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JMS Hands On 2005
Table of contents:
Engineering and Design
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Post-Shakedown Availability Support For NOAA FSV BIGELOW
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TVA Deck Barge Design
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RE-Powering Pilot Boat NEW YORK
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R/V LAKE GUARDIAN Modifications
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Blount Boats Support
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“Duck” Boats
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Woods Hole Oceanographic Institute - ROV Frame Structural
Analysis
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Traction Winch Structural Analysis
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High Speed Ferry Vital Systems Automation
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Other Engineering Projects
Vessel Operations Support and Marine Surveys
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Research Vessel Surveys
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OSCAR DYSON Sea Trials
Marine Casualty Response
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Shipbreaking
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Shipboard Fire Aboard the USNS SHUGHART
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Salvage Engineering Response to Tank Barge Grounding
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JMS Prepared for MTA 2004
Diving Support
Computer Generated Imagery
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OSHA Shipyard Safety Videos
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Hartford Hospital Hyperbaric Medicine
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On-line Exhibit for HMS CHALLENGER
Marine Science & Technology
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Lobster Restoration Program Experiments
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Expedition with the DELTA Submersible in Portugal
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Searching for the BONHOMME RICHARD
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Clean Harbors Facility Response Plans
Other News
ENGINEERING AND DESIGN
Post-Shakedown Availability Support For NOAA FSV BIGELOW
HENRY B. BIGELOW (FSV-2) is the second of NOAA's new class
of Fisheries Survey Vessels. She is a state-of-the-art
research ship with multiple science mission capabilities.
The National Oceanographic and Atmospheric Administration (NOAA)
competitively awarded a Post-Shakedown Availability (PSA)
contract to JMS valued at $3.6 million. JMS will provide
engineering, shipyard management, and vessel repair services
for the 209' fisheries survey vessel. JMS personnel were on
hand for the vessel's launching in July. The vessel will be
home ported in the northeast. The state of the art vessel is
specifically designed to meet stringent standards for low
underwater radiated noise signatures and will conduct
fisheries stock assessments as well as hydrographic and
oceanographic research on the US East Coast.
TVA Deck Barge Design
JMS was competitively selected to design a new work barge
for the Tennessee Valley Authority (TVA) to replace their
existing barge. JMS has been contracted to provide
structural and system designs to ABS rules, including
contract drawings and equipment specifications.
The primary purpose of the barge is buoy tending on the
Tennessee River system. The barge will be 100' x 30' x 7'
and will incorporate special features specific to TVA's
operating requirements. These include an extended forward
rake measuring 25 feet, which allows the barge to navigate
closer to buoys in shallow waters. A section of the main
deck is approximately one foot above the waterline,
providing a working platform close to the water surface for
buoy handling.
Below deck, the barge will have a large storage area,
generator room, two 5000 gallon fuel tanks, two 2500 gallon
fresh water tanks and ballast tanks. The barge will be
capable of providing required electrical power through its
95kW generator. The barge can also connect to the pushboat
to receive or provide power. Transfer pumps will be
installed to move fuel and fresh water to the pushboat if
necessary.
RE-Powering Pilot Boat NEW YORK
The Sandy Hook Pilots provide pilotage service for the ports
of New York, New Jersey, Hudson River, Hell's Gate, and Long
Island Sound. The pilot vessel NEW YORK is the largest in
the pilot's fleet and has been in service since 1971. After
30+ years of service, the vessel needed to be re-powered. A
$1.7 million re-powering project was initiated and completed
during 2004.
The re-powering included replacement of the entire
propulsion system from the main engine to the propellers.
The new equipment includes two Caterpillar 3512B marine
engines, coupled with Lufkin RS1800S-1250 reduction gears.
New 4-bladed Rolls-Royce propellers were selected to help
reduce vibration. RexRoth electronic controls were installed
to replace the original pneumatic control system. The new
propulsion system increases efficiency, reliability, and
complies with modern emissions requirements.
JMS was contracted to provide Sandy Hook Pilots Association
with engineering support throughout the project. Prior to
entering dry dock at GMD Shipyard in Brooklyn, NY, JMS
helped with writing the shipyard bid package, preparing
drawings for shipyard installations, and submitting
calculations and plans to ABS for review and approval.
Drawings included shaft arrangements, equipment foundations,
control console layouts, channel cooler arrangements, and
piping arrangements. JMS also aided in identification and
selection of various pieces of equipment.
JMS designed the keel cooling system for the main engines,
reduction gears, and generator sets. The system consists of
a series of “C” channels welded directly to the hull of the
vessel. This simple closed system consists of individual
circuits for each generator and main engine/gear set.
During the shipyard period, JMS employees were on hand for
the major events, as well as for ABS and USCG inspections.
These events included cutting a large opening in the side
shell to provide access to the engine room, keel cooler
installation, shaft and propeller installation, and shaft
alignment. JMS also provided on site owners rep services in
discussions with shipyard employees regarding work items,
and in discussions with various equipment vendors.
JMS developed final plans, drawings and engineering
calculations to submit to ABS and USCG for review and
approval as well as shipyard plans and installation
drawings. Once the installations were completed and the
vessel floated, JMS conducted an inclining test and prepared
a stability report to be submitted to ABS for review on
behalf of USCG.
The vessel is currently in operation and the owners are
pleased with the results. The investment in re-powering the
vessel has greatly extending the service life and the
performance of the vessel.
