Tug Modernization Projects, Reinauer Transportation
Companies
TS KENNEDY modifications construction support
Engineering Analysis of Lunar Lander
Design of Purpose-Built Deck Barges
Concept Designs for UUV manufacturer, 1Robotics, Monsey, NY
Deadweight Surveys and Inclining Tests
Other Engineering Projects
Vessel Operations Support and Marine Surveys
Research vessel inspections for National Science Foundation
Material condition assessments and safety management reviews
for U.S. Geological Survey
Vessel Engineering and Maintenance Support, USCG Polar
Program
Diving Support
Divers Institute of Technology, JMS’ Commercial Diver
Training School
Bath Iron Works Dive Team Supervision
Marine Science & Technology
Update: The Search for BONHOMME RICHARD
New Education Initiative with U.S. Naval Academy
MARINE CASUALTY RESPONSE AND PREVENTION
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Chemical Tanker Salvage Engineering Response
JMS was contracted to provide salvage engineering services
in response to a chemical tanker grounding off Jamaica in
July 2009. The 164m x 23m x 9.55m chemical tanker was laden
with approximately 16,500 tons of ethanol and was outbound
from the port when it ran aground on a coral reef formation.
The vessel was built in 2007 and much emphasis was placed on
ensuring the quality of the food grade and highly valuable
cargo, complicating the salvage effort.
JMS personal were called to mobilize to the site on the
evening of the grounding. JMS provided initial salvage
response services and salvage planning support from shore
side and aboard the casualty for the duration of the two
week salvage effort. The vessel was aground throughout the
amidships region with her bow and stern overhanging the
shallow reef. Due to weather conditions at the site, 15-20
knots of wind gusting 35 with 5 to 8 foot seas, the vessel
was ballasted down on the reef to prevent unintentional
shifting and pounding. A sounding survey was performed and
tank conditions investigated and the ground reaction was
determined to be approximately 4,800 tons. As a result,
lightering operations were planned in order to safely remove
the vessel from the reef, with minimal impact to the local
marine environment as well as the casualty.
JMS aided the Salvage Master and salvage response team in
developing a lightering procedure. The lightering procedure
consisted of determining what cargo tanks would be
offloaded, sequencing and cargo tank transfer rates, as well
as the counter-ballasting sequence. This was determined in
conjunction with the limitations of the lightering
operation, which were lightering flow rate, sequencing of
cargo lightering and rate of counter ballasting. The crew of
the chemical tanker provided insight in how this might best
be achieved and the salvage team worked closely with the
officers of the vessel to ensure the safety and
effectiveness of the operation. A 119m x 17m x 6.4m ,
2007-built chemical tanker was used for a lightering vessel.
It was determined that 4,600 tons of ethanol would need to
be offloaded from the casualty to the lightering vessel
while simultaneously counter-ballasting the casualty to
maintain a stable, grounded condition.
JMS supported the Salvage Master in the development of a
re-floating sequence taking into consideration the lightered
condition of the casualty in its counter-ballasted state,
environmental forces and the desired path of extrication to
minimize damage to the coral. The re-floating sequence
consisted of determining the order in which the ballast
water tanks would be pumped to minimize hull stresses,
ground reaction forces and correct for vessel trim and list.
These efforts were coordinated with the Salvage Master and
Team who utilized a tugboat to hold the bow of the casualty
into the prevailing weather. This was done to prevent the
casualty from pivoting on the reef during refloating and for
the tugboat at the stern of the casualty to pull the
casualty astern along the planned extrication route, back
into the deeper water astern, as was surveyed prior to the
lightering operation.
Upon completion of the lightering and counter-ballasting
operation, the hoses were disconnected and stowed, the
lightering vessel cleared of the casualty and preparations
were made for its refloating. De-ballasting commenced and
the casualty was subsequently refloated and free of the
reef.
The casualty was towed into a Jamaican port, and anchored
where a dive survey and inspection of the vessel could take
place. The classification society Germanischer Lloyd also
performed a machinery and hull survey, where upon
preparations were made to bring the lightering vessel
alongside the casualty to transfer the cargo back aboard the
vessel in preparation for re-delivery to the vessel owners.
