Vessel Operations Support & Marine Surveys

• National Science Foundation Research Vessel Inspections

• U.S. Geological Survey Research Vessel Fleet Condition Assessment

• USCG R&DC BEAM OpEval

Marine Casualty Response and Prevention

• PROVMAR Inc.

• Boston Marine Inc.

• OSG America Inc.

• Seaboats Inc.

• Ship Structures Committee Website

Diving Support

• DIT Celebrates 40 Years

• Diving Operations at Bath Iron Works

Marin Science & Technology

• 2008 Bonhomme Richard Expedition

• OTF Expedition in Portugal

Other News

• Welcome aboard!

• We've moved!

ENGINEERING & DESIGN

Innovative Concept Design for Walking Barge
At the request of McDermott Caspian Contractors, Inc, JMS conducted a feasibility study and concept design of designing, building and installing a shallow water pipe laying barge with a walking spud positioning system. This unique system is capable of moving the barge 13 meters in one minute and change heading as needed to match the pipe lay route. The system also has to overcome 40 tons of force from pipe tensions and environmental loads.

The concept design consists of a forward and an aft pontoon barges which are to be constructed independently of the 130-meter pipe laying barge and attached to the barge in the Caspian Sea. The forward pontoon barge is 36.3 meters long and 32 meters in breadth and 6.4 meters in depth. It includes three individual spud positioning units mounted within the forward pontoon hull, two mounted fore and aft and one to be mounted athwartships. The aft pontoon barge is slightly smaller and houses two individual spud positioning units housed within the aft pontoon hull, both to be mounted fore and aft.

The legs are cylindrical spuds measuring 1.7 meters in diameter, 38 meters long with a wall thickness of 6 cm and weighing approximately 94 tons apiece. The spuds are supported by a lower and an upper guide fixed within the spud carrier. The spuds are raised by a pair of hydraulic rams which grip the spuds via a clamping collar, allowing the hydraulic rams to extend and lift each spud 5 meters in a single cycle. Once in the raised position, a second fixed clamping collar on the carrier grabs the spud and holds it in place while the ram mounted clamping collar releases its “grip” and retracts to the lowered position to repeat the cycle if necessary. The spud carrier travels on heavy bearings in slotted guides set into the sides of the spud well, providing a travel of 13 meters. The spud carrier is moved within the spud well by a traction winch, which provides pulling force to both ends of the carrier via a two part purchase on each end of the carrier. One drum of the winch is attached to each end, and spools in and out to achieve the desired motion.

Training Ship KENNEDY
JMS has been awarded a contract to perform an engineering analysis and design continuity study of the Training Ship KENNEDY (formerly TS ENTERPRISE) related to converting Lower #3 Hold Tween Deck into Cadet berthing spaces. JMS will inspect the current condition of all structural, piping, machinery, HVAC and electrical systems onboard, verify approval status of previous plans, and finalize drawings, plans and specifications.

The 540-foot ship was originally built as the VELMA LYKES by Avondale Shipyards in New Orleans, Louisiana for Lykes Brothers Steamship Company in 1967. She served Lykes until 1986 when she was placed in the National Defense Reserve Fleet (NDRF) under the ownership of the US Department of Transportation Maritime Administration. She was renamed CAPE BON, and saw service in Operation Desert Storm in the Arabian Gulf in 1991. She was then converted to a "public nautical schoolship" at Bender Ship Repair and commissioned to Massachusetts Maritime Academy service in 2003.

Articulated Tug and Barge [ATB] Conversions
JMS is providing engineering, shipyard management, vessel repair and owner's representation services to Reinauer Transportation Companies (RTC) during a tug fleet modernization project. This project involves the installation of JAK-400 pin systems in the STEPHEN, DACE, JOANNE and LUCY REINAUER to convert them from traditional hawser tugs to ATB tugs. Each tug's existing towing apparatus has been removed and replaced with towing bitts and capstans for emergency towing operations. In several cases, a third ship's service generator was added, as well as additional crew accommodations for two barge tanker men. All four vessels have been completed and in-service pushing new 80,000 barrel double hull tank barges built by Senesco Marine.

JOANNE REINAUER III
A new capstan and tow bit were installed for emergency towing on the JOANNE REINAUER III to replace her traditional hawser tow apparatus. The lower wheelhouse was removed and replaced by an aluminum upper wheelhouse atop an aluminum tower. This new configuration was designed to provide the required height of eye for navigation with an unloaded barge. Also, to allow the vessel to comply with current stability regulations for towing vessels, the vessel was fitted with sponsons effectively increasing the vessel's beam. These sponsons extend from the aft face of the JAK-400 blisters for approximately 70% of the length of the vessel. Also, to increase reserve buoyancy, permit a deeper load line and increase the range of stability, the deckhouse was extended outboard to the side shell of the new sponsons making it a full width deckhouse. The deckhouse was further extended aft to permit the relocation of the galley in this area. This modification permitted additional berthing to be fitted in place of the old, forward galley location. The vessel was fitted with new Rice Nozzles and regular yard maintenance work was also performed. The JOANNE REINAUER III returned to service in April 2008 and has been operating as an ATB along with her new 80,000 barrel double hull tank barge RTC 82.

