMS to perform a
comprehensive assessment of its research vessel fleet and
provide USGS with documented condition reports to be used to
evaluate the state of each vessel and its funding needs in
order to maintain the fleet's advanced state of readiness to
meet scientific research objectives of USGS. The USGS owns
and operates nine research vessels. The vessels conduct
biology, water quality, and fisheries research on the Great
Lakes, San Francisco Bay, and in Alaska
The assessments included all vessel machinery, hull and hull
penetrations, superstructure, decks, interior tanks & voids,
all other spaces aboard the vessel including any accessible
equipment and material within, all navigational equipment &
aids, and communications, lifesaving and fire fighting
equipment. The vessels were surveyed underway in an
operational environment observing performance of the
vessel's deck machinery, and navigational equipment, and
testing propulsion power machinery.
Each final report identified all deficiencies, complete with
cost estimates for repair or replacement, which will enable
the USGS to plan and budget work required to maintain the
satisfactory operation and appearance of the vessels. Vessel
modification projects were proposed to ensure the short-term
(up to five years) operational continuity of the research
vessel for its intended use and to plan for long-term (over
five years) major capital reinvestment for long-term
utilization.
Safety Management Study for U. S. Geological Survey Research
Vessel Fleet
In addition to performing a comprehensive condition
assessment of the USGS research vessel fleet, JMS is
assisting in the development of USGS policy to address the
management and utilization of the research vessel fleet.
Existing policies addressing safety issues and procedures
that ensure shipboard safety vary widely. USGS selected JMS
to assess their research vessel operations and develop
recommendations to better ensure safety at sea, prevent the
occurrence of human injury or loss of life, and avoid
environmental and property damage. In addition, JMS will
support USGS in developing a long-range fleet replacement
plan to ensure the orderly replacement of aging vessels to
meet evolving science requirements and incorporate
technological advances in oceanographic outfitting. The
vessels range in age from 5 to 77 years old. The oldest
vessel in the fleet is a 96-foot wooden yacht converted for
use as a research vessel. Vessel age has an unavoidable
impact on routine and emergent maintenance costs as well as
ship availability. Major upgrades to ship structure,
oceanographic outfitting, and machinery systems are
necessary to keep research vessels in operation for their
nominal 30 year service life and beyond. In addition, there
is a constant need for fleet improvement to maintain
state-of-the-art research capabilities and ensure the safety
of the crew and deployed scientists.
National Science Foundation Research Vessel
Inspections
JMS has been conducting scientific, seaworthiness and safety
inspections aboard University-National Oceanographic
Laboratory System (UNOLS) research vessels since 1997. With
a strong emphasis on continuous improvement, the inspection
program ensures that the ocean-going scientist can safely
and efficiently conduct research at sea. This past summer
JMS completed another round of inspections of the fleet.
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.
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.
MARINE CASUALTY RESPONSE
OPA 90 and Homeland Security
Adapted from Workboat Magazine, December 2003, by Rick
Fernandes
On Oct. 1, President Bush signed the first ever Homeland
Security appropriations bill - $37.6 billion. A great deal
of this money is earmarked to protecting our nation's
“critical infrastructures” such as energy and
transportation. One could make an easy case for the need to
support and protect critical energy infrastructures such as
our waterborne oil transportation system, as our president
implores for every other energy infrastructure within our
shores.
Experts say that sooner or later it's going to happen.
Marine casualties such as oil spills or tanker explosions
may be the result of operator error, equipment failure, or
terrorism could not only cause massive environmental
disasters but also block vital harbors and shipping
channels. Regardless of the cause, the response is the same
and the success of the response depends on careful planning
and prudent engineering.
The new improvements to OPA 90 focus around the need for a
credible salvage and firefighting response capability in the
U.S. The proposed rule requires that oil transportation
companies secure qualified, professional salvors that can
respond to marine casualties quickly - in hours, not days.
Whether it's a marine catastrophe caused by human error or
caused by a terrorist, OPA 90 is essential to Homeland
security.
