|
JMS Hands On 2008
Table of contents:
Engineering and Design
Vessel Operations Support and Marine
Surveys
Diving Support
-
DIT Receives Education Industry Award
-
BIW Dive Team Marks Their 15th Year
Marine Science & Technology
-
OTF Completes Second Expedition to
Find Bonhomme Richard
-
JMS and OTF Complete Seventh
Archeology Expedition in Portugal
-
JMS and OTF Introduce 8th Graders to
Careers in Naval Architecture
Other News
ENGINEERING & DESIGN
Tug Fleet
Modernization Underway at Reinauer
JMS is providing engineering, shipyard management, and
owner's representation services to Reinauer Transportation
Companies during a major tug fleet modernization project.
The project entails converting traditional, 30-year old tugs
to articulated tug-barge units (ATB's) with the installation
of JAK-400 pin systems. The tugs will push RTC's new 80,000
barrel tank barges currently under construction.
Additional work includes removing the existing towing
winches and replacing with towing bitts and capstans for
emergency towing operations. JMS also designed raised pilot
houses for each tug to allow increased ranges of visibility
when pushing the barge from the notch. In several cases a
third ship’s service generator was added as well as
additional crew accommodations to handle the barge crew. JMS
is also designing fairings to be fitted to the JAK-400
blisters to aid water flow around the fore body of the
vessel. The fairings will provide additional waterplane to
the vessel, improve stability characteristics, reduce bow
wave generation and improve fuel efficiency.
JMS performed an initial vessel inclining test on each
vessel to establish the baseline lightship prior to the
vessels entering the shipyard and determine if the vessels'
stability characteristics would be adversely affected by the
pin system installation. In each case it was determined that
the vessels would not be able to comply with the current
USCG stability requirements for towing vessels without
significant modifications being made. JMS designed
innovative ways to ensure each vessel would pass the
stability criteria while still providing a safe and
efficient vessel to operate. Some of the modifications
entailed the addition of deckhouse structure, extending the
existing foc's'le decks and providing an enclosed poop deck
over the steering flat aft to provide additional reserve
buoyancy. Fuel, water and ballast tanks also had to be
reengineered.
JMS obtained reduced freeboard assignments, conducted the
final inclining test and stability assessment, and obtained
the final Load Line certificate for the 3,000 hp Stephen
which was put into service in June 2007. Work on three
additional tugs is in progress including the Joanne, Dace,
and Lucy. All shipyard work is being completed at Feeney
Enterprises in Kingston, NY.
Complex Tug
Launching Operation for U.S. Shipping Tug Freeport
Mammoet Canada Eastern Ltd contracted JMS to provide
engineering support for a complex launching operation of the
ATB tug Freeport being constructed for US Shipping. The
12,000 HP tug is 150 feet long and weighed over 1,200 long
tons. The tug had to be moved approx. 300 feet across the
shipyard from where it was being built and transferred onto
a floating barge.
JMS worked closely with Mammoet to develop a cradle design
to be used with the heavy lift hydraulic transporters. The
transporters used for the operation presented unique
challenges to the design of the cradle which is comprised of
a series of eight saddles. The saddles are positioned along
each side of the vessel with no transverse structure tying
the system together. The saddles were positioned to support
the tug via transverse bulkheads and deep frames.
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
to be located along the hull. The models were then imported
into finite element analysis software. Loads were derived
based upon the information regarding the loadout schedule,
and a series of checks were performed. Further, only four of
the saddles could be used for jacking points in the first
and final phase of the loadout. This resulted in much higher
load concentrations for the four saddles than the remaining
eight saddles. The scantlings for four jacking saddles were
necessarily adjusted to reflect the increased stresses
associated with the jacking operation.
Most of the saddles were fabricated onsite, while several
were fabricated offsite in order to expedite the aggressive
schedule. JMS performed inspections during the fabrication.
The individual saddles were fitted to the tug while JMS was
simultaneously tasked by Mammoet to assess the existing
site's dry dock to the satisfaction of US Shipping's
insurance underwriter. JMS performed a detailed analysis of
the dry dock in conjunction with the underwriter to
determine if an alternate approach would be necessary.