R/V LAKE GUARDIAN Modifications
The R/V LAKE GUARDIAN is owned by the U.S. Environmental
Protection Agency (EPA) and operated by Cetacean Marine. At
180 ft long and displacing over 900 tons, the Lake Guardian
is EPA's newest and largest monitoring vessel on the Great
Lakes. Built in 1981, the LAKE GUARDIAN formerly was an
offshore oil field supply vessel. EPA acquired the vessel in
1988 and converted it for fresh water research purposes. The
ship supports three interior laboratories - a 208 sq-ft
chemistry lab, a 300 sq-ft biology lab and a 128 sq-ft
multipurpose lab. In addition, the Lake Guardian is fitted
with four 20-ft modular labs. The modular labs are secured
onto the deck of the ship and are customized to accommodate
the needs of various research activities.
The EPA desires to convert the modular labs and multipurpose
lab into a single 1,200 sq-ft wet lab. Modular labs will
still be able to be located on the deck above the new wet
lab as needed. JMS was hired to develop a detailed scope of
work for the project and identify all design and engineering
elements necessary for the modification. Subsequently, a
shipyard work package will be developed with detailed
modification drawings and specifications enabling EPA to
select a qualified shipyard and perform the modifications.
Blount Boats Support
JMS provides naval architecture and marine engineering
support to Blount Boats, Inc., a 55 year fixture of New
England shipbuilding. JMS provides PE level review of all
systems and structural drawings for USCG submittal and
approval. Blount Boats builds fast commuter boats, dinner
excursion boats, passenger/vehicle ferries, small cruise
vessels, tugs, bunkering tankers, oil supply boats,
commercial fishing boats, and glass-bottom boats. JMS
recently provided support for a 155' Subchapter K
passenger/vehicle ferry for Puerto Rico Port Authority and
an 84' Subchapter T dinner boat.
Blount Hull 315 is a 155 foot passenger and vehicle ferry
built for the Puerto Rican Port Authority. JMS conducted the
inclining experiment, performed intact and damage stability
calculations, and advised Blount on structural modifications
and design issues required for the vessel's exposed waters
operations. The vessel is subject to 46 CFR Subchapter K and
carries 209 passengers as well as 40 foot trailers. The
vessel is currently in service in the Puerto Rican ports of
Fajardo, Vieques, and Culebra.
In addition, JMS conducted a complete design and plan review
for Blount Hull 316, an 84 foot dinner vessel designed for
150 passengers. This vessel complies with 46 CFR Subchapter
T and will operate in the protected waters of Narragansett
Bay. Following in the long tradition of successful Blount
dinner vessel designs, this vessel employs weight saving
high-strength steel and also aluminum for the
superstructure. JMS reviewed all structural, piping and
electrical drawings to ABS Under 90 Meter Rules and USCG
requirements and submitted these for USCG approval. JMS
prepared the required curves of form, performed an inclining
experiment and prepared the stability plans for the USCG.
“Duck” Boats
JMS provides engineering support to several DUKW operators
around the world including San Francisco, Boston, Iowa, and
Dublin, Ireland.
The DUKW is a six-wheel-drive amphibious truck built by
General Motors during World War II for transporting goods
and troops over land and water and for use approaching and
crossing beaches in amphibious attacks. These amphibious
vehicles played an important role in both the European and
Pacific theaters of the war. Over 21,000 DUKW's were built
and many still survive and are being restored by tour
operators in the U.S. and elsewhere. However, significant
modifications have to be made in order to bring these WWII
military vehicles in compliance with modern passenger vessel
safety standards. JMS has unique expertise and experience
providing engineering and regulatory support to operators to
ensure the highest degree of safety is achieved.
This specialty started with the in-depth damage stability
and engineering analysis performed by JMS for the National
Transportation Safety Board (NTSB) after the tragic sinking
of the MISS MAJESTIC in 1999. The NTSB presented JMS’ work
at a public forum which subsequently resulted in safety
recommendations and the US Coast Guard NVIC 1-01
specifically addressing DUKW vessel inspection requirements.
Boston Duck Tours continues to upgrade their 23 Duck fleet,
consulting with JMS first as improvements are considered and
then to assess stability after being accomplished. Another
two of their “better than new” refurbished Ducks recently
passed stability tests with JMS guidance.
Bay Quackers is a Duck Tour company starting operations in
San Francisco. Bay Quackers contracted JMS to assist in the
process of obtaining a USCG Certificate of Inspection for
their Ducks EL PATO and PEKING. In addition to physical
inspection of the vessels, a full set of plans was
stipulated by the Coast Guard Marine Safety Office in San
Francisco as well as a stability test and operations drills.
Given the vessels' operation in San Francisco Bay, as
opposed to the protected waters that most Ducks operate in,
additional measures of safety had to be incorporated. EL
PATO is the first Duck prepared for service in San
Francisco.
Woods Hole Oceanographic Institute - ROV Frame Structural
Analysis
JASON II is a remotely operated vehicle (ROV) system
designed for scientific investigation of the deep ocean and
seafloor. JASON II provides precision multi-sensory imaging
and is designed to operate to a maximum depth of 6,500
meters (21,385 feet). The vehicle can be operated from a
variety of vessels.
JMS conducted a structural analysis of the ROV frame used to
support the JASON II vehicle. During operation, cracks
developed in the weld at the base of the vertical support
member. The analysis determined the maximum static load one
vertical support member could withstand without failure at
its base by examining a number of failure modes including
failure of the weld in vertical shear and failure of the
transverse member in bending.