Upon completion of the lightering operation, the casualty
was re-delivered to her owners, and all salvage personal
demobilized immediately, offloading all lightering
equipment, fenders and personnel from the casualty.
Jack Up Drill Rig Dive Survey and Wreck Removal Plan
JMS provided on-site naval architecture and salvage
engineering services in support of a wreck removal survey of
a jack up drill rig, in June of 2009. The project consisted
of performing a detailed dive survey on the wreck,
developing an assessment of the wreck condition and the
formulation of several wreck removal contingencies to
present to the U.S. Coast Guard, U.S. Minerals Management
Service and the rig owner.
The jack up rig was an Enhanced Class 116-C Self-Elevating
Mobile Offshore Drilling Unit, built in 1999. The 243' x
206' x 26' jack up rig had legs of 511' length and a
lightship weight of 9,697 tons. The rig was positioned in
the South Marsh Island Block, 150 approximately 92 miles
from shore, southwest of New Orleans, when Hurricane Ike
struck the Gulf region in September of 2008. Preparations
were made in accordance with standard practice and she was
left to ride out the hurricane in 230' of water. In the
aftermath of the hurricane, the rig was declared lost as an
extensive search effort was unable to locate it. In early
March of 2009, a 277m x 48m, 159,000 dwt tanker carrying
approximately 40 million gallons of oil, reportedly struck
the wreck, damaging the tanker. Fortunately, no oil entered
the water and the tanker was safely offloaded of cargo and
permitted to proceed to port for repairs. The wreck was
reported to have been found approximately 65 miles south of
Galveston Texas in 115' of water, approximately 115 miles to
the west of the pre storm location.
On May 31 a Diving Support Vessel (DSV) departed Galveston
harbor with a complement of diving personal, a salvage
master, a JMS salvage engineer, an underwriter
representative and an offshore representative for the rig
owner. The vessel arrived on the site of the wreck the same
day and proceeded to prepare for a sonar survey of the
seabed to ascertain a safe area for the deployment of the
mooring anchors. The DSV was moored over the wreck by
midnight that night, shortly after which the ROV was
deployed and positioned on the wreck in preparation for the
diver to enter the water and commence the hull survey. A
total of seven dives, using surface supplied air, were made
on the wreck to ascertain the wreck's attitude and
condition. An ROV was in the water providing support to
diving operations at night and performing an independent
survey during daylight, with a total ROV in water time of
approximately 14 hours. The wreck was found to be on the
bottom, upside down with a bow up attitude and within 40' of
the surface. The bow compartment was found heavily damaged,
and regions of the preload tanks on both sides of the wreck
were found to be holed, as well as some bottom tanks.
The diving operations, in conjunction with the ROV, were
completed the following day and preparations were made to
get underway immediately. The DSV arrived in Galveston in
the early morning of June 2nd 2009 where team personal and
equipment were offloaded.
With the data and ROV footage available from the dive
survey, JMS was able to develop a clear picture of the wreck
on the sea floor. This consisted principally of developing
drawings of the inverted wreck indicating the general
condition of the wreck, damage, elevation of the wreck above
the seafloor and determining which compartments remained
intact. JMS further aided in determining appropriate tanks
to use for blowing air into to be utilized to raise the
wreck from the seafloor, as well as exploring alternative
wreck removal options such as cutting up the wreck or
partially refloating the wreck to then tow it to a suitable
reefing location. JMS provided rendered images and graphics
to be used as part of the project planning process and the
orientation of future divers during the eventual wreck
removal effort. Several options were evaluated, such as
removing the wreck by cutting it up as it lies and removing
the pieces and debris for recycling and shore side disposal.
Alternatively, the option to arrange for the controlled and
environmentally complicated process of preparing the wreck
for relocation to a designated reefing location, where it
would remain as an artificial reef, is also being explored.
JMS salvage engineers also
responded to a 150,000 bbl oil tank barge that suffered, but
survived, severe damaged to its double-hull bottom after
running aground rocks in NY harbor.
HECSALV, CargoMax Programs and Salvage Response Drills
This year JMS' ERnet program welcomes aboard a number of
newly built or acquired vessels into the ERnet program and
dozens of HECSALV computer models in-the-works or already
developed specifically for salvage engineering response by
JMS engineers. Many of these vessel owners asked JMS to
develop companion CargoMax loading programs for the vessels.