The assessment determined that the dry dock structure would
not be adequate for the loadout procedure. The concentrated
loads imposed by jacking the tug from the transporter height
to the blocking height would be too great for the existing
structure. JMS explored options to strengthen the dry dock
but the vessel owner's time line necessitated an alternative
approach.
Mammoet and JMS proposed chartering a suitable deck barge
and modifying the loadout procedure to load the tug onto the
deck barge. The barge would then be towed to a suitable
graving dock where the barge would be docked. The cradles
would be removed from the tug allowing other work to be
continued to make the tug ready for service. The barge would
then have scuttling holes cut and the graving dock flooded,
allowing the tug to float free and towed out of the graving
dock. The graving dock would then be pumped dry and the
barge would be made tight and re-floated again. This
proposal, while expensive, would ensure a safe loadout and
launching of the tug and better suit the needs of the US
Shipping. US Shipping accepted the proposal.
Mammoet modified the loadout procedure to suit the available
deck barge as well as having a bathymetry survey performed
of the loadout site to ensure a safe operation. JMS
developed a sea fastening arrangement to make use of the
existing cradles in accordance with the underwriter and US
Shipping's requirements. The loadout was completed in early
January 2007. JMS inspected the deck barge with tug loaded
aboard, prior to its tow to the graving dock in Bayonne, NY.
JMS determined the proposed sea fastening arrangement would
be suitable for the coastwise transit. The barge with tug
onboard was towed to NY where the operation was completed as
designed.
Load Testing New
Lift Dock for Mystic Seaport Preservation Shipyard
At the request of Blakeslee Arpaia Chapman (BAC), and their
client, Mystic Seaport Museum, JMS developed the loading
procedure for the newly constructed Henry B. DuPont
Preservation Shipyard Lift Dock Replacement Project. A
Syncrolift system was selected and lift system designed to
handle the docking of the Seaport's 133-foot, 313-ton
flagship vessel, Charles W. Morgan. The system consists of
four pairs of synchronized winches designed for a maximum
platform load capacity of 696 long tons. The Syncrolift
articulated platform ensures that ship loads are
determinately distributed to respective hoists.
The purpose of the load tests was to subject the platform,
foundations, hoists, wire ropes, power supply and control
system to the maximum permissible load to prove the
integrity of the design and construction. The test was
conducted to satisfy the Lloyd's Register Code for Lifting
Appliances in Marine Environments. The platform and lifting
mechanisms were tested at 50% load and at 100% load.
JMS developed a procedure to use a 90' x 30' x 8' BAC deck
barge on the lifting platform and partially filling
compartments of the deck barge with fresh water to generate
sufficient deadweight. JMS developed a blocking plan to
support the deck barge during the load test. It was
necessary to provide sufficient blocking to support the
barge structure adequately with the considerable weight of
water that would be contained in the barge compartments
during the 100% load test. The deck barge was then
re-floated after each test and relocated on the lifting
platform. In this way, the test weight, comprising the deck
barge lightship and the water ballast, could be shifted
where necessary to test all the lifting apparatuses.
JMS personnel were on site for the test to address
variations in the load test procedure as circumstances
required. Due to variations in tank contents and the
blocking height over the platform, obtaining the required
test loads on the individual winches was challenging. The
actual onsite test required large variations in tank
contents as well as using the concrete blocks to obtain the
desired loads on individual winches and beams. In several
instances reducing the blocking height at peak load
locations was required to better distribute the deadweight.
The test was completed in June 2007 and since that time
Mystic Seaport has been successfully using the lift dock to
perform routine maintenance on Seaport vessels.
Freedom Schooner
Amistad
JMS performed an inclining test on the Freedom Schooner
Amistad, in preparation for her 18 month “Atlantic Freedom
Tour.” An inclining test was conducted to ensure that the
vessel's stability characteristics were not adversely
affected by recent modification work. Freedom Schooner
Amistad set sail this past summer from New Haven on a
14,000-mile transatlantic voyage to Great Britain, Lisbon,
West Africa, and the Caribbean to commemorate the 200th
anniversary of the abolition of the Atlantic slave trade in
Britain (1807) and the United States (1808).