Traction Winch Structural Analysis
JMS performed a field survey and structural analysis of a
Lebus double drum traction winch owned by Woods Hole
Ocean-ographic Institute (WHOI). The winch is to be
transported to Japan where it will be installed aboard the
Scripps Institute R/V ROGER REVELLE. JMS' detailed finite
element analysis was used to determine the maximum working
load of the winch allowing a safety factor of 1.5 as
dictated by 46CFR Subchapter U Oceanographic Research
Vessels.
High Speed Ferry Vital Systems Automation
Cross Sound Ferry purchased the M/S JESSICA W. in salvaged
condition after a collision and flooding incident in the
Gulf of Cortez. Built in 1990, the 49 meter wave piercing
catamaran has a cruising speed of 35 knots and carries 450
passengers. She is currently in service between New London,
CT and Block Island, RI. Before returning to service the
vessel had to undergo major restoration at Eastern
Shipbuilding including complete refitting of both engine
rooms.
JMS was responsible for the drawing package and USCG
submittal of the vital systems automation. Automation is of
particular interest to Cross Sound Ferry because they plan
to operate under “periodically manned” status. As such, the
vessel must meet 46 CFR 62.50, Vital Systems Automation. The
high speed, Subchapter H, periodically manned status set a
precedent for the U.S. Coast Guard plan approval process and
required close coordination between the vessel owner, JMS,
the local Marine Safety Office, and the Marine Safety
Center.
JESSICA W. has one propulsion engine and two water jets in
each hull. In order to qualify for reduced manning, there is
a central engine control center (ECC) one deck above on
centerline. In addition, many of the relevant alarms and
gages are repeated on the bridge.
For consistency with the rest of their fleet, Cross Sound
Ferry selected individual conventional gages instead of a
centralized computer monitoring system. This added some
complexity to the design phase of the project as most engine
room data is read directly by capillary tube gage, while
some with electronic gages, also repeat on the bridge. There
are over 50 parameters measured and displayed on over 150
gages throughout the vessel.
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.
Bay Quackers
DUKW amphibious passenger vessel certification
BD Construction
Crew boat marine survey
Bath Iron Works
Diving program management
Boston Duck Tours
DUKW amphibious passenger vessel stability test
Case Foundation
Rail transporter stability analysis
Cetacean Marine
Research vessel wet lab modification design
Clean Harbors
Facility response plans
Cross Sound Ferry
High speed ferry automation
Law Firm
Sport fishing boat damage expert witness
Isopur Fluid Technologies
ABS type approval for purifier
Land And Lake Tours
DUKW amphibious passenger vessel survey
Lamont Doherty
Mooring survey
Maritrans
Tank barge fleet CargoMax support
North American Ship Recycling
Engineering support for shipbreaking operation
National Crane
Crane barge stability analysis
NOAA
Research vessel prelaunch survey
Research vessel acceptance trials
Phoenix International
Research vessel load out and engineering support
Poling & Cutler Marine Transportation
Tank vessel ballast tank conversion
Tank barge marine casualty response
Tank vessel structural analysis
Power Management
Power barge surveys
Reinauer Transportation
Tank barge double hull feasibility analysis
Tank barge structural survey and repair plan
Tank barge structural analysis
Tug structural survey and repair plan
Tank barge emergency tow bridle assessment
Tank barge damage assessment
Tank barge modification design
Tank barge stability analysis
Tank barge fleet CargoMax support
Sandy Hook Pilots
55 foot pilot boat repowering analysis
Fire & safety plan
48 foot pilot boat repowering analysis
Rescue boat davit engineering and design support
Seapony
Passenger vessel stability analysis
Seaward Marine
Cofferdam compliance standards
Law Firm
Shipyard accident expert witness
Statia
Tank vessel structural analysis
Viking Splash Tour
DUKW amphibious passenger vessel damage stability analysis
Wild Well Control
Marine engineering support
VESSEL OPERATIONS SUPPORT AND MARINE SURVEYS
JMS routinely conducts hull, mechanical, and electrical
inspections for its diverse customer base. JMS personnel are
certified by the American Waterways Operators (AWO) as
Responsible Carrier Program (RCP) auditors and the Society
of Accredited Marine Surveyors (SAMS). Surveys include:
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Structural assessments of aging vessels for steel renewal
and overhaul planning
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Research vessel assessments of ability to conduct
oceanographic research
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Vessel safety inspections to assist owners in preparing
for U.S. Coast Guard inspections
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Condition surveys of ships, barges and dry docks for preacquisition or insurance purposes
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Audits of safety management systems
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Accident investigation and marine forensic engineering
surveys
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Assessments of vessel and port facility security
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Research Vessel Surveys
JMS has practical at-sea experience and familiarity with
research vessels providing a level of insight not commonly
found in most naval architecture firms. This advantage is
critically important during all phases of a research vessel
modification or design-build project. JMS naval architects
understand the importance of defining science mission
requirements of the vessel and balancing them with the
operational, regulatory, and budget requirements. JMS is
also very familiar with the operational requirements of
remotely operated vehicles, occupied submersibles and manned
diving.
JMS has been conducting research vessel inspections
of the University-National Oceanographic Laboratory System
(UNOLS) fleet for the National Science Foundation (NSF)
since 1997. The research vessels in the UNOLS fleet stand as
the largest fleet of oceanographic research vessels in the
world. The vessels are located from Alaska to Panama and
range in size from 70 feet to over 270 feet.