Some of the more notable projects:
PROVMAR Inc. of Hamilton Ontario, an ERnet member company
since 2005, this year asked JMS to develop a CargoMax
loading program for their newly built ATB double-hull
asphalt/oil tank barge JOHN CARRICK. The integrated
tug/barge unit is LR classed. This CargoMax program is the
company's first on-board vessel loading program. The vessels
were built in China and delivered this past summer. All of
Provmar's tugs and barges are enrolled in JMS' 24/7 ERnet
program. Also, as part of Provmar's annual oil spill and
salvage response drill, this past October JMS provided
real-time salvage engineering calculations and response
planning remotely from JMS offices in Mystic, CT.
Seaboats, Inc. of Fall River, MA has been an ERnet member
company since 2004. This year Seaboats asked JMS to develop
a CargoMax loading program for their newly built double-hull
oil tank barge FREEDOM. This CargoMax program is the
company's first on-board vessel loading program.
Cetacean Marine, Inc. of Dania Beach, FL, contracted JMS to
develop a CargoMax loading program for the EPA Great Lakes
research vessel R/V LAKE GUARDIAN.
JMS has developed a number of CargoMax loading instruments
for OSG America Inc., Reinauer Transportation and other
companies. In the case of OSG, 6 CargoMax programs were
updated to reflect modifications made to the vessels - some
mods as extensive as conversion from single to double hull -
and 2 brand new installations; one for the OSG 243 and the
1st of 6 new build ATB barges nearing completion at Bender
Shipyard.
Reinauer Transportation Companies has added 7 new CargoMax
installations and companion HECSALV models for each of their
new build double hull tank barges this year. During a marine
casualty one of the most important things to enter into your
salvage response planning, as quickly as possible, is an
accurate accounting of cargo and other liquid and non-liquid
loads that were on-board the vessel before it got into
trouble. Because the CargoMax loading program and the
HECSALV salvage response program are designed to work
together, RTC realizes the intrinsic value of paired
programs designed to feed accurate pre- and post-damage
information between each other during a marine casualty
response.
ENGINEERING & DESIGN
Tug Modernization Projects
JMS was tasked by Reinauer Transportation Companies (RTC) to
provide engineering and design support for the modernization
of the 4000HP tug CRAIG ERIC REINAUER. The project involved
a complete repowering and conversion from a traditional
hawser tug to an Articulated Tug and Barge configuration.
The engineering and design services for the INTERCON ATB
pinning system and its installation were provided by Ocean
Tug & Barge (OTB) of Massachusetts. JMS provided engineering
services for the repowering of the vessel concurrently with
the INTERCON installation. This consisted of removing the
original B&W 14V23LU engines, matching gears, shafts and
CPP's. This propulsion package was replaced with EMD
12-645E7C's coupled to new shaft lines and fixed pitch
propellers via Reintjes WAV-3450 5:1 gears. The vessel's
original nozzles were removed converting the vessel to an
open wheel configuration, allowing larger diameter open
wheel fixed pitch propellers to be fitted. JMS designed a
new towing bitt for emergency towing operations and a new
Jonrie Capstan was installed to facilitate line handling
since the original towing machine was removed. A third 99 kw
genset was added to the vessel to provide an increased level
of electrical supply redundancy as well as to supply the
power demand of the newly installed hydraulic capstan.
In order to comply with current stability regulations,
several modifications had to be made to the tank
arrangement. The aft peak ballast water tank was split into
two tanks as was the potable water tank. These two tanks
represented a significant portion of the slack tank free
surface the vessel operated with. Dividing these two tanks
greatly reduced the free surface the vessel was subject to.
Approximately 17.3 LT of solid ballast was added in a double
bottom tank in the engine room between the newly installed
main engines. This ballast was added by BTI in the form of
their proprietary “Perma-Ballast” which is a slurry mixture
of iron ore and steel shot pumped into the coated tank. This
product provides a compact and reliable form of ballasting.
Upon completion of all the modernization work at SENESCO
Marine of Rhode Island, JMS conducted the final ABS observed
incline and performed the Load Line stability analysis for
approval from ABS on behalf of the USCG. The vessel
re-entered service as an Articulated Tug and Barge unit,
married to a new 100,000 bbl double hull barge in early
April 2009.