JMS conducted the inclining test with the schooner docked at
Mystic Seaport where the vessel was built in 2000. She had
been undergoing final outfitting there prior to setting sail
on her voyage. Because of her size and configuration, the
Amistad presented a special challenge to the JMS inclining
team. One of the two pendulums had to be hung high in the
tall ship rig in order to obtain the required deflection
needed for accurate results. Amistad's deck required
additional support from below because of the concentrated
weight of the lead bricks used for inclining weight. In
addition to the pendulums, JMS utilized an electronic
inclinometer to measure test angles of heel. The instrument
was set up on deck on a cabin top. Although the 80 foot long
Amistad weighs over 130 tons, she was prone to movement
during the test due to breeze and Mystic River currents.
Freedom Schooner Amistad, a replica of La Amistad, was built
in Mystic Seaport, Mystic, Connecticut, using traditional
skills and construction techniques common to wooden
schooners built in the 19th century. La Amistad became a
symbol in the movement to abolish slavery after a group of
African captives aboard revolted. Its recapture resulted in
a legal battle over their status. The story is well
documented in the Steven Spielberg movie, “Amistad”. The
Amistad's Atlantic Freedom Tour is retracing the infamous
slave industry triangle with stops at nearly 20 ports that
played a significant role in the trade. The Amistad hopes to
complete her voyage in August 2008. Go to:
www.amistadamerica.org for more information.
PSA Support for
NOAA FSV Bigelow Nears Completion
JMS has completed most of the Post Shakedown Availability (PSA)
work on board the new National Oceanographic and Atmospheric
Administration (NOAA) Fisheries Research Vessel Henry B.
Bigelow. The Bigelow is 208 feet long with diesel-electric
drive that is designed to eliminate virtually all radiated
noise. The purpose is to closely monitor and sample
populations of fish without disturbing them in their natural
habitat.
The vessel arrived dockside at the Atlantic Marine
Operations Center in Norfolk, VA in December 2006 after
delivery from VT Halter Marine in Pascagoula, MS where she
was built. Beginning in January 2007, JMS coordinated and
managed close to $4 million of work performed by several
commercial marine repair firms primarily in the Norfolk
area. Some of the more involved work items were modification
of the vessel's anti-roll tank, reconfiguring portions of
the sophisticated fish handling system, installing high-tech
fish data collecting equipment in the Fish Lab, installing
the internal electronics of the state-of-the-art sonar
system, and adding features to the ship's scientific
computer system. JMS met the challenge of completing all
work items in time for end of February departure.
The Henry Bigelow will be home ported in the northeast.
Currently the ship is docked in Newport R.I. for final tests
being conducted on the trawl fishing system as well as the
onboard operations and scientific systems. As the ship gains
fishing and operating experience, new modifications have
become apparent. Several modifications and repairs have been
performed in Newport under JMS oversight including trawl
hydraulics and net gear stowage modifications. Additional
work will be completed in Norfolk, VA during the winter of
2007-2008.
Repowering the R/V
Lake Guardian
JMS is currently providing naval architecture, marine
engineering and shipyard management support to the Great
Lakes Research Vessel Lake Guardian. The vessel is to be
re-powered and will undergo extensive deckhouse
modifications to enlarge the science laboratories. JMS has
already provided the preliminary design and wrote the
technical specifications for the project.
The 180-foot Lake Guardian is the largest research and
monitoring vessel in the US EPA Great Lakes fleet. She is
operated by Cetacean Marine and her science missions are
carried out by the Chicago-based Great Lakes National
Program Office of EPA. GLNPO monitors the state of the Great
Lakes ecosystem through sampling of water, aquatic life,
sediments, and air.
R/V Lake Guardian is to be re-powered from two CAT D399 main
propulsion engines to two Cummins QSK-38M Tier 2 12-cylinder
engines with modern electronic controls and instrumentation.
JMS was initially hired to consult with EPA and Cetacean
Marine to evaluate various engine options. When the
selection was finalized, JMS wrote the shipyard technical
specification for the installation of the Cummins engines
and engineered the interface between these engines and the
existing systems and structure including shaft and
propellers, fuel and coolant piping, and foundations.