JMS has conducted over 60 research vessel inspections
assessing their ability to effectively conduct science
missions. Specific considerations include overall size and
general arrangement, seakeeping, stability, weight handling,
laboratory arrangement, data acquisition, sensor deployment,
and shipboard engineering systems. In addition to an
assessment of the ships' ability to conduct science
missions, the inspection encompasses hull, mechanical and
electrical systems, safety equipment, oceanographic mission
support systems, and deck machinery systems.
OSCAR DYSON Sea Trials
The National Oceanographic and Atmospheric Administration
(NOAA) is building a new class of Fisheries Survey Vessels
at VT Halter Marine. OSCAR DYSON is the first of four
vessels costing $50 million each. She is a state-of-the-art
research ship with multiple science mission capabilities.
NOAA selected JMS to conduct an independent evaluation of
the Acceptance Trials in August of 2004. JMS performed the
duties of government witness for the test procedures
performed by VT Halter Marine and evaluated vessel condition
and performance against the contract, the Statement of
Requirements (SOR) and applicable documents and drawings.
JMS provided inspectors for machinery, electrical, damage
control, habitability, navigation, and deck systems.
The 209 foot fisheries survey ships are designed for a wide
range of fisheries research with capabilities for midwater
trawling, bottom trawling, hydroacoustic surveys, and
oceanographic and hydrographic operations. The ships can
handle specialized gear such as Multiple Opening/ Closing
Net and Environmental Sampling System (MOCNESS) frames,
floating and moored buoys, towed vehicles, dredges, and
bottom corers. There are observation stations to track and
identify protected marine mammal and bird species such as
gray whales, orcas and pinnipeds. Foremost among its
capabilities is acoustic quieting technology, enabling NOAA
scientists to monitor fish populations without altering
their behavior. The ship can conduct hydro-acoustic fish
population surveys and simultaneously collect physical and
biological oceanographic data, for more efficient data
collection.
MARINE CASUALTY RESPONSE
Shipbreaking
JMS is providing naval architecture support to North
American Ship Recycling (NASR) to dismantle two retired
ships from the U.S. Department of Transportation's James
River Reserve Fleet in Virginia. The MORMAC MOON and the
LAUDERDALE were identified by MARAD as high priority vessels
for scraping because they were among the most fragile in the
“Ghost Fleet”. The LAUDERDALE, a Victory Class APA,
Amphibious Support ship built in 1944 , and the MORMAC MOON,
a C4 cargo ship built in 1965 - are considered some of the
most environmentally risky in the fleet due to their
severely corroded steel and tanks containing waste oils.
Both vessels were towed to NASR's facility at the former
Bethlehem Steel Yard at Sparrow's Point, Maryland. The
vessels are being dismantled and remediated afloat as much
as possible, with the remaining hull floated into the
graving dock. JMS is assisting NASR by evaluating the
strength and stability of the vessels as they are
dismantled. As portions of the hull are removed, the
vessel's strength is substantially reduced. In addition,
without careful planning of weight removals, she may
experience loads outside her original operating profile.
These vessels contain significant amounts of waste oil
sludge, James River water, and other liquids that need to be
removed and disposed of in a manner that is sensitive to
both the vessel and the local environment.
Shipboard Fire Aboard the USNS SHUGHART
JMS provided engineering support to the Military Sealift
Command with personnel deployed to Bahrain to investigate a
shipboard fire aboard the USNS SHUGHART. The vessel suffered
a fire in the Auxiliary Machinery Room, Hydraulic Control
Room, and the Auxiliary Boiler Room. As a result, extensive
damage was done to structure, mechanical systems, and
electrical systems. JMS is part of a team that is conducting
a comprehensive assessment of the fire damage and preparing
a shipyard work package that will enable the vessel to
effect repairs and return to service.
NDI and its subcontractor JMS Naval Architects & Salvage
Engineers were assigned the responsibility of developing a
repair specification for the subject vessel. The structural
repairs were accomplished at ASRY Bahrain.
These recommendations are the result of two ship visits in
Bahrain during May and June 2004. During the first visit JMS
was a member of a team of 4 surveyors. Shipyard technical
personnel were also employed in the generation of some of
this data. Deliverables were a complete and detailed repair
report and detailed design and repair drawings. Follow on
ship checks were conducted upon the vessel's return to the
U.S.
Salvage Engineering Response to Tank Barge Grounding
In early January 2005, an ERnet customer's tug and barge
struck submerged rocks near the entrance to Hells Gate, NY.
The grounding breached the hull and the barge started taking
on water. As the vessel's salvage responder, JMS was
contacted and immediately began to deploy people to the site
and were on stand-by at the JMS offices. At the JMS offices,
vessel documentation and files were assembled including the
computer model of the vessel JMS maintains for just this
type of incident.
The 446 foot single hull barge was fully loaded with 130,000
barrels of oil. The vessel survey, including an underwater
dive survey, reported three holes in the forward port cargo
tank and buckled bottom plating along the outboard port
side, running aft to the 7th cargo tank. Overall damage to
the bottom shell of the barge extended 285 feet long by 16
feet wide. The hull of the tug suffered no damage however,
the port rudder was discovered to be missing.