JMS also provided a pre-purchase engineering
assessment of the tugboat BRIDGET McALLISTER. This consisted
of a condition and feasibility assessment of the vessel for
mid life conversion to an articulated tug and barge
configuration. RTC acquired the BRIDGET McALLISTER and
renamed her TIMOTHY L REINAUER. JMS provided engineering
support and consultation services for the modernization of
the TIMOTHY L REINAUER. The project involved converting this
traditional hawser model bow tug to an ATB. The existing
towing machine was removed and the generator sets within the
engine room were removed and replaced with new John Deere 99
kW gensets. JMS designed a new towing bitt for emergency
towing operations and a new Jonrie capstan was installed to
facilitate line handling on the aft deck. A third 99 kW
genset was added to the vessel to provide an increased level
of electrical supply redundancy as well as to supply the
power demand of the newly installed hydraulic capstan.
A large raised stern compartment was built atop the main
deck to provide additional buoyancy and freeboard aft. The
existing deckhouse was extended aft to enclose additional
deck space for a generator room. The existing wheelhouse was
removed from the vessel. Extensive modifications were made
to the deckhouse structure to support a new aluminum tower
and upper pilothouse. RTC performed early stages of the
modernization project at their own facility in Staten Island
before moving the vessel to SENESCO Marine for dry docking.
JMS conducted the final ABS-observed inclining test and Load
Line stability analysis. The vessel re-entered service,
married to a new 100,000 bbls double hull barge in late
2009.
TS KENNEDY Modifications
JMS continues to provide construction support for
Massachusetts Maritime Academy's training vessel the T.S.
KENNEDY (formerly the T.S. ENTERPRISE). The 540-foot long
vessel was originally the SS VELMA LYKES, constructed by
Avondale Shipyards for the Lykes Brothers Steamship Company
in 1967. In 1986 she was placed into the National Defense
Reserve Fleet (NDRF) under the ownership of the U.S.
Department of Transportation Maritime Administration (MARAD)
and was renamed the SS CAPE BON. In 2002 The SS CAPE BON
underwent a conversion to a “public nautical schoolship” at
Bender Ship Repair and was commissioned to the Massachusetts
Maritime Academy as the T.S. ENTERPRISE.
JMS recently provided the marine engineering and design for
converting the existing cargo space in #3 Hold, lower tween
deck, to a berthing space for 90 cadets and the existing
boat deck aft void space into staterooms for 18 officers.
JMS provided drawings for the general arrangement,
structure, electrical, HVAC, plumbing, and structural fire
protection. JMS also provided the bidder's specification for
the project.
Additional lifeboats were required to be installed to
accommodate the increase in the ship's berthing capacity.
JMS prepared the engineering design and the contractor's
specification package for installing two Fr. Fassmer CLR C
6.4 70 person lifeboats/rescue boats and associated FPD 80
CLR 6.4 davit assemblies and replacing the existing ship's
fast rescue boat with a Fr. Fassmer model FRR 6.5 ID-SF fast
rescue boat and associated PHRE 30 davit assembly. JMS also
modified the existing exterior ladders in the area of the
lifeboats to allow for a more efficient means of egress. A
larger and more welcoming quarterdeck was designed to
accommodate the 623 cadets, 102 crew as well as visitors
aboard the vessel.
The entire structural fire protection plan had to be revised
to bring the 42 year old vessel to modern fire and life
saving standards. Specifications and engineering drawings
were developed for the replacement of bulkheads, insulation,
overheads, and windows throughout the vessel. JMS also
provided the engineering design services for the
installation of an IMS type F12, fully electric operated,
hydraulic sliding watertight door in the area of the
vessel's aft classrooms and replaced the existing shaft
alley watertight door with an IMS type N-280, fully electric
operated, hydraulic watertight door. Both doors were
connected to the ship's existing watertight door system.
In addition, JMS modified two of the ship's existing cargo
oil tanks to sewage holding tanks and designed a sewage
transfer system. The sewage transfer system will allow the
ship's engineers to transfer sewage from the ship's existing
marine sanitation devices (MSD) to the converted holding
tanks while operating within U.S. coastal waters to comply
with the new EPA vessel general permit (VGP) requirements.