LUCY REINAUER
JMS performed a preliminary incline on the LUCY REINAUER to determine the existing lightship characteristics of the tug. These data were used as an accurate baseline for the design modifications. The JAK-400 coupler system was installed and forward fuel and ballast tankage were modified to accommodate the coupler system while trading ballast for increased fuel capacity. New tankage was retrofitted into the engine room, permitting increased fuel, lube and waste capacities. Additionally, the after fuel tanks have been further segregated to reduce free surface effect as a result of stability concerns. To permit the vessel to adhere to the current stability standards, the existing deckhouse has been extended bodily outboard to the existing vessel sideshell, increasing freeboard and reserve buoyancy. Thirty-nine tons of ballast was added to the vessel in the form of steel blocks fitted to the bottom of the skeg and as dry iron ore concentrate ballast installed in a new tank constructed between the main engines. The vessel has received a new HVAC system and ducting throughout. A large portion of the electrical system has been replaced and updated and all new joiner has been fitted. The LUCY REINAUER was re-launched and JMS performed an ABS observed incline and she has received her new, reduced freeboard assignment. The LUCY REINAUER left the yard in mid November and entered the notch of her new double skin tank barge the RTC 83 in late November 2008.
JMS has also been providing engineering support for the modernization of the CRAIG ERIC REINAUER. The project involves a complete repowering and conversion of this traditional 120 foot 4000 HP hawser tug to an ATB tug using an INTERCON pin system. The original B&W 14V23LU engines, matching gears and CPP's will be replaced with EMD 12-645E7C's coupled to new fixed pitch propeller via Reintjes WAV-3450 5:1 gears. The existing nozzles will be removed, converting the vessel to an open wheel configuration. All of the modernization work will be performed at Senesco Marine in Rhode Island.

Dynamic Analysis of ROV Tether
The National Undersea Research Center (NURC) at UCONN requested that JMS assist them in evaluating a tether system for their Proteus Remotely Operated Vehicle (ROV). The ROV flies free tethered to a depressor that is connected via a vertical tether to a research vessel. The depressor houses the systems for sonar, illumination, video and power distribution as well as a positioning thruster. The depressor is connected to the ship via a high tensile strength tether that has Kevlar strength members surrounding data and power cabling. While the Kevlar provides ample strength for the tether, the data cables are limited to approximately 3,000 psi stress. Although the static loading based of the depressor and tether are easily determined, NURC tasked JMS to examine the dynamic loads resulting from vessel motions in waves.
Because the tether is vertical between the ship and the depressor, the system was modeled as a single degree of freedom oscillator, using Matlab mathematics software. In this way, stress levels were calculated based on heave and pitch motions at the A-frame. JMS determined that ROV operations should be limited to sea states when combined vessel motions do not exceed 12 feet.

Inclining Tests and Stability Analyses
JMS has been active this last year conducting inclining tests and stability analyses for a range of ship types. Incline tests and stability analyses have been conducted for tugboats, research vessels, and amphibious passenger vessels. In many cases these vessels are older and undergoing a major mid life modification. These older vessels often present various challenges, ranging from unusual hull forms in the case of the DUKWS to a lack of documentation of any kind. It is often necessary to conduct extensive surveys to generate necessary vessel documentation prior to developing computer models of the hulls. JMS engineers perform an ABS or USCG observed inclining test to determine the vessel lightship and center, and use the results to generate the required stability analysis to the satisfaction of the overseeing regulatory body.

A recent incline and stability analysis was performed for Henry Marine Service, Inc on the tug YEMITZIS. Henry Marine is a towing company providing general marine services and specializes in towing operations for the construction and petroleum industries and salvage operations. They requested JMS perform an inclining experiment and, based on the results, analyze the vessel's stability according to the applicable contents within 46 CFR Subpart S. The purpose of the incline analysis and stability assessment was to determine the vessel's stability characteristics, and to obtain a load line certificate for the vessel. YEMITZIS was built in 1954 by RTC Shipbuilding as a single screw rail tug and had an operational career that ended with the vessel abandoned and in derelict condition. The vessel was rebuilt by Eastern Technical Enterprises Inc. and started its new life in 1992 as a yacht. Henry Marine Service purchased the vessel to use for general marine service and coastal towing. The Yemitzis is a model bow, molded hull form type with characteristic low freeboard, narrow beam and rounded bilge. The inclining was performed in April 2008 at Caddell Dry Dock and Repair, in Staten Island, N.Y. and was observed by ABS. As a result of the incline and stability analysis it was found that the vessel did not pass all of the applicable stability criteria. JMS outlined the implications of the modern stability regulations and what hurdles they present for older towing vessels to pass. JMS provided an action plan to allow the owner to plan for future modifications to the vessel that would aid in bringing it into compliance, permitting the vessel to obtain a load line certificate from the USCG.