Computer load cases of the damaged hull condition were
assembled and used to create a salvage plan. The plan called
for removing the oil cargo from the damaged vessel prior to
moving the barge to the shipyard. Using a portable pump on
deck, the oil was striped from the damaged tank and pumped
into an empty barge that was along side. The second step
would be to pump all the cargo from the intact tanks to the
empty barge. Each stage of the pumping phase was examined to
ensure the strength of the damaged hull was sufficient. The
order of pumping was modified to ensure the hull breach
remained below the waterline to keep a water bottom in the
tank preventing any oily residue from escaping. During the
offloading operation, internal damage to cargo tank
bulkheads was discovered. Bulkheads between cargo tanks were
fractured near the bottom allowing cargo to flow between the
tanks. Modifications to the lightering plan were required to
account for this damage. Despite the severe extent of
damage, the lightering plan resulted in no loss of oil.
JMS personnel were on-site for the duration of the incident
until the vessel was towed to a dry dock 76 hours later.
During the initial stages, the purpose of the on site
personnel was to gather information pertinent to development
of the salvage plan and aid in assessing the damage. During
the off loading phase, JMS personnel monitored tank levels
and ensured the plan was being carried out as intended.
Once the barge reached the dry dock, JMS personnel made an
internal survey of the barge to determine the repairs
required. The survey of the damage revealed three holes in
the bottom plate of forward port cargo tank and buckling of
the bottom plating for approximately 75% of the barge length
on the port side. A survey inside the tanks revealed that
the transverse bulkheads and transverse webs were also
buckled. Some longitudinal stiffeners had tripped and
sheared the welds holding them to the bottom plate. Ballast
piping running along the outboard side of the barge was
cracked in a number of places.
Based on the evidence found during the survey, a repair plan
was developed. Large sections of the bottom plating,
associated longitudinal members, and sections of the bilge
wrap were marked for replacement. Damaged transverse
bulkheads were cropped and renewed to original condition.
Much of the ballast piping on the port side of the barge was
repaired as necessary.
JMS Prepared for MTA 2004
The Coast Guard and Marine Transportation Act of 2004
(MTA2004) requires that Vessel Response Plans (VRP) be
prepared for nontank vessels and submitted to the Coast
Guard by August 2005. It has been estimated that some 12,000
vessels will now be affected by this rule. MTA2004 was
designed, in large part, as a reaction to the environmental
damage caused by nontank vessel casualties such as the NEW
CARISSA and SELENDANG AYU. Previous to the new Act, many had
made the argument that scores of nontank vessels carry
quantities of fuel far in excess of some oil tankers and
barges that are controlled under OPA90.
The new Act, an expansion of OPA90 jurisdiction requires
VRPs for many more vessels and likewise defines how an oil
spill from those vessels will be responded to and cleaned
up.
Also similar to OPA90 is the requirement that ship-specific
computer models of the vessels be created specifically for
salvage response calculations. As discussed in NVIC 01-05,
the requirements of 33 CFR 155.240 now pertain to nontank
vessels. In short, the new Act says the VRP must identify
the shore location and 24-hour access procedures for the
computerized, shore-based damage stability and residual
structural strength calculation programs. JMS has been
providing this exact service to customers for over 10 years
and has developed several hundred vessel computer models.
To fully comply with the new Act, the owner/operator must
have a salvage engineering computer model developed for each
nontank vessel that falls under the new act. The models must
be built and ready before a casualty occurs. The VRP is not
complete without incorporating these salvage engineering
elements.
Additionally, the USCG proposed rule for Salvage and Marine
Firefighting requires an assessment of damaged stability and
structure be started within 3 hrs of an incident through the
use of a salvage engineering software program. Having a
pre-built salvage engineering computer model in qualified
hands is the only way to rapidly develop a lightering and
salvage plan within these strict time constraints.
DIVING SUPPORT
Diving Operations at Bath Iron Works
JMS has been providing on-site supervision and project
management supporting all diving operations at Bath Iron
Works for the past 13 years. This past year, underwater
operations once again supported the manufacture of three new
Arleigh Burke destroyers and the shipyard infrastructure to
launch and maintain these modern and highly sophisticated
warships.
The majority of the diving has been centered around the
upkeep and maintenance of the 15-acre land-level transfer
facility (LLTF) and the 750-foot long floating dry-dock.
Numerous dives were required to inspect, clean and retrofit
the capabilities of the pump-house that provides fire main
pressure to these facilities. In addition, pier/piling,
cathodic anode servicing, pier cell inspections, and silt
removal operations kept the dive team occupied. Underwater
hull inspections, sonar dome inspections, and hull grooming
tasks conducted prior to and following sea trial inspections
made up the rest of the diving work.
JMS was originally contracted by BIW in 1992 to provide
commercial diver training and certification. A few years
later additional diver training was again accomplished
through JMS's subsidiary, Divers Institute of Technology.
Today, 9 BIW employees are trained and qualified to support
diving operations. Through the years they have honed their
underwater capabilities together to provide a wide range of
abilities both in surface supplied and scuba diving
capabilities. The ability to shift from one diving mode to
another is crucial due to Maine's wide range of
environmental conditions and the variety of dive tasks
encountered.
This year JMS provided a new updated diving safe work
practices manual to Bath Iron Works and looks forward to our
continued commitment to safety supporting 24/7 diving
operations.
Enrollment and Placement Continue to Rise at DIT
2004 was another successful year at Divers Institute of
Technology (DIT) with enrollment and job placement on a
steady rise 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. DIT
trained and graduated 232 students in 2004 and 300 graduates
are expected in 2005.