But the Coast Guard has delayed issuing the final rule, and
it's now more than a year since they closed the public
comment period. They say they need more time to fairly
evaluate the large amount of comments they received. Most
comments submitted to the USCG on the changes to the salvage
requirements of OPA 90 objected to the tremendous financial
burden placed, once again, on the individual oil
transportation companies. The Coast Guard estimates the cost
to the industry will be $100 million the first year alone,
and $500 million through 2030.
These costs primarily would be the result of salvage
companies charging retainers to oil transportation companies
in order to respond within the required timeframes. Quicker
response times means major salvage companies need to have
more equipment (tugs, crews, etc.) essentially prepositioned
or at least closer to the companies they will respond to.
Much of the language in the Homeland Security appropriations
bill supports the argument to protect this vital energy
infrastructure: $4 billion to our nation's first responders
such as firefighters and police, $9 billion for Emergency
Preparedness and Response, $6 billion to the USCG for
security and patrol teams, sensors, equipment, and research
and development for detection. But where is the funding to
respond to the offshore maritime disaster?
Who would respond to a major tanker fire off our coasts
today? Many think the USCG, but that is not their mission.
There are a few commercial firefighting companies, but
that's not enough coverage to get everywhere quickly. If
protecting critical energy infrastructures is vital to
homeland security, then sooner is better than later to sign
off on this much needed regulation. The time is right. The
Homeland Security appropriations bill could fund this
federal mandate. It could pay to train our nation's local
firefighters for marine firefighting, pre-stage salvage
response vessels along the coasts, or at least provide
incentives for our commercial salvors to do it. It could be
done much the same way the Military Sealift Command has
commercial companies operating government-owned assets.
That's not a new concept. I believe the money to do it can
come in the form of grants earmarked in the new
appropriation, and the American Salvage Association is the
best organization to lead such an effort.
Salvage Seminar for U.S. Coast Guard Strike Team and ConocoPhillips Marine Emergency Response Team
JMS frequently offers salvage training courses to shipping
companies and government agencies. JMS offered two of these
salvage seminars in 2003. One seminar was presented to the
ConocoPhillips Marine Emergency Response Team. The second
was for the U.S. Coast Guard National Strike Force (NSF),
which included members of the Gulf Strike Team, the Pacific
Strike Team, and the Atlantic Strike Team.
Polar Tankers Inc. manages the marine transportation of
ConocoPhillips' Alaska North Slope production. Polar Tankers
is based in Long Beach, California, and operates five ships
in the Alaska trade. The seminar covered such topics as
salvage organization, surveys and planning, salvage
engineering, recovering buoyancy, and strandings. Each of
the topics included a discussion on techniques, standard
equipment employed, and case studies. In addition to the
seminar, JMS assisted with the development of the U.S. Coast
Guard oil spill exercise that was run the day after the
seminar. Based on the assumed damage, JMS predetermined the
amount of flooding that would occur, resulting drafts/trim,
ground reactions, damage stability, tide cycle effects, etc.
JMS presented a two-day seminar to the U.S. Coast Guard
National Strike Force (NSF). This detailed course covered
topics such as tugs and towing, heavy lift and rigging
systems, underwater surveys, salvage organization, surveys
and planning, salvage engineering, recovering buoyancy,
strandings and commercial diving operations. NSF's mission
is to provide highly trained Strike Teams and specialized
equipment to Coast Guard and other federal agencies to
facilitate preparedness and response to oil and hazardous
substance pollution incidents. The Strike Teams provide
rapid response support in incident management, hazard
assessment, oil spill dispersant, in-situ burning, and high
capacity lightering and offshore skimming capabilities. JMS
invited other company representatives to give presentations
in areas of expertise. These companies included
representatives from Titan Maritime, Maritime Pollution
Control, and Bisso Marine.
DIVING SUPPORT
DIT Curriculum Meets International Diving
Certification Standard
This past June, Diver's Institute of Technology (DIT) was
audited by the Canadian Standards Association (CSA) and
became the first and only U.S. commercial diver training
school whose curriculum meets an international diving
certification standard: Diving Standards for Unrestricted
Air Diving to 50 meters (165 feet), Unrestricted Mixed Gas
Diving, and Restricted SCUBA Diving (Z275.4-5). DIT
graduates are now qualified for employment anywhere in the
world.