The specific stability regulations tug and towboats have to meet are 46 CFR § 170.170 (Weather Criteria), 46 CFR § 173.095 (Towline Pull), and 46 CFR § 174.175 (Tugboats and Towboats). The modern stability regulations are in large part a result of accidents that have taken place in the past. This is particularly true in the case of 46 CFR § 173.095 (Towline Pull) which in its current form is a result of the USCG researching the cause of tugboat and towboat accidents that took place between the 50's and 70's. The towline pull criteria were modified to the current form in the early 1970's with the addition of a “dynamic” towline pull criterion. The intention is that towing vessels that conform to the current stability regulations be sufficiently initially stable to resist towline tripping, as well as having enough of a reserve of stability to be able to recover from a tripping incident.

This past year JMS continued to provide naval architectural services for Reinauer Transportation Companies in support of their extensive tug fleet modernization program. Reinauer has been converting several of its older mid-size hawser tugs to articulated tug and barge units, (ATB's) at Thomas J Feeney Enterprises in Kingston, N.Y. Currently the Craig Eric Reinauer is undergoing a conversion from hawser tug to articulated tug and barge configuration, while simultaneously being repowered, at SENESCO Marine.

In the case of the STEPHEN, DACE, JOANNE and LUCY REINAUER, JMS performed initial inclines on the tugs to determine the current lightship weight and center. With this information JMS was able to analyze the impact that fitting the JAK-400 coupler system would have on the tugs' draft, trim and stability. The tugs undergoing modernization would need to comply with current stability regulations not in force when they were originally designed and built. As previously mentioned in the case of the YEMITZIS, the new regulations are challenging for older tugs to meet and JMS was tasked with providing viable solutions to Reinauer that would permit the tugs to be operated as ATB's. JMS worked closely with Reinauer, the shipyards and ABS to develop optimal solutions to the unique characteristics of each tug. The solutions included removing downflooding points, adding to reserve buoyancy by increasing deckhouse volume, adding sponsons, reducing tow bitt height, swapping steel superstructure for aluminum, adding solid ballast and increasing tank segregation. Once the vessels were launched and all yard work was near completion JMS performed a final ABS observed inclining of each vessel, to determine the new lightship weight and center. JMS then submitted a final stability analysis after each incline, in accordance with the pertinent stability regulations to ABS.

JMS has also continued to provide inclining and stability services to Boston Duck Tours, who operate DUKW tours on the Charles River in Boston, MA. The DUKW's are 6-wheel drive amphibious vehicles that were originally designed and built to land allied troops on the beaches of Normandy and to permit troops to traverse the flooded Danish country side during the closing days of World War II. In the last year JMS has performed incline tests and stability analyses on three of the DUKWs in service in Boston Duck's fleet. Because the DUKWs are small passenger vessels they are permitted to use a simplified stability test in lieu of a full inclining and stability analysis. While the simplified test is much less time consuming than the inclining and detailed calculations, it is more conservative. In the case of the COPLEY SQUIRE, a simplified stability test was performed but did not result in the passenger capacity the operator desired. It was found that sufficient margin exists in the simplified stability test method that when a more detailed inclining test was performed, and a lightship weight and center determined, it was possible to increase the number of passengers allowed under the USCG regulations. This will increase revenue through increasing the number of passengers allowing Boston Duck Tours to offset the cost of performing a full incline test and analysis.

JMS performed an incline and stability analysis on the LAKE GUARDIAN for Cetacean Marine, Inc as part of a repowering and deckhouse modification project. LAKE GUARDIAN is a research vessel owned by US EPA and operated by Cetacean Marine in the Great Lakes Region. During the fall of 2007, the deckhouse wet lab space was enlarged and the vessel was repowered at Great Lakes Shipyard in Cleveland, Ohio. JMS performed the stability test at the vessel's home dock in Milwaukee, WI upon completion of the modifications.

United States Geological Survey (USGS) contacted JMS to conduct a stability analysis of their 75-foot research vessel, GRAYLING. The R/V GRAYLING was built in 1977 and conducts science-related missions throughout Great Lakes Huron and Michigan. In a previous analysis it was determined that the R/V GRAYLING did not meet USCG weather requirements for operating on the Great Lakes year-round. During this analysis JMS was tasked to determine the feasibility of adding sufficient solid ballast to allow the vessel to meet year-round requirements for Great Lakes service in all modes of operation. In addition to meeting weather criteria, JMS analyzed several other vessel criteria. This included damage stability, righting arm energy and other conditions. To achieve the desired results a new ballast plan was developed. It was recommended that a new ballast tank be created from an existing oversized sewage tank and filled with solid ballast. The recommended form of ballast was a slurry mixture of steel and iron ore that can be pumped into the tank. Once in the tank the water is removed and a dense solid remains. If there is ever a need to remove the ballast it can be returned to a slurry state with high pressure water.

3D Computer-Aided Design
JMS was asked to provide marine engineering support to SENESCO Marine during the construction of new 117-foot 4,000 HP articulated tug-barge (ATB) units for Reinauer Transportation being built at their yard. In response to their request JMS placed an employee on-site at the yard in North Kingstown, RI over a period of four months to work hand-in-hand with their engineering team. Using computer drafting software on-site at SENESCO, JMS was able to assist in design of piping routes for several ship systems throughout the new ATB in a 3D environment. As work in the shipyard progressed, JMS was able to watch the computer piping models become reality as the actual pipes were being routed throughout the vessel. An added benefit to being on-site allowed JMS to troubleshoot with and assist pipe-fitters as their work continued.

