Marine Archeology and Education in Southern Portugal
North Cape Lobster Restoration Program Completed
OTF Completes 2006 Expedition to Find Bonhomme Richard
Other News
New Hires
ENGINEERING AND DESIGN
NTSB Forensic Engineering Analysis of Ethan Allen On October 2, 2005 the passenger vessel Ethan Allen capsized
while touring Lake George with 47 passengers and one
crewmember on board. After remaining inverted on the surface
for a short period, the vessel subsequently sank. The master
and 27 passengers survived. Twenty passengers died.
According to numerous eyewitnesses on and near the vessel
during the time of the accident, no obvious adverse weather,
sea conditions, equipment failures or operator errors
appeared to cause the capsize. Since the vessel operated
only on Lake George, it was not required to be inspected by
the U.S. Coast Guard. The National Transportation Safety
Board selected JMS Naval Architects & Salvage Engineers to
perform a detailed intact stability analysis on the design,
configuration and passenger loading of the Ethan Allen to
aid their investigation into the probable cause.
Ethan Allen is a Dyer 40 fiberglass mono-hull design built
in 1964. The design has been in production since 1960 in a
variety of configurations including tour boats similar to
the Ethan Allen. JMS validated available engineering
drawings, lines plans and previous stability calculations
performed on the vessel. Many of those plans and
calculations were discovered to be inconsistent, inaccurate
and therefore unreliable. In order to develop an accurate
hull form for the vessel, a detailed laser survey was
completed to produce a three dimensional computer model of
the hull to be used for the analysis.
During her 41 years of operation, the Ethan Allen was
modified several times with protective canopies over the
passenger area without any reassessment of its stability.
JMS calculated the maximum allowable passenger loading for
the each of the configurations and determined that the
vessel would have been permitted to carry only 14 passengers
based on U.S. Coast Guard stability criteria. A dynamic
analysis was also conducted to study the effects of a
passing wave and shifting passenger weight. This involved a
roll sensitivity study to provide insight into the vessel's
response characteristics under varying conditions.
Using the results of JMS' analysis, the NTSB determined that
the probable cause of the capsizing was the vessel's
insufficient stability to resist the combined forces of a
passing wave or waves, a sharp turn, and the resulting
involuntary movement of passengers. The study underscored
inadequacies in the existing stability standards for small
passenger vessels and inconsistencies in how these vessels
are regulated when they are not under U.S. Coast Guard
jurisdiction. As a result of this and other recent small
passenger vessel incidents, the Coast Guard is reassessing
the potential consequences of revising stability regulations
for all domestic passenger vessels to account for increased
passenger and vessel weight.
JMS also developed a
computer animation recreating the accident event and to help
explain the technical aspects of this accident. The
animation is based on the technical results of the JMS
report as well as survivor and eyewitness accounts.
See other
JMS animations here.
Links to the NTSB final report, presentations and web cast
from the public hearing on 25 July 2006 can be found here:
www.ntsb.gov/Events/Boardmeeting.htm#.
JMS performed similar work for the NTSB in 1999 on the
Arkansas DUKW Tour Boat Miss Majestic accident. More
information can be found here:
www.jmsnet.com/dukw.htm.
Inclining Tests and Laser Measurement JMS has been active conducting stability tests for a wide
variety of ship types. Stability tests have been conducted
aboard tugs, sailing vessels, research vessels, and
amphibious passenger vessels this past year. In many cases
the vessels are older and undergoing major modification.
K-SEA Transportation 77ft tugboat Davis Sea
94ft tugboat Houma
Great Lake Science Center 65ft research vessel Kaho
Yankee Sailing 43ft sailing vessel Yankee
Boston Duck Tours 31ft amphibious DUKW tour boat
Allied Transportation 120ft tug Falcon
These older vessels often do not have vessel plans to work
from. To create a computer model of the hull, JMS has been
using laser measurement with much success. It is far more
accurate and efficient than manually measuring complex
hulls. The laser measures up to 50,000 data points and
imports them into a 3D modeling and analysis program. A
surface is fit through the points to create the shape of the
hull.
Another technology JMS has been employing is the use of a
clinometer instead of the traditional pendulum to measure
heel angles during inclining tests. The clinometer measures
roll and pitch angles relative to the vertical gravity
vector more accurately than the traditional pendulum and
batten arrangement. The sensing element is a glass vial
half-filled with a conductive liquid. When the sensor is
level, fluid covers five internal electrodes to equal depth.