JMS documented the existing MSD system to submit to ABS and
USCG in order to gain class approval for the system
currently installed. JMS is also conducting a stability
analysis on converting the existing cargo oil tanks,
currently used as ballast tanks, to sewage holding tanks.
All of the work was conducted pier side at Massachusetts
Maritime Academy. The $10 million project lasted almost 12
months and had to accommodate cadet schedules and other
vessel activities throughout the year. A rededication
ceremony was held in November.
Engineering Analysis of Lunar Lander
JMS performed an engineering analysis on a NASA lunar lander
module to be used for underwater training conducted at the
Aquarius Research Station. The module design was analyzed to
ensure it could withstand the weight of two astronauts as
well as a lunar rover-type robot and subject to the
underwater environmental forces experienced in the Marine
Sanctuary.
Design of Purpose-Built Deck Barges
JMS has engineered and designed dozens of purpose-built deck
barges. JMS draws on our extensive operational and shipyard
experience to provide our barge clients with feasibility
studies, concept design and 3D renderings, and detail
construction drawings and cut sheets. Some recent examples
include:
Heavy Lift Deck Barge
JMS performed a feasibility study and developed concept
designs for a free floating, fully automated ballasting
heavy lift deck barge. Payload capacities ranging from 1,000
tons to 8,000 tons were considered and a cost per ton
payload curve was developed. The concept design parameters
included the maximum and minimum dimensions defined by the
customer, maximum and minimum acceptable deadweight
capacities, onboard pumping system housed below decks and
designed to ABS rules.
Operational restraints included the ability to ballast and
de-ballast within a single 6' tidal cycle, maintain zero
trim and heel during loadout, maintain a deck height
relative to shore side bulkhead within +/- 2 inches during
loadout, navigational draft of 12', maximum water depth
during loading and unloading of 15' at MLW and minimum and
maximum roll on roll off elevations of 10' and 15' above MLW,
respectively. The customer further required full redundancy
of the ballasting system as a safety measure during loadout
operations. The method of loadout was specified to utilize
wheeled transporters with a maximum linear load not to
exceed 65LT/ft and tire pressure of 145 PSI.
Given the client's facility restrictions and other aspects
of operation that needed to be addressed, it was determined
that the most feasible concept would be a fully floating,
automated ballasting deck barge for the heavy lift loadout
applications the customer had in mind. This was a
complicated process since the barge was required to be
capable of full operation at three very different
facilities. These facilities had different bulkhead heights
and near shore water depths which limited both barge depth
and the draft to which the barge could be loaded to with
ballast and cargo. These various limiting factors greatly
restricted the design and very quickly narrowed down the
design matrix to a series of barges capable of the specified
criteria and ranging in cargo capacity from 1,000 to 8,000
tons.
JMS developed a detailed cost analysis of the concept
designs utilizing a proprietary database. This cost curve
highlights as a function of deadweight capacity the total
estimated cost of construction for the automated ballasting
heavy lift deck barge. The cost curve was further broken
down to illustrate the fractions of total cost comprised of
the electrical system, control system, ballasting system and
steel structure.
AGM Marine Contractors - Deck Barge
JMS provided engineering and design services to AGM Marine
for a deck barge to support a 200 ton crane. The design had
molded dimensions of 125' X 52' X 7'. The barge featured
four square spud wells to each house a 37" square spud and a
raked forward end. A recessed crew / tool house is contained
in one compartment. Another compartment will house a
hydraulic power pack room.
Steamship Authority
JMS produced construction drawings for two ferry terminal
floats for the Steamship Authority Hyannis Terminal built by
Massachusetts Fabrication in New Bedford, MA. One of the
floats is 29'x25'x8' and the other is 20'x13'x8'. These
floats will provide passenger access to a third ferry slip
to be installed at SSA existing ferry terminal.
Hoboken Ferry Terminal Restoration
JMS is producing construction drawings for three ferry
terminal barges to be built at May Ship Repair for the city
of Hoboken NY. These three barges include a 90'x30' bow
loader and two 50'x30' barges, one bow loading and one side
loading. Hoboken is undergoing a seven year, $125 million,
restoration effort to restore the original Hoboken Ferry
terminal, which has not been used since 1967. The $30
million ferry slip restoration is the final phase of the
project and will enhance passenger access and safety while
allowing expansion of ferry service.