JMS Chairman, Bruce Banks, has been working tirelessly to
achieve international certification for DIT since JMS
purchased the school in 1999. Banks realized that DIT
graduates needed to be trained to a well-defined and
measurable standard that meets unrestricted international
standards. DIT made major modifications to its curriculum
and has been training its students to the Canadian Standard
since 1999 well before Canada even began its process of
auditing and approving schools outside Canada. Banks
estimates DIT invested well over 4,000 man-hours in the
effort to not only rewrite its entire 30-week curriculum but
also convince the Canadian Standards Association that a U.S.
school should be considered for review.
The curriculum was revised to meet 2 primary diver
competency standards: Restricted SCUBA and Unrestricted
Surface-supplied (Air). Aside from the classroom academics
and very low student/instructor ratio requirements, the most
significant changes involved extending the existing
program's deep dive depths and in-water time. The new (Air)
diving program alone requires 50 hours total in-water time
with maximum depths of 165 feet. The mixed gas dives go to
265 feet.
The result, says Banks, “has been graduates with a more
technical and realistic skill set, much better than the
graduates from any of the other schools in the U.S. This has
been noticed by the industry that hires them. They realize
our graduates are safer, more astute and ultimately more
productive”.
DIT is also developing a specialized advanced training
curriculum for experienced U.S. commercial divers who wish
to receive international certification. This specialized
training will be available to past DIT graduates as well as
graduates from other U.S. and international commercial
diving schools.
New DIT Website Profiles Careers of Commercial Divers
DIT is launching a new web site, promising to be a huge
improvement over the last major redesign that took place in
1999. The school's Director, John Paul Johnston says, “The
main focus of the site is to relate to the prospective
student in a more personal way and make the web site
experience more like what they'll actually experience here
at the school and eventually as a career commercial diver.”
With student and graduate profiles, the site will attempt to
convey the very active, hands-on core curriculum at DIT. The
school strives to strengthen individual character and impart
the best professional credentials every student in order to
prepare them for the exciting and challenging career ahead.
“There's also this adventure aspect to the job…you can
travel the world and have a hell of a time doing it. The web
site, hopefully, will make that connection with more young
men and women looking for an exciting and rewarding career.”
The web site also includes a 5-minute video clip about the
DIT experience. [www.diversinstitute.com]
DIT Enrolment Up Despite Current Events
Enrollment continues to climb despite students being called
away to serve our country in Iraq. DIT is especially proud
of our students who have stepped up to defend freedom while
placing themselves in harm's way. It says something about
the quality and character of the students the school
attracts. We wish them well and a safe and speedy return.
Diving Operations at Bath Iron Works
Another successful year has passed with JMS providing
on-site supervision and project management supporting all
diving operations at Bath Iron Works. During our eleventh
year 2002/2003, underwater operations supported the
manufacture of three new Arleigh Burke destroyers and the
shipyard infrastructure to launch and maintain these modern
and highly sophisticated warships. The 15-acre land-level
transfer facility (LLTF) and the 750-foot long floating
dry-dock now employed in full production require annual
preventative maintenance inspections and occasional
underwater repair. Since the shipyard is situated on the
Kennebec River in Maine, extreme seasonal climatic
variations coupled with very large tidal fluctuations and
heavy silting require continued underwater maintenance
actions. This past year the majority of the dives undertaken
at BIW supported pier / piling, cathodic anode, and silt
removal operations. Numerous dives employing a water driven
2.5 inch peri-jet eductor connected to a 4 inch flexible
discharge hose were conducted to remove large amounts of
silt deposited in or around the three sets of underwater
grid works that the floating dry-dock lands on. The
remaining dives were in support of new ship construction.
Besides the numerous hull inspections on ships following
launch and sea trials, some minor ship's husbandry was
performed to install rodmeter / pittsword appendages to the
hulls following launches. Additionally, sonar domes with
their inherent design utilizing rubber windows require
frequent inspections and minor grooming repairs.