When the sensor tilts, the depth of fluid on each electrode
changes, altering the electrical resistance between matched
pairs of electrodes.
Inclining Experiments; Time for an Upgrade? Inclining experiments have long been used by naval
architects and ship builders to accurately determine the
light-ship vertical center of gravity for vessels. By moving
an onboard weight a known transverse distance and precisely
measuring the resulting angle of heel, the metacentric
height (GM) and then the center of gravity (KG) of the
vessel can be calculated. Knowing the KG is essential to
determining a vessel's stability.
Adequate stability prevents capsizing. As a US Coast Guard
safety requirement, stability must be determined for new
vessels and re-established for vessels experiencing
significant weight changes from major upgrades or
modifications.
It has been generally accepted that a pendulum is the
easiest and most accurate device to measure a resulting heel
angle. By suspending a pendulum and measuring its horizontal
(transverse) displacement, the heel angle of the ship can be
obtained using simple trigonometry. While in theory this
system seems simple and accurate, in reality there is room
for improvement. Coast Guard guidelines require that
pendulums have a displacement of at least 6 inches for
accurate measurement. This coupled with the stipulation that
heel angles not exceed four degrees, leads to a minimum
pendulum length of 7'2”. The guidelines recommend using a
10' pendulum. On smaller vessels this presents a problem
locating a weather sheltered place to hang a pendulum of
this length. Reading pendulums accurately becomes a problem
because a ship is never fully at rest. The person reading
the displacement is forced to “eyeball” the center of the
oscillation as the true displacement. Wind can often bend or
arc the pendulum line, creating more uncertainty in the
reading.
JMS has found that the best solution to these problems is
found in an electronic device known as a clinometer. Given
the evolution of electronics, it seems rudimentary that
inclining experiments are still being measured the same way
they were 100 years ago. Digital clinometers now measure
inclining heel angles with greater accuracy than reading
traditional weighted pendulums. Uncontrollable environmental
forces wind, current and waves, all cause the ship
oscillations. These oscillations can be filtered out using
the new electronic instrumentation. There are several other
advantages beyond improved accuracy. Less man power is
required to perform the inclining test, set up is quicker
than pendulum set up, finding adequate space to set up is
much easier, and a clinometer also measures the trim angle
simultaneously.
These devices connect directly to a laptop and display
angles about transverse and longitudinal axes. The user can
choose an output data rate up to 10 readings per second. The
program also displays graphs to help monitor ship
oscillations. Taking data at an output rate of 10 per second
over an interval of 5 to 10 seconds and then averaging,
results in accurate measurements of the static heel angle.
This also does a particularly good job at minimizing dynamic
effects as the center of the oscillating sinusoidal wave is
readily apparent.
Tug Launching Mammoet Canada Eastern Ltd has contracted JMS to provide
engineering support for a complex launching operation of an
ATB tug being constructed for U.S. Shipping. The 12,000 HP
tug is 150 feet long and weighs over 1,000 long tons.
JMS worked closely with Mammoet to develop a cradle design
to be used with the heavy lift hydraulic transporters. The
transporters that will be used for the operation presented
unique challenges to the design of the cradle which is
comprised of a series of individual saddles. These saddles
are positioned along each side of the vessel and designed to
tie together the principal structure of the tug with the
structure of the transporters. The saddles will be cut free
of the vessel once it is has been transported to the
launching barge.
With the structural plans for the newly fabricated tug and
the input provided by Mammoet regarding the anticipated
loadout procedure, JMS developed a 3D model for each saddle.
The models were then imported into a finite element analysis
software package. Loads were derived based upon the
information regarding the loadout schedule and a series of
checks were performed. Further, these saddles are to be used
for jacking points in the first and final phase of the
loadout. This will result in higher loads for these eight
saddles than the remaining eight saddles. The scantlings for
these saddles were necessarily adjusted to reflect the
increased stresses associated with the jacking operation.
Ship Structures Committee JMS has been tasked with revising the educational section of
the Ship Structures Committee (SSC) website:
www.shipstructure.org/case_studies.shtml.