The University of Connecticut contacted JMS on behalf of Ocean Surveys Inc. to provide a solution for an upcoming expedition on the R/V Connecticut. The R/V Connecticut is 76' steel vessel built in 1998 that conducts science missions throughout the northeast. During an upcoming cruise Ocean Surveys had a mission-specific task that required a vibratory core sampler to be lowered off the stern of the vessel. Due to the length of the core sampler, the present A-frame configuration was unable to lift the unit high enough to clear the deck edge at the vessel stern. Utilizing existing vessel drawings as references, JMS designed an extension consisting of steel pipes at compounded angles to be welded on top of the existing A-frame. This would allow the core sampler to achieve the proper clearance from the vessel stern. JMS employed the use of three-dimensional drafting to model the complexities of geometry at different angles of deployment. Using the developed model JMS was able to provide construction drawings to UCONN in a very short time span. JMS was able to engineer, design, and release drawings in time for the extension to be prefabricated and installed on the vessel during a one day load out and turnaround. Due in part to this prompt service the R/V Connecticut was able to get underway for the expedition and gather oceanographic data with no time lost.

JMS was recently tasked to design two ferry landing barges. The barges will serve as an intermediary for passengers traveling between a ferry and the pier. The smaller of the two barges was constructed by Feeney Enterprises in Kingston, NY and the other is currently under construction at May Ship Repair in Staten Island, NY. Following construction, the barges will be located at the former Schaefer Brewery site in Brooklyn and Yonkers Main Street Pier, respectively.

Both projects demonstrate the commitment JMS makes to its customers to provide complete marine engineering services by being involved in projects from inception to completion. The barges were designed by JMS in accordance with ABS rules for the inland waterways. Following the design phase JMS continued to support the projects during their construction by performing on-site inspections and offering engineering technical support.

Float Rail System Engineering Feasibility Study
JMS provided engineering consultation to FloatLogic, Inc. to determine the feasibility of their proposed “Float Rail” system. FloatLogic's system consists of flotation bags installed along the perimeter of the vessel in a rail strip at the waterline which remain hidden until they are deployed. When a boat takes on water and it reaches a preset level, the hydrostatic pressure automatically deploys the system by releasing compressed gas to inflate the flotation bags. To better understand potential applications for the Float Rail System, FloatLogic contracted JMS Naval Architects to conduct an engineering feasibility study to analyze the potential advantage of the system on actual vessels fully loaded with passengers and fuel.

Damaged vessels rely on “reserve buoyancy” to prevent sinking. Commonly this is the non-flooded internal volume - non-flooded compartments. The purpose of the Float Rail is to provide emergency reserve buoyancy. This is particularly important in small recreational boats that do not have watertight compartmentation like larger commercial vessels have.

A study was performed to determine the volume of external flotation that would be required to prevent vessels from sinking in the event of catastrophic flooding. The sampling of sizes and design characteristics present realistic flooding-survival parameters for the Float Rail System. JMS analyzed a range of vessels from a 25' center console powerboat up to an 86' fishing boat. The damage criteria assumed both full vessel flooding for open vessels and flooding of two largest internal compartments for subdivided vessels. The analysis determined the minimum reserve buoyancy required for vessel survival after flooding.

HECSALV computer software was used for modeling and analysis. Cylindrical floats were modeled for each vessel studied. As a starting point, the total float size approximated the volume of flood water expected inside the vessel. Computer flooding scenarios using progressively sized floats zeroed in on the minimum float size needed to prevent each vessel from sinking. The floats were sized to extend between approximately 50 to 75 percent of the vessel length. They were located along the vessel length so that upon achieving equilibrium after flooding, the damaged vessel would float without severe trim, that is, somewhat close to horizontal.

FloatLogic was able to use the results analysis to refine their design and product development strategy.

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 modeling
ARGONAUT
Sailing vessel plan review
Attorney
Graving dock accident expert witness
Blakeslee Arpaia Chapman
Crane barge load charts
Boston Duck Tours
Amphibious passenger vessel stability assessment
Boston Marine Transportation
Tank barge longitudinal strength report
City of Yonkers
Deck barge design
Crofton Industries
Crane barge load charts
Feeney Enterprises
Dry dock engineering support
Field Support Services
Passenger vessel USCG plan review
Henry Marine
Tug stability assessment
Mammoet
Deck barge survey and engineering assessment
Deck barge structural analysis
National Crane Inspection
Lifting beam structural design
Lifting beam structural assessment and design
NOAA
Fisheries Research Vessel shipyard engineering support
Ocean Surveys, Inc
Research vessel A-frame extension design
Overseas Shipholding Group
Tank barge fleet computer loading program support
Tug fleet salvage engineering computer modeling
Poling & Cutler Marine Transportation
Tank Barge salvage engineering support
Tank vessel longitudinal strength report
PROVMAR
Tank Barge salvage engineering support
Rodgers Yacht
Owners rep services for Lloyds yacht survey
Reinauer Transportation
Computerized loading programs
Tank barge skeg design
Barge fleet piping diagrams
Tank barge longitudinal strength report
Tank barge generator design plan review
Fire alarm system design plan review
Tank barge structural failure analysis
Seaboats Inc
AWO Responsible Carrier Program audit
Senesco Marine
Shipyard AutoCAD support
US Coast Guard R&D Center
Ballast exchange assurance meter operational evaluation
US Geological Survey
Research vessel fleet condition assessment
Research vessel stability assessment and ballast plan
US Navy
US Navy salvage manual revisions
University of Connecticut
Research vessel sea water cooling system modification
Research vessel A-frame design
vanZelm Engineers
Wave energy project
Waterman Steamship
Maritime prepositioning ship OBREGON stability review
Maritime prepositioning ship KOCAK stability review