JMS's diving supervisor and the entire BIW dive team
received SuperLite 17 and KMB-18 factory technician training
conducted by Diving Systems International. JMS Master Diver,
David Baiss, also successfully obtained his national
registry as an emergency medical technician. JMS looks
forward to embarking on a 12th year of partnership with Bath
Iron Works and continued commitment to safety by supporting
24/7 diving operations.
COMPUTER GENERATED IMAGERY
Expert Witness and Litigation Support
JMS provides accident investigation, forensic engineering
analysis, expert advice and testimony and all related
litigation support including advanced visuals such as 3D
computer animation. By bringing together professional
engineers, naval architects and professional level technical
artists and animators under one roof, JMS has a unique
ability to help illustrate complex marine related
engineering concepts to technical and non-technical
audiences.
Litigation Support for Containership Casualty
A 937’ containership was transiting from France to Boston
with a full load of containers when it encountered a storm
with 30-foot seas and broke in half. Half of the vessel
sank, along with its cargo of French wine. A shipyard had
elongated the vessel 13 years earlier by installing a
mid-body insert. When the vessel split, it did so near one
of the seams joining the original hull with the insert. One
of the primary issues was whether the modifications had been
performed properly and according to the approved design. The
concept of the case was simple enough to understand, but the
details of the engineering behind the design modification
were difficult to visualize. JMS was selected to develop
computer animations that would explain the ship's general
arrangement, design and construction. The mid-body addition
was modeled in detail and the process of dividing the ship
and adding the insert was illustrated. Miraculously, the
stern portion of the vessel, including engine room, bridge,
accommodations and crew, survived the storm and was towed to
safety. Metallurgical samples taken from this valuable
source of evidence were used extensively in combination with
animated “morphing” sequences to show details of the
failure.
National Geographic Documentary: OCEANOS
JMS has been developing advanced visuals for documentary
broadcasters, major maritime law firms and government
organizations since 1995. Some of our clients include the
Discovery Channel, The Learning Channel and this latest
project for the National Geographic Channel.
In 1991, the South African cruise ship OCEANOS suffered a
sea chest failure with 600 passengers and crew aboard. A
relatively small problem with respect to the 492' vessel,
but it would prove to be the beginning of a progressive
flooding sequence that slowly overcame the ship and lead to
the vessel's eventual sinking.
The client requested “schematic-style” computer animation
sequences for their National Geographic Channel documentary
production, “OCEANOS: Cruise Ship Rescue”. JMS developed
animated sequences illustrating the ship's arrangement and
equipment layout, ventilation and sewage system
configuration, and the general concepts that contributed to
the ship's sinking. The client desired animations that would
have an “engineering” look to them in order to emphasize the
animation's technical accuracy beyond simple artistic
rendering.
MARINE SCIENCE & TECHNOLOGY
Ocean Technology Foundation
Several years ago JMS formed an alliance with the non-profit
(501-(c) 3) Ocean Technology Foundation (OTF)
[www.oceantechnology.org]. OTF's goal is to develop
deep-water technologies and state-of-the-art undersea
systems supporting ocean exploration & observatories, marine
research, and education. JMS provides marine engineering,
technical expertise, and staff support to the foundation.
The alliance gives JMS a visionary perspective in the marine
industry. With JMS support, OTF is developing national and
international programs that include:
April 2004 Expedition with the DELTA Submersible
As part of its Science, Education and Marine Archaeology
Program in Portugal (SEMAPP), OTF is planning a two-week
expedition in April to Nazaré and Portimão Canyons off the
coast of Portugal. The expedition will include research on
submarine canyon ecology and geology, and the investigation
of several potential submerged cultural sites. A major
objective of the expedition is to locate and identify
shipwrecks from the 14th through 18th centuries.
Professional development workshops for teachers will be held
to introduce SEMAPP concepts and curriculum on marine
archeology, underwater technologies, and issues such as
ghost fishing gear and sustainable fisheries.