The educational case studies section of the SSC website was
developed by JMS in April 2000. The goal of the site is to
increase appreciation of structural issues that are unique
to the shipbuilding industry and provide a forum for the
dissemination of information to universities and practicing
naval architects. However, the website has not been updated
in 5 years. Particular "failure" incidents are continuing,
form a predictable pattern in some cases, and further, seem
preventable in various ways. The following case studies are
examples of the technical issues being pursued for inclusion
in the educational case studies section of the SSC website:
MSC Carla, a containership that was midbody lengthened,
failed and broke in two in the modified area.
Examination of the oil tanker Prestige that failed and
broke in two off the coast of Spain.
Structural failures of SWATH vessels
Double hulling of existing, older single hull tank barges.
Some recurring stress fractures and structural weakening
have been discovered and repaired repeatedly on some
designs.
Patterns in bulker designs that are repeatedly leading to
failures. Over one hundred bulkers have failed over the past
decade resulting in over 300 lives lost.
If you are interested in being a contributor, please contact
Susan Salancy:
susan@jmsnet.com.
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.
ABS Marine Casualty Response Center Non-tank vessel salvage engineering computer modeling AGM Construction Crane barge load charts Allied Transportation Tug Falcon inclining test Bermuda Biological Station for Research Research vessel survey Blount Boats, Inc. Passenger and vehicle ferry design and plan review Boston Duck Tours DUKW stability analysis Cetacean Marine R/V Lake Guardian repowering support Chester Marine Push boat rudder modification Crofton Industries Crane barge load charts Connecticut DEP R/V John Dempsey bow thruster design and specification Dominica Maritime Registry Admeasurement survey Erie Petroleum Response plans K-Sea Transportation Tug Houma inclining test and stability analysis Tug Davis Sea Inclining test and stability analysis Field Support Services Passenger vessel gear failure analysis Great Lakes Towing AWO Responsible Carrier Program audit Research vessel inclining test and stability analysis Puerto Rico Towing Tug admeasurement survey K-Sea Transportation Tug pilot house design Mammoet 12,000 hp tug launching support Maritrans Tank barge fleet computer loading program support Mass Fabrication & Welding Barge design Edgewater Salem pier h-14 barge design Salem wharf h-17 barge design Expert witness for barge design Scallop vessel admeasurement survey NOAA ME-70 multibeam sonar FSV Bigelow Acceptance trials FSV Bigelow NSF Fleet research vessel surveys Osiris SWATH research vessel survey and shipyard specification Poling & Cutler Marine Transportation Double hull tank barge concept design Tank vessel stranding marine casualty response AWO Responsible Carrier Program audit Tank vessel structural analysis Puerto Rico Towing AWO Responsible Carrier Program audit Reinauer Transportation Tug inclining test and stability analysis Benzene stability analysis Tank vessel structural analysis Tug structural repairs Double hull tank barge feasibility Tank barge generator room modifications Tank barge fire damage repair plan Tank barge fleet computer loading program support Tank barge piping modifications Tug mooring bitt design and modification Tank barge deck house design Tug propeller nozzle design and repair plan Tank vessel structural analysis Sandy Hook Pilots Pilot boat lifeboat davit design Seapony Small passenger vessel stability analysis SeaBoats Tank vessel structural analysis University of Delaware Research vessel survey USAA Damage claim survey US Army Corps of Engineers Dredge stability review US Geological Survey Research vessel repair oversight Fleet safety management system review Research vessel accident investigation and repair plan WF Magann Crane barge design Yankee Sailing Sailboat inclining test and stability analysis
MARINE CASUALTY RESPONSE
Tug Tragedy Offers Lessons in Stability Incident At 2am on 18 January 2006 JMS received an emergency call
from one of their ERnet member companies requesting salvage
engineering response assistance for their 135,000 barrel
double hull tank barge. The fully loaded barge was being
towed by a 6,000 HP tug in heavy seas off the coast of North
Carolina. Just a few hours earlier, the tug crew had radioed
the Coast Guard that their tug was listing heavily and
urgently needed help and possibly rescue. The USCG
dispatched a search & rescue helicopter and an airplane
equipped with Infra-red camera. Another tug was local and
responded to assist the USCG rescue efforts. By the time JMS
was notified, the tug crew had set the barge adrift and was
12 miles from its tug heading towards shallow water at 0.8
knots. JMS employees responded immediately and arrived at
the JMS offices to begin preparations for salvage
engineering response.