VESSEL OPERATIONS SUPPORT AND MARINE SURVEYS

National Science Foundation Research Vessel Inspections
JMS has been conducting scientific, seaworthiness and safety inspections aboard University-National Oceanographic Laboratory System (UNOLS) research vessels since 1997. With a strong emphasis on continuous improvement, the inspection program ensures that the ocean-going scientist can safely and efficiently conduct research at sea. UNOLS is a consortium of 61 academic institutions with significant marine science research programs that either operate or use the U.S. academic research fleet. The 22 research vessels in the UNOLS fleet stand as the largest and most capable fleet of oceanographic research vessels in the world. The vessels range in size from 70 to 280 feet. The UNOLS fleet provides the platforms on which the bulk of U.S. oceanographic research is performed.

JMS provides a cross functional team of 3 inspectors to survey the scientific equipment, hull, mechanical & electrical systems, safety equipment, training, operational procedures, and shared-use equipment. The two day inspection includes one day pierside and one day underway exercising all oceanographic systems. The sea-going scientist is the end user aboard UNOLS vessels and the inspections must ensure that the ship can serve the science mission effectively and safely.

This past year JMS has conducted inspections aboard the NEW HORIZON and ROBERT GORDON SPROUL at Scripps Institution of Oceanography, the WECOMA at the University of Washington, the ATLANTIC EXPLORER at Bermuda Institute of Ocean Sciences and the CAPE HATTERAS at Duke University Marine Lab. JMS personnel have unique qualifications related to research vessels. Our inspectors are degreed naval architects, maintain merchant marine licenses as appropriate, and have extensive experience surveying the UNOLS fleet and other research vessels, uniquely qualifying them to perform scientific, seaworthiness, and safety inspections for the National Science Foundation.

U.S. Geological Survey Research Vessel Fleet Condition Assessment
The U.S. Geological Survey (USGS) selected JMS to perform a comprehensive assessment of its research vessel fleet. JMS is providing USGS with documented condition reports to be used to evaluate the state of each vessel and its funding needs in order to maintain the fleet's advanced state of readiness to meet scientific research objectives of USGS. The primary mission of the 6 vessel fleet is to provide offshore work platforms for the support of fisheries related research. The vessels conduct biology, water quality, and fisheries research on the Great Lakes.

The assessments of the R/V KIYI and R/V GRAYLING were conducted this past spring and included vessel machinery, hull and hull penetrations, superstructure, decks, interior tanks & voids, all other spaces aboard the vessel including any accessible equipment and material within, all navigational equipment & aids, and communications, lifesaving and fire fighting equipment. The vessels were surveyed underway in an operational environment observing performance of the vessel's deck machinery, and navigational equipment, and testing propulsion power machinery.

The final report identifies all deferred maintenance items, complete with cost estimates for repair or replacement, which will enable the USGS to plan and budget work required to maintain the satisfactory operation and appearance of these vessels. Vessel modification projects are proposed to ensure the short-term (up to five years) operational continuity of the research vessel for its intended use and to plan for long-term (over five years) major capital reinvestment for long-term utilization.

USCG R&DC BEAM OpEval
The U.S. Coast Guard Research & Development Center (USCG R&DC) has awarded JMS a contract to assist the USCG in an Operational Evaluation (OpEval) feasibility study of their proposed method to verify that the ballast water exchange operations of vessels operating in foreign waters have been performed in accordance with recent regulations.

In an effort to prevent introductions of invasive species while viable ballast water treatment systems are developed, the USCG has issued regulations that require vessels operating in foreign waters to exchange ballast at sea (> 200 nm from shore) prior to entering U.S. waters. To verify compliance, USCG R&DC is developing methods to differentiate between coastal and open ocean water and thus determine whether proper exchange of ballast has been conducted. The salinity-based method currently used by the USCG has proven ineffective when vessels' tanks are ballasted in high salinity ports. One proposed method being investigated by R&DC is based on the content of Chromophoric Dissolved Organic Matter (CDOM). CDOM originates primarily on land from decaying plants and therefore is found at much higher concentrations in coastal waters than in the ocean. Research conducted under this project has shown that CDOM is a reliable indicator of ballast water exchange that has been conducted at 200 nm from shore.