The 2004 hurricane season was devastating to much of the
infrastructure in the Gulf of Mexico. This has resulted in
an enormous amount of work for commercial divers. Demand for
highly qualified commercial divers in the Gulf region is
nearly unparalleled in history. Some dive companies have
back-logged contracts for underwater work that will take 3
years to begin. As a result, DIT students have multiple job
offers upon graduation. Dive company recruiters familiar
with DIT's well known reputation for the highest qualified
graduates are routinely offering attractive signing bonuses
to DIT students before they even graduate.
DIT's commercial diving program is 30 weeks long with seven
classes going at a time. An average of 175 students are
training and diving on-site at the waterfront school at one
time. Students receive deep diving training to 165 feet off
the 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 shoreside
technical training in welding, NDT, HazMat, hydraulic tools,
photography/videography, salvage, and commercial SCUBA
modules makes DIT the leader in commercial diving training.
DIT is a member of the Association of Commercial Diving
Educators (ADCE) and is accredited by the Accrediting
Commission of Career Schools and Colleges of Technology
(ACCSCT). Since training is done exclusively in open water
DIT graduates are the best prepared in the commercial diving
industry.
Graduates also receive certification indicating that they
have successfully completed a training program recognized by
the Divers Certification Board of Canada. This aggressive
deep dive program and certification, available only at DIT,
further increases a DIT grad's employability by allowing him
or her to work internationally. No other dive school in the
U.S. offers this type of certification.
COMPUTER GENERATED IMAGERY
JMS provides accident investigation, forensic engineering
analysis, expert advice & 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 & animators under one roof, JMS has a unique ability
to help illustrate complex marine related engineering
concepts to technical and non-technical audiences.
OSHA Shipyard Safety Videos
JMS completed production in March 2005 of Volume 2 of a
series of shipyard safety videos for the Occupational Safety
and Health Administration (OSHA). This 25-minute video
relies exclusively on the use of 3D computer animation.
Eight actual shipyard accidents, investigated by OSHA, are
reconstructed in each video and are examined to clearly
illustrate what went wrong and how the accidents may have
been avoided. The accidents resulted in fatalities from
crane hazards, confined space hazards, fall hazards, drown
hazards, lockout/tagout failures and improper use of
equipment.
OSHA realizes that producing the videos using only computer
animation has many advantages. Concerns for the safety of
the actors and film crew are eliminated as dangerous events
are reenacted in a virtual world. The cost of producing the
animated video is much less without the need of multiple
actors, film crews, expensive shipyards equipment and very
expensive if not impossible disruption to busy shipyards for
the use of their facilities as stages for filming.
OSHA also wants to depict a wide range of shipyard types and
sizes so the cost and logistics of filming on eight
different locations for each video or constructing studio
sets would be too expensive for their budget by several
orders of magnitude. 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.
1000 copies of the two-volume video on VHS and 1000
interactive DVDs have been distributed to OSHA training
centers and shipyards across the U.S.
JMS is proud to announce that the interactive DVD has been
accepted by the 27th World Congress on Safety and Health at
Work. This international forum of 3000+ safety professionals
gather every 3 years to exchange ideas, research and best
practices on highly topical issues in the area of
Occupational Safety and Health. The 6th International Film
and Multimedia Festival will be an integral part of the
forum and will showcase innovative new safety and health
products from around the world. Expert panels will select
the best products and prizes will be awarded.
Hartford Hospital Hyperbaric Medicine
JMS and the Ocean Technology Foundation are producing a DVD
video presentation for the Center for Wound Healing &
Hyperbaric Medicine wing of the Hartford Hospital (CT). The
self-running DVD video will be part of a display located at
the entrance to the hospital to educate potential patients
about the science and benefits of healing with hyperbaric
medical treatment. The DVD will cover the discovery of
decompression sickness during the construction of the
Brooklyn Bridge in the 1880's to the ongoing research and
treatment of a myriad of wounds and illnesses with the
as-yet not fully understood healing properties of oxygen
under pressure. The science behind the medicine will be
illustrated with 3D computer animation of how, on a
microscopic level, oxygen makes its way much easier to the
injured parts of the body when it is placed in a pressurized
environment, dramatically increasing the rate of healing.
The DVD presentation will be professionally narrated and
approximately 5 minutes long. It will also include video
footage of the Hospital's hyperbaric chamber in use and
excerpts from a PBS documentary on the construction of the
Brooklyn Bridge.
On-line Exhibit for HMS CHALLENGER
The historic voyage of HMS CHALLENGER, conducted from
1872-1876, is considered to be the first expedition
undertaken specifically to conduct oceanographic research.
The vessel was a three-masted square-rigged wooden ship of
2,300 tons displacement and 200 feet overall. It was
essentially a sailing ship though it was modified to include
a triple expansion steam engine of 1,200 horsepower. Its
around-the-globe journey covered almost 69,000 nautical
miles and gathered data on temperature, currents, water
chemistry, marine organisms, and bottom deposits at 362
oceanographic stations. The scientific results of the voyage
were published in a 50-volume, 29,500-page report that took
23 years to compile. Many of the detailed drawings of flora
and fauna in the report provide much of the basis of modern
marine biology.
JMS and the Ocean Technology Foundation were tasked by the
College of Exploration to create an interactive virtual tour
of the H.M.S. Challenger using computer animation.