Currently the vessel operates with four temporary lab vans
installed on the aft deck. While the temporary nature of
these vans is meant to provide flexibility, (labs may be
changed out for different missions) they are treated as
permanent. These vans are being removed, and a permanent lab
is being erected in their place. This will allow the vessel
to have one large laboratory space with permanent structure,
electricity, plumbing, and climate control. In addition, the
new deck space over the laboratory provides a platform for
two winches: a SeaMac winch currently installed on the aft
deck will be relocated and a new Triaxus winch is being
added. JMS designed the structure of the new deckhouse and
prepared plans for submittal to ABS along with
specifications for shipyards to bid.
Great Lakes Towing in Cleveland, OH was awarded the shipyard
contract to perform these modifications. JMS is assisting
Great Lakes Towing by providing shipyard engineering support
and completing as-built drawings. Following completion of
the modifications, JMS will also perform an inclining
experiment and stability calculations for submittal to ABS
and provide and CargoMax loading program for the crew to
perform loading calculations while underway.
Ship Structures Committee
JMS continues revising the educational section of the Ship
Structures Committee (SSC) website:
www.shipstructure.org/case_studies.shtml.
This 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, contact Susan Salancy:
susan@jmsnet.com.
JMS Works with
History Channel on New Titanic Documentary
Last fall, JMS was approached by Roger Long Marine
Architecture (RLMA) and Lone Wolf Documentary Group to work
with their team on a documentary program for the History
Channel. The project involved detailed engineering analysis
of new theories developed about the true break up sequence
of the Titanic. The results of JMS' work formed the
conclusion of the team's two-part documentary program.
Many have attempted to determine the Titanic's flooding and
breakup sequence over the years but according to RLMA, no
one with JMS' level of salvage engineering expertise has
been involved in the previous studies. Long held assumptions
of water overtopping the low bulkheads had never been
confirmed and seemed unrealistic. The boiler rooms were hot,
smoky, and noisy places. RMLA believes the builders would
have made every effort to isolate those fumes from passenger
areas so those boundaries would have been actually tighter
than watertight. Water was not going to flow over bulkheads
and down into boiler rooms as had been suggested. The hull
attitudes during the sinking seem to explain the patterns
seen in the steel debris which indicate quite a bit more
residual buoyancy in the bow than typically envisioned. Lone
Wolf hired JMS to see if they could substantiate RLMA's
theories with a thorough forensic engineering examination.
JMS began by developing a digital model of the Titanic's
hull and superstructure using HECSALV salvage engineering
software. The computer model would be used for the
calculation of hydrostatic and stability characteristics, as
well as hull bending moments. Both the main and secondary
watertight compartments in the forward half of the vessel
were modeled for determination of damaged compartments
volumes, flooded weight and free surface.
Using a range of “design waves”, JMS then determined the
hull girder bending moment with the design wave crest at
various locations along the hull. The hull girder bending
moment was also calculated for steps of progressive flooding
according to the scenarios specified by RLMA and up to a
trim angle of 10 degrees forward. The “design” bending
moment and actual flooded bending moment were then compared.
A great deal of time and effort was spent to resolve
differences between flooding conditions based on various
historical research.
JMS investigated multiple progressive flooding scenarios in
order to determine the most likely trim angle at which
maximum hull girder bending moment would equal the design
wave condition and the angle at which the bending moment
exceeded the design wave condition.
JMS also examined transverse and longitudinal reserve
stability at the 10 degrees trim under all the progressive
flooding scenarios. Under all these scenarios JMS determined
the point at which the vessel lost longitudinal stability.
It was found that the predicted flooded bending moments
exceeded the predicted “design” bending moments in excess of
two times. If damage to the hull girder occurred as a result
of the flooding condition and associated bending moment,
this would not necessarily indicate the vessel was
insufficiently designed, disproving the hypothesis of the
documentary.
Two days of filming took place at JMS offices in Groton, CT
that included both one-on-one interviews with JMS engineers
and round-table panel discussions between them and experts
from around the country and the world. JMS engineers
demonstrated the results of their work with real-time
calculations performed using the computer models they
developed.