USCG inspectors will use a hand held fluorometer known as the Ballast Exchange Assurance Meter (BEAM) to rapidly measure CDOM at very low (< 1 part-per-billion) concentrations in ballast tanks. JMS will develop an assessment plan which takes into account the usability of the BEAM equipment during ballast water inspections. During the OpEval period, JMS will gather and analyze feedback from the selected USCG units, coordinate and provide support and testing materials to the USCG units that will be obtaining and ship samples.

JMS will assess the practical usability of the tool during typical ballast water inspections. Criteria that determines usability includes ease of operation (e.g., calibrating, measuring CDOM in samples, cleaning, maintaining the BEAM), downloading data to spreadsheets, and portability in the field. During the OpEval, each USCG unit will be required to collect ballast water samples obtained on several different vessels over a six month period. At the conclusion of the OpEval, JMS will perform a final analysis of the OpEval data and develop the USCG's BEAM OpEval Technical Report.


MARINE CASUALTY RESPONSE AND PREVENTION

JMS specializes in salvage engineering prevention and response. Through their Emergency Response Network (ERnet), JMS engineers respond rapidly, 24 hours a day, providing salvage engineering support to oil transportation customers for OPA 90 compliance. During a marine casualty response, JMS works closely with the ship owner, crew, and authorities to develop viable salvage plans for reducing further damage to the vessel and environment, offloading cargo, refloating and towing the damaged vessel. JMS engineers provide rapid assessment of damage stability and strength, ground reaction and oil outflow calculations necessary for quick and effective salvage response. This year JMS welcomes aboard a new ERnet member company, a number of newly built or acquired vessels by existing ERnet member companies, and dozens of HECSALV computer models developed specifically for American Bureau of Shipping (ABS). JMS has also developed a number of CargoMax loading instruments for these customers. One of the most important things to enter into your salvage response planning is an accurate accounting of cargo and other liquid and non-liquid loads that were on-board the vessel before it got into trouble.

PROVMAR Inc. of Hamilton Ontario, an ERnet member company since 2005, this year adds to their fleet a brand new tug and barge (ATB) combination built in China. Delivery of the vessels is expected in Dec 2008 with JMS-built HECSALV models and 24/7 response service ready, delivered right along with them.

Boston Marine Inc. is a brand new ERnet member company and adds their two barges to JMS 24/7 salvage engineering response program. Enrollment includes the development of detailed, ship specific HECSALV models of each vessel.

OSG America Inc. tasked JMS with the development of HECSALV models of their entire fleet of 12 ocean-going tugs. This development goes beyond the requirements of OPA90 and JMS was proud to complete the models for OSG this year.

MS participated in the salvage response portion of a regional USCG spill drill sponsored by ERnet member company, Seaboats Inc. of Fall River, MA. JMS provided real-time salvage engineering calculations and response planning remotely to Seaboats. The drill took place one week before the launch of Seaboats newest tug, BARBARA C, and JMS will be developing a HECSALV model and adding 24/7 ERnet coverage for their other new build double hull tank barge, FREEDOM.

To learn more about our ERnet 24/7 salvage engineering response service or our CargoMax loading program, go to: www.jmsnet.com.

Ship Structures Committee Website
JMS developed the Educational Case Studies portion of the Ship Structures Committee Website (http://www.shipstructure.org). The Ship Structures Committee is an interagency group that sponsors and publishes research and development in areas related to the enhancement of ship structural safety. The goal of the educational cases on the website 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. In addition to updating the existing cases, six new cases were added:

The M/V PRESTIGE was a single hull oil tanker that broke apart and sank off the coast of Spain. The vessel experienced a list to starboard due to flooding, which the crew countered by ballasting the port side. This caused the hull bending moment to be increased substantially over the design loads. PRESTIGE remained afloat in its stricken condition for six days while France, Spain, and Portugal all denied her port entry.

The MSC CARLA was built in 1972 in Sweden and midbody lengthened in 1984 by Hyundai in South Korea. In 1997, while on route from La Havre, France to Boston, she broke in two in heavy seas sending thousands of cases of U.S.-bound wine to a watery grave a mile deep in the Atlantic Ocean. The bow portion remained afloat for five days before sinking. The stern was towed to the Azores. Because the stern portion of the vessel was saved, significant forensic analysis was possible. It was immediately clear that the MSC CARLA broke apart at the forward joint of the added midbody. Further analysis showed that welding and fit-up in the way of the new section was suspect.

The R/V WESTERN FLYER is a SWATH research vessel operated by Monterey Bay Aquarium Research Institute (MBARI). Early in her operation, cracking was discovered at the “haunch” connection between the pontoons and the hull and between the deckhouse and main deck. The haunch was designed with a small step at the corner, which acted as a stress riser. This was mitigated with bracketed as well as the addition of intermediate frames. The deckhouse-deck interface continued to experience cracking due to prying loads on the pontoons forcing the outboard deck edge around the deckhouse bulkhead. Finally, a strut was installed between the two hulls to reduced this prying force. Western Flyer is still operating successfully for Monterey Bay Aquarium Research Institute.