Using JMS' HECSALV computer model for the barge JMS began
preparing for engineering responses to various potential
grounding scenarios.
At approximately 3am the Coast Guard reported that the tug
had sunk and that some of its crew members had not survived.
The tug that was assisting the Coast Guard rescue efforts
was no longer required at the scene and was immediately
redeployed to retrieve the drifting barge. A Coast Guard
helicopter was also sent and placed 3 of their personnel on
board the barge to attempt a connection of the barge's
dragging tow wire to the tug. After numerous tries and a
close pass by a lighthouse, the connection was finally made
and the barge safely under tow by 2pm. Remarkably, the fully
loaded barge had suffered no damage.
Aftermath JMS has assisted the vessel owner with an exhaustive
investigation into the cause of the casualty. JMS was asked
to conduct a complete engineering analysis of the tug
design, vessel equipment, and operational procedures.
The vessel owner's leadership and management should be
applauded for their completely unselfish and extraordinary
efforts. “Not only did we owe this to the surviving crew
members, and to the families of those who didn't survive, we
owe it to every crew member of every boat we have out there
working today” said the vessel operator. “We want to make
sure we aren't doing something wrong operationally and don't
know it…or if we have a tug design that may be unsafe in
some way.”
JMS began their work by building a detailed and accurate
computer model of the tug in HECSALV, a computer program
built specifically for salvage engineering response. The tug
model was built using as-built vessel drawings and data
gathered during two ship visits to the vessel operator's
facility. A thorough survey of a sister vessel was conducted
and JMS participated in interviews conducted by the vessel
operator with the surviving vessel master and crew. During
the on-site visits JMS studied crew procedures, maintenance
and vessel operating procedures, equipment and piping system
arrangements for ballast, fuel and fresh water.
Once an accurate HECSALV computer model was developed it was
used to calculate the stability characteristics of the tug
before and during the incident. JMS began the stability
analysis by recreating the departure load condition and
burn-off condition just prior to when the master noticed the
vessel beginning to heel. The HECSALV model seemed to
perform well compared to the actual tug as reported by the
crew under these loading scenarios. With this reliable
baseline established JMS began to examine various intact
loading and damage flooding scenarios.
The crew reports could not offer a complete picture of the
event or an accurate assessment of the condition of the tug.
There were still a number of critical pieces of information
missing. The HECSALV model would need to be used to examine
nearly all possible combinations of ballast and damage
flooding scenarios in order to recreate the vessel's
condition during the incident.
Fortunately, the Coast Guard recorded an Infra-Red video of
the final 40 minutes of the incident. The video was
invaluable in validating testimony regarding the attitude of
the vessel and the degree of vessel heel and trim. But even
the IR video proved a challenge to measure. The often blurry
video was recorded at night, from a circling plane, of a
pitching and rolling vessel, during a storm, with heavy seas
and no visible horizon. The degree of accuracy for
measurements of heel taken from the video was very coarse.
The video did provide clues to the naked eye of where the
center of rotation generally was located and the drafts of
the vessel could be measured with a reasonable degree of
accuracy. With these external measurements, JMS could begin
to create 'what-if' loading conditions with various fuel,
fresh water and ballast distributions and various flooded
compartment conditions.
After creating and examining hundreds intact and damaged
conditions, JMS narrowed the list to a handful of likely
scenarios that produce results similar to the vessel's
performance during the sinking sequence.
The intent of the examination ultimately was to prevent a
similar occurrence from happening again. Although no
definitive conclusions several lessons learned have already
been identified. It is critical that vessel masters maintain
an accurate accounting of all liquid loads and significant
deadweight items on board at all times. Tank level
indicators should be installed on all tanks to allow
real-time reading of actual tank quantities. Accurate draft
recording should also be made as well as checking for load
line submergence prior to departure. If a vessel is already
fully loaded before having listing problems, don't add more
ballast to attempt to correct the list. Both masters and
crew should have a certain level of understanding of vessel
stability.
Situational awareness is also critical. If the vessel is not
acting normally, report it to the master immediately, who in
turn should report it to their shoreside naval architects.
Detailed and accurate HECSALV models should be built and
tested before something happens. These tests may reveal
sensitive stability characteristics in a vessel design or
under certain loading or operational situations. And of
course, a HECSALV model may be needed in the middle of the
night when there is no time to build one from scratch.