Concept Design
JMS has been supporting 1Robotics of Monsey, NY with
concept-level design and 3D CGI rendering for a number of
new products in their military and commercial marine product
lines. 1Robotics is an industry leader in the field of
autonomous underwater and land robotic products ranging from
turn-key remotely operated mine-killing Unmanned Underwater
Vehicle (UUV) systems to urban warfare inspection and
reconnaissance robots.
JMS has worked on concept-level designs of UUVs for littoral
warfare surveillance and counter-measures detection, an
automated scrubber system for fish farming aqua-domes, a
pipeline inspection robot powered by the liquid flow of the
pipe, and an ATV-mobilized UUV launch and recovery system
that accommodates 20' UUVs, yet fits entirely within an
ordinary shipping container.
Deadweight Surveys and Inclining Tests
JMS has been active conducting stability tests for a wide
variety of ship types. Stability tests have been conducted
aboard offshore supply vessels, passenger vessels, and deck
barges this past year.
Seaward Services
N/S HUNTER is a 180ft offshore supply vessel, owned by the
US Navy and operated by Seaward Services. JMS performed an
inclining test at Detyens Shipyard in Charleston, SC. The
broad aft deck of the vessel facilitating location and
movement of the inclining weights and the location of the
ship in the graving dock made for a text book inclining
test.
Blount Boats
JMS conducted a deadweight survey on the 80ft passenger
vessel FIRE ISLAND BELLE to demonstrate to the US Coast
Guard that she is a sister to several vessels of the same
design built by Blount and operated by Fire Island Ferries.
JMS performed the original stability calculations and test
in 2001 on the FIRE ISLAND FLYER.
Neptune Regional Transmission Systems
PRYSMIAN 1 is a 300ft cable lay deck barge. It was built in
China and originally registered in Panama. The vessel
transferred to a US flag, but in order to qualify for a US
load line a revised deadweight survey was required. Because
of the large amount of equipment on board and the location
of the barge, it was impractical to remove all of the
deadweight items. JMS worked with the local ABS surveyors
and the owner to quantify those items remaining on board,
including several thousand meters of cable.
D&P Charters
JMS conducted a stability test on board the 26' ex-Navy
motor whaleboat SPIRIT OF AMERICA in order to perform
detailed calculations for a USCG approved passenger
capacity. The vessel had undergone a Simplified Stability
Test but the conservative results seriously limited the
owner's water taxi operations. The small size and fine form
of the vessel made the inclining test very sensitive to any
movement of weight including that of the personnel
conducting the experiment. With care and precision, JMS was
able to obtain excellent test data, resulting in an increase
of several passengers for our client.
OTHER ENGINEERING PROJECTS
AGM Marine
Crane Barge Design Attorney
Heavy Lift Barge Structural Survey and Arbitration
Attorney
Fishing Vessel Fire Expert Witness Blakeslee
Crane Barge Structural Analysis and Loading Charts Blount
Passenger Vessel Deadweight Survey Cape Cod Duckmobile
Amphibious Vehicle Engineering and Design Plan Review Cetacean Marine
Research Vessel Loading Program Crofton Industries
Crane Barge Structural Analysis and Loading Charts Crowley Liner Services
TS KENNEDY Major Conversion
TS KENNEDY SOLAS Lifeboat And Fast Rescue Boat Design
TS KENNEDY Quarterdeck Modifications
TS KENNEDY Sewage Transfer System Design D & P Charters
Passenger Vessel Stability Analysis Mammoet
Heavy Lift Barge Structural Survey Mass Fabricating
Steamship Authority Passenger Embarkation Barge Design Misac
Tank Barge Pre-Purchase Survey National Crane
Crane Barge Stability Analysis National Response Corp
Tank Barge Underwater Inspection in lieu of Drydocking Plan National Science Foundation
Polar Program Maintenance Funding Assessment
SEWARD JOHNSON HOV Assessment
USCGC POLAR SEA Science Readiness Inspection Neptune RTS
Cable Laying Barge Deadweight Survey Poling & Cutler Transportation
AWO Responsible Carrier Program Audit Provmar
Tank Barge Loading Program Reinauer Transportation
Tank Barge Double Hull Certification
Tug Ballast Tank Conversion