The number and magnitude of bulk carrier accidents in the 1970s and 1980s gave rise to new consciousness, research and regulation of their design and operation. Unfortunately, this has not paid off in terms of either prevention of accidents or mitigation of damage to either life or property. This case study summarizes common design, operation, and maintenance practices on board bulk carriers that contribute to ongoing hazards. Operationally, bulkers are loaded very rapidly, typically in a pattern that emphasizes efficiency over hull strength. When unloading, heavy equipment is used that can be very tough on coatings and plating in the cargo holds. Once the coatings have been compromised, many of the cargoes can be corrosive to the steel beneath. When high strength steel has been utilized to add strength without weight, rapid corrosion degrades structural strength quickly.

The RMS TITANIC case study shows the analysis that JMS conducted as part of a Discovery Channel documentary examining an alternative theory of its sinking. TITANIC sank following a collision with an iceberg in 1912. While it has long been thought that Titanic's stern broke free of her bow after flooding cause a high angle of trim greater than 40 degrees the more recent discovery of two large pieces of inner bottom led researchers to believe that this may have occurred at a much lower angle. Using HECSALV, JMS examined this theory by recreating the theoretically flooding scenario to determine the most likely sequence of events.

As mandated by the Oil Pollution Act of 1990, all single hull tank vessels, including barges will be phased out by 2015. Because complete replacement of the fleet with new barges is clearly not feasible, many operators are opting to retrofit their single hull barges to double hull. This case describes two approaches to this retrofit wrapping a second hull outside the existing, and plating in new cargo tanks within the existing hull.


DIVING SUPPORT

 DIT Celebrates 40 Years
JMS' subsidiary, Divers Institute of Technology (DIT), recently celebrated 40 years of educating world class divers. DIT graduates are working all over the world in nearly every aspect of commercial diving. Students, faculty and distinguished Alumni were on hand for the celebration at the newly remodeled Seattle Aquarium. The evening's festivities included remarks by owner Bruce Banks and Executive Director John Paul Johnston, and a special presentation honoring Senior Instructor Willy Wilson for over 33 years of honorable service. DIT has been training commercial divers since 1968.

DIT trains divers to hold the core skills necessary to compete in the commercial diving industry, whether it's in the inland, the offshore sector or internationally. The state of the art facilities and equipment are designed to provide exceptional instructional venues, with the most current operational systems employed in the industry today. Located on the Ship Canal in Seattle, WA DIT's dock and land-based facilities provide protected moorage for floating classrooms and submerged diving projects. Additionally, DIT has over 7,500 square feet of classroom and office area.

From DIT's own dive vessel, the M/V Response (a 65FT diving vessel), students have ready access to dive training sites with depths to 230 feet. The vessel is equipped with a multi-lock, multi-place 54-inch decompression chamber, diver's hot water system, and both deep air and mixed gas diving systems. All dives conducted on board are carried out in accordance with current industry surface decompression procedures. The real-world education provided gives DIT students a distinct advantage. Since they train like commercial divers, it's very easy to make the transition from student to professional!

Diving Operations At Bath Iron Works
Launch them and bring them back safely is what we were taught in the US Navy and this holds true to our relationship with Bath Iron Works in our capacity to provide around the clock availability in support of diving operations. JMS' safety record speaks volumes about our performance with our customers and the accountability that we always strive to provide. This year more so than in others, the importance of fiscal prudence is a subject to expound on with respect to its interrelationship with the subject of safety and the ability to reach acceptable and prudent task completion without sacrificing or embellishing bonafide needs. As we look around daily we are reminded of the fine line that needs to be threaded to remain professional and trained but at the same time frugal and affordable. No amount of money can atone for bad judgment when it comes to safety.

JMS has been providing on-site supervision and project management supporting all diving operations at Bath Iron Works for the past 16 years. This past year, underwater operations once again supported the manufacture of new Arleigh Burke class destroyers and the shipyard infrastructure to launch and maintain these modern and highly sophisticated warships. Diving services at Bath Iron Works are provided by local 6 representatives who are temporarily assigned to the dive team on a rotational basis from their respective primary departments. Prudent planning allows for most dives to be accomplished during warmer weather months but nevertheless, the dive team does get called on to accomplish tasking in the worst possible environment with ice flows and currents to contend with. Surface supplied diving with hot water suits is the preferred method of performing these tasks but on occasion scuba with dry-suits and through the water communications has been the only method to accomplish the needed tasking.

This year saw the delivery of two Arleigh Burke class destroyers to the US Navy; USS SAMPSON DDG-102 and USS STERET DDG-104. Two civilian sulfur carriers were successfully converted with the bows cut off and new ones added along with the installation of keel coolers, forward and after bow thrusters and 4 each auxiliary propulsion units. Currently the USS STOCKDALE DDG-106 is alongside pier 3 having completed its first underway INSURV inspection with flying colors and most recently the USS MEYER DDG-108 was launched from the 28,000 ton lift capacity floating dry-dock. All of these ships were finally assembled on one of 3 building ways on the 15-acre land level transfer facility and moved to the floating dry-dock by means of an electro hydraulic transfer rail system. The 3 building ways are each designed to support the assembly of ships which are up to 243 meters in length and a maximum beam of 32 meters. Two track mounted 300 ton luffing cranes and one 100 ton luffing crane support the assembly effort. In addition there are two outfitting piers adjacent to the land level transfer facility serviced by a track mounted 90-ton and a 60-ton luffing cranes. In addition to the land level transfer facility the shipyard has 3 inclined ways serviced by a 220-metric ton track mounted luffing crane. Due to the range of weather the ships are built in modules/units inside buildings and then further assembly of large modules/units up to 1500 tons can be accomplished out of the weather in the recently completed MEGA Unit facility. The large modules/units are then transferred to the land level transfer facility where the ships are finally assembled and ready for launch into the Kennebec River.