VESSEL OPERATIONS SUPPORT AND MARINE SURVEYS
Research Vessel Support JMS has successfully completed a variety of research vessel
projects this year. JMS has unique qualifications related to
research vessels for surveying, naval architecture, and
marine engineering projects. JMS understands the importance
of defining science mission requirements of the vessel and
balancing them with the operational, regulatory, and budget
requirements. JMS also recognizes that the sea going
scientist is the end customer and the ship systems must
ensure that the vessel can serve the science mission
effectively and safely. Our ability to relate to vessel
crews as well as the sea-going scientists is an important
aspect of providing the most comprehensive service.
National Science Foundation This past year, JMS was awarded a contract to conduct vessel
inspections of the UNOLS research fleet on behalf of the
National Science Foundation. JMS has conducted over 70 of
these inspections during the past 10 years and has
successfully recompeted the contract on two occasions. UNOLS
is a consortium of 64 academic institutions with significant
marine science research programs that either operate or use
the U.S. academic research fleet. The research vessels in
the UNOLS fleet stand as the largest fleet of oceanographic
research vessels in the world. JMS reviews the safety
procedures for vessel operations and science evolutions
including 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. 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. Emergency drills are
also conducted during the underway phase.
In addition to several vessel inspections for NSF, JMS also
conducted vessel safety assessments for the Bermuda
Biological Station for Research (R/V Atlantic Explorer) and
the University of Delaware (R/V Hugh Sharp) this past year.
The 168 foot R/V Atlantic Explorer replaces BBSR's older
vessel the R/V Weatherbird II. Its research efforts will
take place primarily off the coast of Bermuda and range
throughout the Atlantic Ocean and into the Caribbean. The
146 foot, diesel-electric, R/V Sharp is a general purpose
Oceanographic Research vessel designed to have a low
radiated noise signature meeting standards based on the
hearing ability of fish so that the ship itself does not
influence the behavior of the fish being studied.
U.S. Geological Survey This past year, the U.S. Geological Survey (Department of
the Interior) contracted JMS to conduct a safety management
review of their research vessel operations. JMS previously
performed a comprehensive assessment of the research vessel
fleet and provided documented condition reports to be used
to evaluate the state of each vessel and its funding needs
in order to maintain an advanced state of readiness for
meeting the scientific research objectives of USGS. As a
result of the assessments, JMS recommended the development
of USGS policy to address the management and utilization of
its research vessel fleet to better ensure safety at sea,
prevent the occurrence of human injury or loss of life, and
avoid environmental and property damage.
Other research vessel projects JMS has been involved with
this past year include:
Design laboratory modifications and provide engineering
support for repowering the 180 foot R/V Lake Guardian.
Survey of Small Waterplane Area Twin Hull [SWATH] Japanese
research vessel.
Provide project management, engineering, and shipyard
support for NOAA's fisheries vessel, FSV Bigelow.
Conduct inclining tests and stability assessments of the
research vessels R/V Grayling and R/V Kaho on the Great
Lakes.
Design a bow thruster for the Connecticut Department of
Environmental Protection research vessel R/V John Dempsey.
FSV Henry Bigelow PSA Contract The US National Oceanographic and Atmospheric
Administration, NOAA, has contracted JMS to perform all Post
Shakedown Availability work on board the new NOAA Fisheries
Survey Vessel Henry Bigelow. The Henry Bigelow is 208 feet
long with diesel-electric drive that is designed to
eliminate virtually all radiated noise. The purpose is to be
able to closely monitor and sample populations of fish
without disturbing them in their natural habitat. The Henry
Bigelow will be home ported in the northeast after final
delivery.
JMS will provide engineering, shipyard management, and
vessel repair services for the vessel. The Henry Bigelow
will be docked alongside the Norfolk VA NOAA Marine
Operations Center after delivery from VT Halter Marine in
Pascagoula, MS where she was built. JMS will subcontract and
oversee the various work items to commercial marine repair
outfits primarily in the Norfolk area. Some of the more
involved work items include modification of the vessel's
anti-roll tank, reconfiguring portions of the sophisticated
fish handling system, and adding to the installation of the
scientific computer system that involves considerable
additional internal cable. The challenge will be to complete
all work items in a timely fashion to allow the ship to
commence scientific missions at the end of February 07.