The second of this two-part documentary aired
internationally this past June on the History Channel.
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.
American Bureau of Shipping
Non tank vessel salvage engineering computer models (7)
Allied Transportation
Tug deadweight survey
AMISTAD
Sailing vessel inclining test
ARGONAUT
Sailing vessel stability review
Bath Iron Works
Diving program management
Blakeslee Arpaia Chapman
Crane barge stability and load charts
Synchrolift load test
Boston Duck Tours
Expert witness
Amphibious passenger vessel stability assessment
Cetacean Marine
Research vessel repowering and deck house redesign
Columbia University
240-foot seismic research vessel survey
Crofton Diving Industries
Crane barge stability assessment
Dominica Registry
Admeasurement survey
Supply vessel plan review
Feeney Enterprises
Steel lofting/nesting
Crane barge stability assessment
FloatLogic
Buoyancy feasibility study
Great Lakes Towing
Tug admeasurement survey
Shipyard engineering support
Industria Studios
Photo studio vessel conversion and engineering
LMS Shipmanagement
821-foot Container & Roll-on/Roll-off vessel stability
Lone Wolf Documentary
TITANIC documentary support
Mammoet
Tug launching engineering support
Overseas Shipholding Group (OSG)
Tank barge fleet computer loading program support
Tug fleet salvage engineering computer modeling
Mass Fabricating & Welding
Scallop vessel inclining test and stability assessment
Scallop vessel admeasurement survey
Mobile Bay Ferry
Passenger vessel prepurchase survey
National Crane Inc.
Lifting beam structural assessment and design
NOAA Fisheries Research Vessel shipyard engineering support
Research vessel crane design support
National Response Corp.
Tank barge salvage engineering computer modeling
National Undersea Research Center
ROV tether strength analysis
NUSTAR Energy
Tank barge salvage engineering computer modeling
Poling & Cutler Marine Transportation
Tank barge salvage engineering support
Tank barge structural assessment
Portman & Raley
Expert witness
Winslow Marine
Crane barge design
Reinauer Transportation
Tank barge structural assessment
Tug ATB conversion engineering support
Tank barge ballast plan
Tank barge fleet computer loading program support
Tank barge salvage engineering support
Tug stability assessment
Tank barge Benzene stability assessment
SAVVY
Yacht survey
Turner Construction
Governors Island Ferry survey
Vessel maneuverability study
US Alliance
NASA liftboat survey
US Geological Survey
Research vessel accident investigation
Research vessel stability assessment and ballast plan
Valero
Tank barge stability assessment and deadweight survey
WF Magann
Crane barge design
VESSEL OPERATIONS SUPPORT AND MARINE SURVEYS
JMS Awarded U.S.
Polar Program Review Contract with NSF and USCG
In July, JMS was awarded a contract to review and provide
technical service support to the National Science Foundation
(NSF) and U.S. Coast Guard (USCG) Annual Program Plan for
the U.S. polar icebreaking fleet. In 2006, the $70 million
USCG budget for the polar icebreaking fleet was transferred
to the NSF by executive order. The fleet consists of three
vessels: Polar Star, Polar Sea and Healy.
Under this contract, JMS will evaluate and make
recommendations to the proposed Intermediate and Depot
Maintenance plans and budgets. Recommendations will indicate
whether they are relevant to achieving short- or long-term
availability or both.
JMS has already conducted a series of ship surveys in
Seattle and interviews with US Coast Guard engineers in
Oakland, Baltimore and Washington DC to determine
recommendations that identify primarily what is needed to
keep the ships safe and in an operating status throughout
the vessels' remaining planned life cycle. JMS is advising
NSF and the USCG on reasonableness and necessity of planned
maintenance using established USCG naval engineering
business rules and maintenance procedures. The maintenance
objective is to preserve the inherent design levels of
reliability, performance and safety with respect to cost
practicality, system down-time, manpower, tools and
materials. JMS is also advising NSF and the USCG on areas
that require investment beyond the current budgets to insure
operational reliability and safety and also where savings
and efficiencies may be gained. JMS will also consider how
any recommended changes to the planned maintenance or
proposed budget may impact safety and/or the ability to meet
environmental and operational requirements.