We remain committed to our relationship with Bath Iron Works and look forward to providing another year of safe and professional service to this endeavor.


MARINE SCIENCE & TECHNOLOGY

2008 Bonhomme Richard Expedition
The Ocean Technology Foundation and Naval Historical Center have been searching for the remains of the Bonhomme Richard, which sank in the western North Sea as a casualty of the American Revolution. A recent expedition to search for the remains of the BHR utilized the U.S. Navy's nuclear research submarine, NR-1, to search nearly 400 square miles of the North Sea. The NR-1 is the Navy's nuclear-powered deep submersible for both military and scientific missions. In service since 1969 and now in its final year of operation, this little-known ship has played a key role in numerous historic missions and served as a test platform for revolutionary undersea technologies. The search for the BHR was its final mission.

The project team recorded and investigated 26 wreck sites, some modern and some older and unidentified. The archaeology team is now in the process of analyzing the hundreds of hours of video footage taken by the NR-1 to determine which wrecks have the greatest potential of being the Bonhomme Richard. Another expedition is planned for summer 2009.

OTF Expedition in Portugal
The Ocean Technology Foundation (OTF) as part of the SEMAPP Project jointly conducted with Portuguese partners an archeological survey of the remains of Fort de São Lourenço in the sub-tidal waters near Olhão, Portugal. The Science, Education, Marine Archeology Program in Portugal (SEMAPP) been operating for more than a decade and the Ocean Technology Foundation has spearheaded seven research and education expeditions to Portugal working in the disciplines of marine archeology, deep water fisheries biology and ecology, submarine ecology and geology, technology transfer, and youth education. OTF has invited professional counterparts and students from Portugal to Connecticut. Mario Rodriques Ferreira from the University of the Algarve was the lead marine archeologist on the 2008 expedition.

With the location being sub-tidal, yet shallow, it is a great location for student studies and participation. At low tide the water is typically between knee and waist deep and the bottom is safe to stand on with sand and cobble surrounding the remaining stones and three cannons from the fort. An earthquake, fire, storms, shifting sands, and people removing items have taken their toll on the fort. What remains of the fort is now protected within a marine park area.

Conducting marine archeology in the sub-tidal areas offers unique challenges, but fewer of the personnel risks than deep-water marine archeology. Although many of the procedures and tools are the same as terrestrial or deeper water marine archeology, some of the methods and tools are adapted to the shallow water location. The site offers significant opportunities for student study and teaching.

When one sees the cannons just below the surface a reaction many people have is to believe these could be brought to a museum without too much difficulty. It would not be too difficult to remove them, but once removed would require extensive preservation in order to prevent them from crumbling away in time. Now they are protected from exposure to air and they provide students and other archeologists the opportunity and excitement of seeing them at the remains of the fort.

The expedition was made possible thanks to generous support from the Max and Victoria Dreyfus Foundation.


OTHER NEWS

Welcome aboard!
Eric McDermott joined JMS in November of 2008 as a Marine Engineer. He graduated from Massachusetts Maritime Academy with a Bachelor of Science in Marine Engineering and holds a United States Coast Guard Second Assistant Engineer's License. Eric began his professional career sailing as a Third Assistant Engineer on the gas turbine powered, underway replenishment vessel, USNS SUPPLY. He later sailed as the Second Assistant Engineer on the steam powered, command and control ship, USS MT. WHITNEY. After three years Eric left the Merchant Marine to begin a job ashore with General Dynamics Electric Boat as a marine engineer responsible for engineering design and construction support for the ship's air compressors and the diesel generator set. He later served as the deck plate engineering team leader responsible for resolving all engineering discrepancies during the construction of the nuclear attack submarine USS HAWAII. Eric recently returned from a deployment to the Middle East with the U.S. Navy where he served as the Seaward Security Liaison Officer for Naval Coastal Warfare Squadron 21. In this role he was responsible for providing maritime and port security for all coalition military and commercial vessels operating within the Persian Gulf. Since returning Eric has continued his career in the Navy Reserve as the Officer in Charge of Maritime Expeditionary Sensor Detachment 832 in Newport, Rhode Island.

We've moved!
JMS has relocated our corporate office a short distance away to Mystic, CT. The new modern office provides increased space in a professional and productive environment. Our new offices are located along the Mystic River in downtown Mystic. The historic community is rich in maritime tradition and offers an ideal setting for our growing business. This area is known for its high quality of life, drawing visitors each year for the boating, world class sailing, beaches, cultural attractions, museums and scenic villages.

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Copyright 2009, JMS Naval Architects and Salvage Engineers.

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