DIVING SUPPORT
DIT Grows, Makes Campus
Improvements Divers Institute of Technology (DIT) has seen enrollment and
job placement on the steady rise again this past year. DIT,
located in Seattle, WA, is a subsidiary of JMS and provides
a fully accredited program of commercial dive training.
DIT recently completed a grueling re-accreditation review by
the Accrediting Commission of Career Schools and Colleges of
Technology (ACCSCT). DIT staff from all departments prepared
for months for this thorough 'inspection'. DIT was honored
to have received the maximum 5 year certification from the
US Department of Education approved accreditation agency.
DIT is also proud of recent campus improvements made this
past year. Brand new, larger, waterfront classroom buildings
have replaced the older ones and a new state-of-the-art
underwater video system was recently added to the Underwater
Television, Video and ROV program. The metal shop buildings
have been completely refurbished allowing the cutting &
welding instruction to now be conducted inside and
year-round.
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.
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.
Diving Operations at Bath Iron Works Since 1992 JMS has maintained a steady presence at Bath Iron
Works Corporation in Bath Maine. JMS initially exported a
DIT commercial diving course which trained a core group of
surface supplied capable divers. Along with the qualified
divers came the need for an outside nonunion representative
to oversee the safe and efficient day to day operation of
the diving services conducted at the yard. Through the years
due to attrition the dive team dwindled in numbers and the
requirement again came to provide additional training for
commercial qualified divers. JMS again provided that service
with an exported course conducted in early 1997. It has been
almost 10 years since that time and 14 years since the
inception of the original diving team. 3 members of the
original dive team still remain along with an additional 6
members who were trained during second exported DIT course.
Diving is only a part time vocation at the shipyard since
the production of new Arleigh Burke destroyers is the
primary emphasis. New ships only require minimal diving
support and are limited to mostly inspections of hull
appendages with occasional emergent repairs occurring
infrequently.
As in the past couple of years the majority of the diving
conducted at Bath Iron Works is in support of the shipyard
infrastructure. The shipyard has 4 piers with all the
associated pilings, floats and fendering systems. A 15 acre
Land Level Transfer Facility (LLTF) that incorporates over
700 concrete pilings, 25 cylindrical metal cells most of
which are 62 feet in diameter, 10 each sacrificial galvanic
anodes, and numerous other concrete and metal structures
that support this facility. Two different pump houses, one
on each end of the yard, a 750 foot long, 180 foot wide,
28,000 ton floating dry-dock, 3 sets of submerged grid-works
that the dry-dock berths on and numerous chains and
anchoring systems in support of the dry-dock.
The diving can be quite challenging due to extreme tidal
changes, the current of the Kennebec River, large ice flows,
and the sometimes extreme cold environment in the winter.
Hot water suits are the preferred method for diving in the
extremes but are not always possible during dry-docking
operations in the middle of the Kennebec River when scuba in
dry-suits with through the water communications must be
employed. Whenever the requirement exits for the inspection
of the submerged grid-works which are over 100 foot long and
8 foot wide and there are 6 of these in each set of
grid-works, scuba is also employed.
The diver's at BIW are part of over 5000 personnel working
in the shipyard and are employed primarily in their
respective trades when not diving. Communication within the
shipyard environment is essential and understanding of union
rules and regulations is necessary to fairly and equitably
remobilize the dive team and keep from incurring additional
grievances and costs. At the same time the successful
completion of the diving task in a safe and efficient manner
has continued to be part of JMS's on site 24/7 availability
over the last 14 years.
MARINE SCIENCE & TECHNOLOGY
Marine Archeology and Education in Southern Portugal JMS has supported 6 expeditions to Portugal with the Ocean
Technology Foundation (OTF), along with institutions from
the U.S. and Portugal since 2000. The most recent expedition
took place in southern Portugal this past summer to
investigate the remains of a 17th Century fort. Because of
attacks from Vikings, Muslims, and the United Kingdom
between the 8th and 16th Centuries, residents and armies of
Portugal built a series of fortresses along the southern
coast to protect important harbor ways and cities. Fort de
São Lourenço was built in 1653 in order to protect the
entrance to Olhão's harbor and the city it supported. The
fort was destroyed during a major storm event in 1824, with
archaeological remains that exist today. They lie underwater
in 0.5 to 2.5 meter depth, approximately 3 kilometers from
the mainland.