The United States has enduring national and strategic
interests in the Arctic and Antarctic and the importance of
these regions is growing. In the north, the United States
has territory and citizens above the Arctic Circle. In the
south, the U.S. maintains three year-round scientific
stations to assert U.S. presence and assure U.S. leadership
among the nations that are signatories to the Antarctic
Treaty. To achieve national purposes in both polar regions,
the nation needs to be able to access various sites
throughout these regions at certain times of the year,
reliably and at will. Assured access to the polar region
requires polar icebreaking ships capable of operating in a
variety of challenging ice conditions. Over the past several
decades, the U.S. supported its polar interests with a fleet
of four icebreakers. The current fleet includes three
multi-mission ships that support USCG missions as well as
science and one single-mission ship operated by the NSF that
is solely dedicated to scientific research.
The Polar Star is currently in “caretaker” status and is
expected to remain so for the foreseeable future. The Polar
Sea is currently operational, and is expected to remain so
for the foreseeable future. The Healy is currently
operational, and is expected to continue to support Arctic
operations through 2030 and possibly beyond.
Polar Sea's three shafts are turned by either a
diesel-electric or gas turbine power plant. Each shaft is
connected to a 16-foot (4.9-meter) diameter, four-bladed,
controllable-pitch propeller. The diesel-electric plant can
produce 18,000 shaft horsepower (13,425 kilowatts) and the
gas turbine plant a total of 75,000 shaft horsepower (56
MW). With a sturdy hull and high power to back it up, the
13,000-ton Polar Sea is able to ram her way through ice up
to 21 feet thick and steam continuously through six feet of
ice at three knots. Polar Sea holds three notable records.
It is one of only three ships that has ever completely
transited the Arctic Ocean and circumnavigated North
America. She was also one of only two North American surface
vessels to reach the North Pole.
USCGC Healy is a research icebreaker put into commission in
1999. Designed to conduct a wide range of research
activities, Healy provides more than 4,200 square feet (390
m²) of scientific laboratory space, numerous electronic
sensor systems, oceanographic winches, and accommodations
for up to 50 scientists. Healy is also designed to break 4.5
feet of ice continuously at three knots and can operate in
temperatures as low as -50 °F (-45 °C).
DIVING SUPPORT
DIT Receives Education Industry Award
In October 2007, Divers Institute of Technology (DIT) in
Seattle was a recipient of the School of Distinction Award
from the Accrediting Commission of Career Schools and
Colleges of Technology (ACCSCT). This award recognizes
member schools that have demonstrated a commitment to the
expectations and rigors of ACCSCT accreditation, as well as
a commitment to delivering the highest quality educational
programs to their students. Through this award it is the
Commission's intent to recognize the importance of this
significant achievement, including completing the
accreditation process without stipulation and DIT's timely
submission of reports and fees required of an ACCSCT
accredited institution. The 2006 - 2007 School of
Distinction Award recognizes institutions that successfully
completed the accreditation process and were reviewed by the
Commission from May 2006 through May 2007. Congratulations
to all the staff and faculty who continue to deliver the
highest quality education to commercial divers in training.
Other news:
DIT is now offering Kevin Griffeth Scholarship awards to
qualifying students. The top scoring graduate in every class
will receive a $1,000 scholarship award at graduation.
Class sizes at DIT are always on the rise. New classes start
every month and average between 25-28 students each. DIT
expects to graduate 250 students in 2007. New classrooms
have been built on DIT's waterfront campus to accommodate
the growing student population. DIT work placement is
currently averaging 92% secure employment before students
graduate. Every student has job offers upon graduation from
the seven-month curriculum.
BIW Dive Team Marks Their 15th Year
Another busy year has passed for the Bath Iron Works (BIW)
dive team. JMS has been fortunate to have provided and
maintained a consistent professional safe advisory and
supervisory role of both surface supplied and scuba diving
at BIW. At this writing we are into our 15th successful year
without incident! The 2006/2007 underwater operations once
again supported the manufacture of three new Arliegh Burke
destroyers and the shipyard infrastructure to launch and
maintain these modern and highly sophisticated warships.