An animated tour was developed of the ship's exterior and
interior, laboratory spaces, a naturalist's berth, engine
and boiler room spaces and working animations of two
scientific, specimen gathering instruments. The vessel, all
of its relevant associated parts and the scientific
equipment have been modeled as accurately as possible and
faithfully reproduced from the existing ship drawings,
sketches and photographs. The animations will be
downloadable allowing the web visitor to play them just like
a VCR. The objective of the animations is to allow the
viewer to experience and appreciate what the daily
challenges of life, work and conducting research at sea
would be like on a period vessel such as the H.M.S.
Challenger; the state of the art of its time.
The animations are available on the web to researchers,
teachers and students through the College of Exploration's
website: www.coexploration.org/hmschallenger/vft/.
MARINE SCIENCE & TECHNOLOGY
Lobster Restoration Program Experiments
JMS has been providing support to the Ocean Technology
Foundation (OTF) in conducting the lobster restoration
efforts in Rhode Island and southern Massachusetts' waters.
The restocking of 1.24 million adult female American
lobsters is in response to the estimated 9 million lobsters
that were killed during an oil spill off Moonstone Beach, RI
in 1996. To do this, a “V-notch” is made in the lobster's
right middle flipper, which marks her as a participant in
the restoration program, and makes her illegal to harvest.
As such the female has the opportunity to contribute
additional eggs into the population and thereby build the
total population size over the life history of the species.
In conjunction with the ongoing restoration effort, JMS and
OTF personnel have been conducting controlled laboratory
experiments to test the hypothesis that V-notching an adult
female lobster has no effect on her survival or growth. Two
separate experiments over a two-year period were carried out
where lobsters where held in tanks of running seawater.
Lobsters were notched as though they would be in the
restoration effort and held in experimental tanks and those
lobsters in control tanks were not marked. Percent survival
of lobsters from experimental tanks was measured at regular
intervals and compared to that of lobsters in control tanks.
Molting success and growth increments per molt were also
measured between experimental and control tanks.
Experimental results indicate that there is no difference in
percent survival, molting success, or growth increment
between experimental and control tanks.
These experiments are valuable in demonstrating that
V-notching does not influence lobster growth or survival in
nature. V-notching the flipper is an effective way of
marking an individual without causing harm to the animal.
The State of Connecticut has passed a bill to implement a
similar program in Long Island Sound.
Expedition with the DELTA Submersible in Portugal
JMS supported OTF along with 19 other participating
institutions including the Portuguese Navy, in conducting
submersible dives into two submarine canyons off Portugal's
coast. The expedition is one of four that has been conducted
since 2000 as part of the Science, Education and Marine
Archaeology Program in Portugal (SEMAPP). The research
included investigation of submarine canyon ecology and
geology, a potential submerged cultural resource
(shipwreck), as well as youth education and outreach.
In-situ observations of geological features and ecological
habitats were recorded in areas that are believed to have
never been seen by human eyes. Seven high school students
from Portugal were selected from a national competition to
participate on the support vessel to gain a hands-on
learning experience in marine science. One of the high
school students and two American undergraduate students
conducted scientific observation dives inside DELTA during
the expedition. Scientists, technicians, educators and
students collaborated in this multidisciplinary project in
ways never before attempted in Portugal.
For further information about OTF go to:
www.oceantechnology.org
Searching for the BONHOMME RICHARD
JMS is providing engineering and technical support to OTF to
locate the remains of the BONHOMME RICHARD. This vessel, on
loan from France was captained by John Paul Jones in 1779
during the Revolutionary War at the pivotal time when
America “brought the war to the British”. After a bloody 3 ˝
hour battle with HMS SERAPIS off the Northeast coast of
England, Jones miraculously emerged victorious, but at the
unfortunate cost of his own ship. The BONHOMME RICHARD
eventually sank some 36 hours after succumbing to the severe
damage inflicted by the SERAPIS.
Mr. Peter Reaveley, an expert on the battle, has generously
made his historical and archival research available to OTF
and its partners. Ballast mound data, ships' damage
assessments, eyewitness accounts, weather and tidal data,
and crew actions are being integrated and analyzed. JMS
hopes to accurately reconstruct the drifting/sinking
sequence to determine the likely location of the vessel’s
remains. Utilizing all of this integrated data, JMS is
creating a progressive flooding and hydrodynamic drift
analysis to reduce the expedition’s search area.
Locating the remains of BONHOMME RICHARD will undoubtedly
garner significant media attention and will be the most
significant naval historical event since the discovery of
the H.L. Hunley in 1995. The expedition and story of the
Bonhomme Richard and John Paul Jones will be shared with
teachers, students, and the public through webcasts, virtual
field trips, online workshops for educators, and lesson
plans.
Sponsorship opportunities are available for this project.
For more information, go to:
www.oceantechnology.org/BHR.htm
Clean Harbors Facility Response Plans
JMS is currently producing Facility Response Plans (FRP) and
Marine Operations Manuals for the environmental clean up
company Clean Harbors Inc., a national company with local
offices at most U.S. ports. These FRPs are collections of
data and procedures serving as a reference to aid in the
event of an environmental emergency such as an oil spill.
The U.S. Coast Guard requires ports to have approved
emergency response procedures, resources, and documentation.
JMS is assembling the data applicable for each Clean Harbors
location and custom tailoring the FRPs. These FRPs are
reviewed and approved by the U.S. Coast Guard.
The FRPs contain such information as lists of key personnel
contacts, their responsibilities and training, equipment
available for use during an emergency and its location, and
maps of environmentally sensitive areas. There are sections
with Emergency Action Plans, Training and Exercises, and
Plan Review and Update Procedures. The specific USCG
regulations governing response, training, and equipment
requirements are also cited in these documents. Essentially
these manuals compile port emergency response action and
background information into a single source.