For 10 days in June 2006, eleven ambitious students from the
University of Connecticut joined our team of Portuguese and
American researchers in Olhão, Portugal. During the
expedition students and researchers worked collectively to
explore aspects of Portugal's Archaeological heritage, and
to learn essential archaeological surveying skills such as
mapping, compass navigation, and plotting structures to
scale at the site. The team used a large vacuum-like device
to excavate specific locations at the site. Pieces of
ancient pottery and charred wood below the sandy bottom were
found, all clues to previous human life in the fort. Three
cannons and a 2.5 meter diameter, circular stone structure
are prominent features at the site. A highlight of the
expedition was the hands-on learning experience and cultural
exchange opportunity for the students.
North Cape Lobster Restoration Program Completed The restoration plan realized its goal on June 23, 2006 by
placing a V-notch in the tail flipper for the last of 1.248
million lobsters. A celebratory event was held in
Providence, RI on Aug. 10, 2006 with Rhode Island Governor
Donald L. Carcieri, Senator Jack Reed, federal officials
from NOAA's National Marine Fisheries Service and the U. S.
Fish & Wildlife Service, representatives from the commercial
fishing and oil shipping industries, as well as Rhode
Island's Department of Environmental Management to
acknowledge the success of the program. The effort lasted
more than six years in order to restore Rhode Island's
lobster population due to significant impact from an oil
spill.
The North Cape, a 340-foot oil barge, ran aground off
Moonstone Beach, RI in 1996 after its tug received damage
from a severe winter storm and ensuing fire. More than
800,000 gallons of home heating oil spilled into the waters
resulting in death to an estimated 9 million lobsters, and
other marine life and birds. Following the oil spill, a
Board of Trustees developed a restoration plan for those
lobsters lost, and OTF was hired to carry out that plan.
With facilitation from JMS and Jamestown Marine Offshore,
OTF hired and trained 91 observers and worked with over 150
fishermen in RI and MA to complete the project. In a
prepared press release statement, Governor Carcieri said,
“this partnership between Rhode Island's fishermen and
marine biologists has been a tremendous success. It has
helped to restore our lobster population, and it has ensured
that this important piece of our economy will continue.”
President of the Rhode Island Lobstermen's Association,
Lanny Dellinger, noted, “…this project is a perfect example
of industry working together with state and federal agencies
to accomplish a positive outcome for the resource.”
OTF Completes 2006 Expedition to Find Bonhomme Richard JMS is providing engineering and technical support to the
Ocean Technology Foundation's (OTF) to locate the remains of
this historic naval warship Bonhomme Richard including the
development of the team's search area based on computer
drift simulations. The first expedition to find the remains
of John Paul Jones' famous vessel was completed this summer.
The expedition took place 20 miles off the coast of England
in the North Sea from 17 July though 19 August.
The Bonhomme Richard was captained by John Paul Jones during
the most important single ship naval battle of the American
Revolution. John Paul Jones is perhaps best known during
this battle for making his infamous cry, “I have not yet
begun to fight!” Finding the remains of this national
treasure has been compared in historical significance to the
discovery of the wreck of the Titanic.
The expedition team was able to survey for 21 days. Only 10
days of bad weather prohibited magnetometer and side scan
sonar operations. The team announced that nearly 70% of its
planned search area was covered during this season's
expedition. The team was thrilled that the weather was
favorable enough to allow so much delicate work in such an
unforgiving part world.
The team was also excited to report that they located four
wrecks sites that look promising. They intend to return next
year with a remotely operated vehicle (ROV) for a more
detailed survey. The four wrecks were located within the 50
square mile search area that was developed by JMS using
computer simulation. Hundreds of eyewitness accounts
recorded during the 1779 battle were used to reconstruct a
complex timeline of events surrounding the vessel's final
hours afloat. The Bonhomme Richard drifted for 36 hours
after the battle before it sank somewhere off the Yorkshire
coast of England. Using the timeline of eyewitness accounts
and dozens of drift simulations of a computer generated
drifting Bonhomme Richard they developed the team's final
search area. JMS's method for finding the final resting
place of the vessel has never been employed before - and
never to locate a ship that was lost over 225 years ago.