The majority of the diving for the past few years 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.
Additionally, pier/piling, cathodic anode, and pier cell
inspections, along with pressure washing of the dry-dock's
18 sea suction grates, compromised most of the diving
support at BIW. 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.
Back in 1992, JMS was contracted by BIW to provide
commercial diver certification to the original six BIW
divers. A few years later the need to train an additional
six divers was again accomplished. Today out of those
twelve, nine are still employed when needed away from their
primary trades to support diving operations. Through the
years they have honed their underwater skills together to
provide a wide range of capabilities both in surface
supplied and scuba diving. Due to the wide range of
environmental conditions experienced in Bath, Maine, coupled
with changing work demands, the ability to shift from one
diving capability to another has evolved into a smooth
working relationship with all concerned.
BIW has been given the opportunity to build the first of a
new class of DDX-1000 destroyers and is currently in
negotiation to possibly build ships for the US Coast Guard.
A former sulfur carrier is currently in dry dock. The bow
has been removed and replaced, new keel coolers, fore & aft
bow thrusters and auxiliary propulsion units have also been
installed. An additional sulfur carrier is slated for the
same modifications once the first one is complete.
The ability to adapt to and safely execute whatever
underwater task may develop, coupled with 15 successful
years of commercial diving experience provides an invaluable
tool for any shipyard. JMS will continue to provide a
round-the-clock diving capability that oversees the safe and
professional execution of all diving operations to BIW.
MARINE SCIENCE & TECHNOLOGY
OTF Completes Second
Expedition to Find Bonhomme Richard
The Bonhomme Richard (BHR) was the flagship of the American
Revolutionary naval war hero, John Paul Jones. The BHR sank
on 25 September 1779 during a ferocious three-hour battle
off the Southeast coast of England with the better-equipped
and better-manned British warship HMS Serapis. Jones is best
known for this fight, which is considered the greatest
single-ship engagement of the war, and for shouting the
legendary battle cry, "I have not yet begun to fight!"
Although he was victorious and captured the enemy warship
Serapis, the badly damaged BHR eventually sank after
drifting for 36 hours and all efforts failed to save her.
The Ocean Technology Foundation (OTF) and its partners have
completed Year Two of the Search for the Bonhomme Richard,
conducting Remotely Operated Vehicle (ROV) operations aboard
the R/V Oceanus in August. Vessel time was generously
provided by the Office of Naval Research. The US Navy's
Office of the Supervisor of Salvage conducted the ROV
operations onboard the Oceanus. In spite of some adverse
weather conditions and a relatively short three days at sea,
the cruise was very productive in that the team was able to
definitively eliminate two of their four highest probability
sites. One wreck site appeared to be a cargo of large blocks
of cut stone and another was a well head which marks an
offshore drilling site. The search team also visited a third
target that was completely buried by a sand wave and was not
conducive to exploration by an ROV. Due to the very dynamic
North Sea environment, it is not unusual for objects on the
seabed to become covered and uncovered by sand waves. In
addition to conducting work from a floating offshore
platform in a harsh environment, even from a
state-of-the-art research vessel such as the Oceanus, a
seabed in constant flux adds an extra layer of challenges to
delicate, deep water archeological work.
According to the archeologists on the expedition, several
other targets were ruled out because they appeared to be
modern shipwrecks. Data gathered from the expedition has
allowed the team to further narrow their search area as they
continue moving forward with the project. They will continue
their efforts with the aim of mounting another expedition
next summer to conduct additional remote sensing operations.
The Ocean Technology Foundation (OTF) is a non-profit
501-(c) 3 organization whose mission is “to foster
excellence in ocean exploration, marine research, and
education, and to promote commercial development with an
emphasis on underwater activities.” JMS provides marine
engineering, technical expertise, and staff support to the
foundation. OTF together with JMS and other organizations
continue to develop national and international programs. OTF
is seeking sponsorship for next year's expedition. For more
information, or if you would like to become a sponsor,
please visit: www.bonhommerichard.org or call OTF at (860)
405-1198.