OTHER NEWS…
New Hires
Susan Salancy joined JMS in February of 2004. She has over
10 years experience in shipbuilding, repair, ship design and
related marine and industrial work. Mrs. Salancy earned a
B.S. degree in Naval Architecture and Marine Engineering
from Webb Institute and a M.Eng. degree in Naval
Architecture and Ocean Engineering from the University of
California. She holds a Professional Engineers License in
the state of Maryland and was previously certified to work
offshore in all sectors of the North Sea.
Joe Price joined JMS in July of 2004 as a naval architect.
He graduated from Memorial University of Newfoundland in May
2003 with a Bachelor of Engineering in Ocean and Naval
Architectural Engineering. As part of his engineering
program he interned with a number of naval architecture
firms gaining experience across all segments of the
industry. During his time with the classification society
Bureau Veritas, he wrote code to enhance their in-house
mooring analysis software. As an intern with the oil and gas
consultancy Global Maritime, he performed mooring analysis
and stability analysis of offshore structures as well as
preparation of material for inclusion in technical reports.
He also spent time working in the deepwater division of CSO
Aker Marine Contractors assisting the senior engineers with
mooring analysis of offshore structures. After graduation,
he worked for a period with Timothy Graul Marine Design
designing commercial vessels. Joe is currently involved in a
variety of projects with JMS and is utilizing state of the
art software such as Algor FEA, Rhinoceros, HECSALV and
AUTOCAD.
IN MEMORIAM
MDV Richard “Ragman” Radeki, USN
1944 - 2005
Richard Walter Radecki, 61, of Pensacola, FL passed away
July 23, 2005. He was affectionately known as "Ragman" to
every friend and acquaintance. He met no stranger and was
loved by everyone who knew him.
The Career
He proudly and passionately served his country as a career
US Navy Diver ascending to the rank of Master Chief. To
simply say he earned the exalted designation of Master Diver
is an understatement. That title does not come close to
completely defining the substantial contributions he leaves
on the profession. He knew his trade: from the big picture
down to the smallest detail. From bowlines and square knots
to 4-point moors and beach gear to fat ropes and wire; from
advanced diving medicine to diving safety and standards.
His 30-year career in Navy diving culminated as Master
Diver, Senior Instructor for the Naval Diving and Salvage
Training Center (NDSTC). Mr. Radecki was a qualified Navy
Instructor with over 4,000 hours of podium time. His
involvement, management and contributions to significant
diving and salvage operations are too many to list here.
After his stellar Navy career, he was a much sought after
international diving consultant and author of several
related curricula and manuals. He was a sage in the field of
diving. He developed, instructed and managed the team of
instructors conducting diver safety training for the state
of Maine's urchin diver industry. He was responsible for the
development and training of the Bath Iron Works diving
program where he also served as diving supervisor. As JMS
salvage master and senior diving supervisor he was eminently
familiar with commercial diving practices in contaminated
environments and performed advanced training for several
commercial diving companies, including Seaward Marine
Services, Inc. and American Oilfield Divers, Inc.
Richard's most recent efforts spanning the last 5 years of
his life was his steadfast dedication to the improvement of
DIT's deep diving instruction and raising the school into
the realm of international recognition. Thanks to his hard
work DIT became the first commercial diving school in
America to qualify its divers to work outside the US. The
international diving standard he designed and implemented at
DIT has been dedicated to Master Diver Richard Radecki by
the Canadian Standards Association.
The Man
He was born in Brooklyn, NY on February 8, 1944 from humble
beginnings. It was likely those working waterfront
surroundings that lead him to the US Navy for his education
and livelihood. His eventual love for and knowledge of
professional diving became tenacious and tireless. But his
willingness to share his exceptional professional knowledge
gained, for him, the love and respect of all. His circle of
friends was huge and we will miss him, his sunny disposition
and smiling face. A long time friend and colleague JMS
Chairman Bruce Banks puts it so aptly, “Richard was a
presence in our lives; a hero to whom we had an emotional
attachment so strong and lasting that it defied
understanding.”
One of Richard's favorite wishes was that he be remembered
as a good shipmate; to know that the men with which he
served thought well of him. Richard was forever selfless in
passing on his knowledge, experience and helping others.
Beyond even those who only know of Richard, he also made a
lasting impression to the rest of the non-diving world with
his contributions as technical advisor to the motion picture
“Men of Honor”. Screen legends Robert De Niro (Billy Sunday)
and Cuba Gooding Jr. (Carl Brashear) spent endless hours
with Radecki to learn how to “eat, drink, work and live” the
life of the Navy Diver. As few in the world could, he
trained the entire cast to World War II era diving
outfitting and operations.
What eventually became the signature line of the movie also
met Richard's approval and received no change from his red
pen, “The Navy Diver is not a fighting man. He is a salvage
expert. If it is lost underwater, he finds it. If it's sunk,
he brings it up. If it's in the way, he moves it. If he's
lucky, he will die young, 200 feet beneath the waves, for
that is the closest he'll ever get to being a hero.”
Donations may be made to the Richard Radecki Scholarship
Fund at Divers Institute of Technology, 4315 11th Avenue,
N.W., P.O. Box 70667, Seattle, Washington 98107-0667,
telephone (800) 634-8377.
Copyright 2005, 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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