Returning next year with an ROV will enable the team to get
a better view of the target sites, and to take video and
still images for further analysis. Processing of the
magnetometer and sidescan data gathered this summer will
take place over the next couple of months to make a mosaic
of some of the wreck sites and to get a better idea of how
the debris fields are laid out. They also expect that when
all of this year's data is analyzed, there will be
additional sites that warrant further exploration. The
toughest challenge will be securing funding for next year's
expedition.
The following expedition objectives were met:
Produced a comprehensive Geographic Information Systems
(GIS) map and database of potentially significant cultural
resources, and surface geologic features in the project area
where the Bonhomme Richard is believed to have sunk.
Systematically mapped the seafloor in the project area
using magnetometry and high-resolution acoustic data that
can be used for a variety of base maps, GIS coverage, and
scientific visualization methods.
Began the interpretation and prioritization of individual
magnetic anomalies, anomaly complexes, and acoustic targets
according to potential cultural significance and association
to Bonhomme Richard.
Promoted awareness and appreciation in students, educators
and the public of Captain John Paul Jones, the Battle of Flamborough Head, and the historical significance of the
battle.
The project's outreach and education efforts met with great
success. Nine presentations were made to school groups in
Bridlington (England) and the surrounding towns. More than
300 students from ages 9 -17 attended these presentations. A
website delivered weekly expedition updates and photos.
Three presentations for the public were conducted and
expedition team members also spoke at various local
meetings. A press conference was held during the expedition,
and members of the media were also invited to join the
expedition for a day. Press coverage was substantial via
television, radio, and newspapers, both in the U.K. and the
U.S. The History Channel filmed portions of the expedition
for a future documentary.
For more information about the expedition and for ways that
you can help, please visit:
www.bonhommerichard.org.
OTHER NEWS
New Hires Bill Foster joined JMS in June of 2006 as a naval architect.
He recently graduated from Memorial University of
Newfoundland and Labrador in May 2006 with a Bachelor of
Engineering in Ocean and Naval Architectural Engineering.
Prior to University as well as while studying he spent
several summers sailing aboard tall ships, gaining sea time
and hands on experience in the maintenance and operation of
aging wooden and steel sailing vessels. As part of his
engineering program he interned with a number of marine
industry related firms, gaining experience in various
segments of the industry. As an intern for the Ocean
Technology Centre in St. John's NFL he assisted in the
development of a new concept design for a multi-species
fishing vessel for the Newfoundland fishery. The concept
design used the latest technology in the harvesting and
handling processes to ensure a high level of productivity
while guaranteeing the best possible end product. During his
time with Aker Marine in Vancouver, he performed the
structural design for a new ROV support vessel for the
offshore oil and gas industry in the Gulf of Mexico, under
the guidance of the lead engineer. Bill spent an internship
with the National Research Council of Canada, at the
Maritime Technology Centre located in St. John's
Newfoundland. During his time there he participated in tow
tank tests in the ice tow tank and preliminary analysis on a
Podded Propulsor design. The tests were conducted in order
to assess the loadings a Podded Populsor may encounter when
operating in ice, in both a tractor mode and pusher mode.
Bill spent two internships with Canadian Sailing Expeditions
(CSE) as a naval architect. He participated in the
conversion of the 245' motor vessel Caledonia into a
three-masted sailing barquentine to be operated by CSE along
the eastern seaboard. He also participated in the design of
the interior arrangement and associated systems design for
the refit of the sailing vessel True North. Bill is
currently involved in a variety projects with JMS, and is
expanding his knowledge with software programs such as Algor
FEA, Rhinoceros 3D, HECSALV and AUTOCAD.
Sikder “Habib” Rahman joined JMS this past February. He
earned his Bachelors and Masters of Science degrees in Naval
Architecture and Marine Engineering from Bangladesh
University of Engineering & Technology (BUET). His Masters
thesis was a study of “Free Fall Lifeboats in Regular
Waves”. He has over 4 years experience in shipbuilding
construction and repair and some salvage related experience
from when he began his engineering career in Bangladesh.
During his previous employment with the May Ship Repair
Company in Staten Island, NY, he supervised the construction
of a 1,000 LT barge and a 150'x80'x6' dry dock. Mr. Rahman
is currently involved in a number of projects utilizing
HECSALV for salvage engineering model development and other
engineering support roles.
Copyright 2006, JMS Naval Architects and Salvage Engineers.