JMS and OTF Complete
Seventh Archeology Expedition in Portugal
In November 2007, JMS once again supported the Ocean
Technology Foundation (OTF), along with institutions from
the U.S. and Portugal, on its 7th expedition for the
Science, Education, and Marine Archeology Program in
Portugal (SEMAPP). Building on work accomplished in 2005 and
2006, the international team of researchers and students
conducted sub-bottom profiling at the site of a 17th Century
fort currently in ruins and underwater. Fort de São Lourenço
was built in 1653 in order to protect the entrance to a
harbor city called Olhão, an important community for trade
and commerce. The fort was destroyed during a major storm
event in 1824, and archaeological remains lie underwater in
0.5 to 2.5 meters depth, approximately three kilometers from
the mainland. Three cannons and a 2.5 meter diameter,
circular stone structure are prominent features at the site.
In 2006, remains of Fort de São Lourenço at the
sediment/water interface were investigated and mapped. In
2007, analysis of sub-bottom profile data is expected to
provide information about remains buried in the sediment
that are not otherwise visible. In addition, JMS and OTF are
facilitating a formal agreement between the University of
Connecticut and the University of The Algarve (Portugal)
that will include cooperation and exchange among professors,
researchers, and students while using SEMAPP as a catalyst
for the agreement.
JMS and OTF Introduce 8th
Graders to Careers in Naval Architecture
This past summer, OTF and JMS worked with the Science and
Technology Magnet High School of Southeastern Connecticut on
their “Leaders and Innovators for Tomorrow” (LIFT)
residential summer camp for eighth graders. More than ninety
students were introduced to various ocean technologies,
including research vessels and underwater vehicles. Jack
Ringelberg, President of OTF and JMS, recognized the value
in this opportunity to help train the next generation of
naval architects and ocean engineers by working one-on-one
with students during a hands-on seminar. After several
presentations on basic naval architecture principles and a
few physical demonstrations on “how does a boat float”, the
seminar students split into five-member design teams. Each
team designed and constructed a model sailboat. The teams
got to test their designs by competing against each other in
a racing competition. Awards were given for the fastest boat
and aesthetic appeal. The LIFT camp gave students an
opportunity to interact with naval architecture and ocean
engineering professionals, and several of the presenters
spoke about their careers and the types of education needed
to work in those fields. Bill Foster explained to students
how he used the architectural plans of the Titanic to help
with a portion of a History Channel documentary. Rick
Fernandes spoke about the use of advanced visuals and
computer simulations in forensic engineering studies.
OTHER NEWS
JMS Hires Another Sea-going Naval Architect
Noah Lacy joined JMS in October of 2007 as a naval
architect. He graduated from State University of New York
Maritime College at Fort Schuyler with a Bachelor of
Engineering in Naval Architecture. He also holds a United
States Coast Guard 3rd Assistant Engineer’s License. He is
originally from the greater Buffalo, NY area where he grew
up spending time on the water between Lakes Erie and Ontario
as well as on the Erie Canal. During his education as a
ship's engineer, he had the opportunity to travel to over a
dozen countries in Europe and Asia onboard the training
vessel Empire State VI. In addition to the required sea
time, he also sailed for Interlake Steamship as a cadet on
the ATB M/V Dorothy Ann / Pathfinder whose route covered the
entire Great Lakes area. By working closely with the vessel
crew, he gained practical hands-on skills and background
knowledge of self-unloading ATBs. Prior to joining JMS, he
worked as a naval architect for M. Rosenblatt & Son/AMSEC in
Washington D.C. Lacy brings a well-rounded skill set to JMS.
His extensive at-sea experience is coupled with proficiency
in hydrostatic and finite element analysis software as well
as nearly ten years of AutoCAD experience. He is currently
involved in several design and analysis projects and is
continuing to further his knowledge of HECSALV and AutoCAD.
He is also gaining more hands-on experience working 'in the
field' at our customers' waterfront locations conducting
inclining experiments and vessel surveys.
Copyright 2008, 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
|
For the complete original format
newsletter,
click here..."
|