“In the Deep Ocean” Exhibit
OTF was selected by Portugal's Centro Ciencia Viva do
Algarve to design an exhibit called “In the Deep Ocean”. OTF
is the first American nonprofit to work with this satellite
office of Ciencia Viva (Portugal's primary science and
technology outreach/education organization). The exhibit
will be opening in January 2004 and will include interactive
hands-on exhibits about marine archeology, current fisheries
and biodiversity issues, as well as a major component about
ocean technology featuring a large model of OTF's Ocean Base
concept (an undersea habitat). The model is 12 feet long by
13 feet tall. The exhibit incorporates a robotic arm and
hand-operated activities for an interactive learning
experience.
Take a 3-D Tour of the HMS CHALLENGER
JMS is supporting OTF with computer generated imagery by
creating 3-D animations of the HMS Challenger, which sailed
around the globe in the late 1800's on what is often
considered the first true oceanographic expedition. This
circumnavigation has been accorded enormous significance,
yielding a wealth of information about marine life that
forms much of the basis of modern marine biology. The
Challenger was originally a military vessel that was
modified and outfitted to support an extended oceanographic
expedition. Fifteen of her seventeen guns were removed to
make room for laboratory space, storage space, and the
samples that would be collected. Five scientists, one
artist, 23 officers and 243 sailors comprised the
Challenger's crew. The JMS animations will include an
exterior tour of the vessel, and an interior tour that takes
the viewer through lab spaces and living quarters. The
animations will be part of a larger education initiative on
the History of Ocean Exploration that includes an online
workshop, teacher resources and lesson plans.
Lobster Restoration Program
The Ocean Technology Foundation (OTF) directs and manages
the scientific and logistical aspects of a program to
restore American lobsters in the aftermath of the 1996 NORTH
CAPE oil spill to Rhode Island waters known as Lobster
Management Area 2. The Program entails v-notching about 1.25
million female lobsters for identification purposes and then
returning them to the environment. The goal is to both
replace lobsters lost after the North Cape oil spill and to
promote the long-term health of the lobster fishery.
The core feature of the Restoration Program is the notching
and releasing of female non-egger lobsters as they are
caught at sea. Trained OTF observers onboard approximately
50 lobster boats perform notching and data recording.
Participating lobstermen allow OTF observers to go to sea
aboard their boats to v-notch and return non-egger female
lobsters to the ocean. This method minimizes the handling of
the lobsters and, in the shortest possible time, returns the
lobsters to approximately the location where they were
caught. Once a lobster is v-notched, it is afforded
protection from harvest until the v-notch grows out. During
this period of protection the lobster has the opportunity to
reproduce and contribute to stock rebuilding.
The Ocean Technology Foundation has conducted the
Restoration Program in Area 2 since September 2001. The
number of lobsters notched through the OTF program is more
than 370,000. Additionally, a previous restocking program in
2000 notched and released approximately 300,000 lobsters in
western Area 2.
Oil Spill Investigation and Analysis
At the request of the Ocean Technology Foundation, JMS
conducted an analysis and investigation into an oil spill
that resulted from an alleged vessel grounding. JMS analyzed
oil outflow and trajectory data and used the results to
prioritize areas for investigation in order to determine the
cause and location of the grounding as well as the extent of
environmental damage.
A computer model of the vessel was developed to conduct a
damaged stability analysis and calculate hydrostatic oil
outflow scenarios. Oil flow trajectories were then plotted
based on the probable oil outflow quantity, reported
locations of observed oil on the shoreline, and known
currents. This trajectory map was used to prioritize target
locations and develop a dive plan to conduct further
investigation.
In addition to technical support, JMS provided logistical
support that included chartering a dive vessel and
overseeing the operation involving 6 dives to depths of 90
feet during the course of two weeks. Underwater video was
used to document each location and feed imagery back to the
vessel in real time where it was viewed and recorded.
Samples were taken at each location to collect both visible
oil and sedimentary samples that could be tested for
hydrocarbons. A total of 30 samples were collected and
analyzed or “fingerprinted” in a lab to determine if they
matched the vessel's cargo. Specific positions attained with
GPS were documented and correlated with the video imagery
and samples taken.
Copyright 2004, JMS Naval Architects and Salvage Engineers.
JMS Naval Architects and Salvage Engineers
1084 Shennecossett Road
Groton, Connecticut 06340
jmsnet.com
860.448.4850 voice
860.448.4857 fax
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