Tug Trim/Ballast Study
Tug Pre-Purchase Survey
Tank Barge Structural Repair Plan
Tank Barge Loading Program(s)
Tug Fire Alarm System Engineering
Tank Barge Longitudinal Strength Report
Tank Barge Conversion to Construction Barge Seaboats, Inc
Tank Barge Loading Program
Tug Fire Alarm System Engineering
AWO Responsible Carrier Program Audit
ISLAND 60 Vapor Piping Modification Seaward Services
Research Vessel Inclining Test & Stability Analysis
OSV Omnithruster Installation Design and Engineering T&T Bisso
Jack-Up Rig Underwater Survey and Salvage Plan
Chemical Tanker Marine Casualty Response UNCW/NOAA URC
Aquarius NASA Lunar Lander Module University of Connecticut
R/V CONNECTICUT Sea Water Cooling Modification Design US Geological Survey
Research Vessel Fleet Condition Assessment
Research Vessel Anchor Handling System Design Waterman Steamship
KOCAK Loading Manual
PLESS Loading Manual Z & S Contracting
Passenger Vessel Engineering and Design Plan Review
VESSEL
OPERATIONS SUPPORT AND MARINE SURVEYS
JMS has conducted numerous marine surveys this past year
representing a variety of vessel types and purposes. Surveys
have included:
Structural assessments of aging vessels for steel renewal
and overhaul planning
Condition surveys of ships, barges and dry docks for preacquisition or insurance purposes
Research vessel condition assessments
Audits of safety management systems
Accident investigation and marine forensic engineering
surveys
JMS personnel are certified by the American Waterways
Operators (AWO) as Responsible Carrier Program (RCP)
auditors. Audits are conducted for tug and barge operators
throughout the U.S. JMS conducted third party audits of
company management policies, vessel equipment, and human
factors for Poling & Cutler Marine Transportation and
Seaboats Inc.
JMS has been conducting research vessel inspections
for the National Science Foundation since 1997. JMS has
conducted more than 100 research vessel inspections to
assess their ability to conduct science missions, identify
critical maintenance items and develop operating standards
to enhance safety at sea. The inspections encompass hull,
mechanical and electrical systems, deck machinery,
lifesaving and fire fighting equipment, scientific load
handling systems, science facilities, and oceanographic
mission support systems. JMS provides a 3-man inspection
team with unique qualifications related to research vessels
to conduct the two day inspection both pierside and underway
in an operational environment. Inspections were conducted on
Bermuda Institute of Ocean Sciences' R/V ATLANTIC EXPLORER,
R/V CAPE HATTERAS, R/V POINT SUR in Moss Landing CA, the
University of Washington's R/V BARNES, R/V SAVANNAH, R/V
SEWARD JOHNSON, University of Rhode Island's R/V ENDEAVOR,
the R/V OCEANUS at Woods Hole Oceanographic Institute and
the R/V WALTON SMITH at the University of Miami.
JMS conducted a review of the Harbor Branch
Oceanographic Institute Human Occupied Vehicle program for
NSF. The purpose of the review was to assess compliance with
accepted Human Occupied Vehicles Safety Standards. JMS
performed a comprehensive review of all policies, procedures
and records prior to participating in a deployment and
recovery of the JOHNSON SEA LINK (JSL) aboard the R/V SEWARD
JOHNSON in Fort Pierce, FL. The JSL can accommodate four
people in two separate pressure hulls to a depth of 3,000
feet.
JMS has conducted periodic material condition assessments
and safety management reviews of the U.S. Geological Survey
(Department of the Interior) research vessel fleet since
1998. The USGS owns and operates a fleet of nine research
vessels which conduct biology, water quality, and fisheries
research on the Great Lakes, San Francisco Bay, and in
Alaska. This year JMS performed a comprehensive assessment
of the R/V TURNING TIDE and POLARIS, a 96 foot wooden yacht
powered by her original Atlas-Imperial diesel engine and
converted for use as a research vessel. The assessments
include all vessel machinery, hull and penetrations,
superstructure, decks, interior tanks and voids,
navigational and communications equipment as well as
lifesaving and fire fighting equipment. The vessels are
surveyed underway in an operational environment observing
performance of the vessel's deck machinery, oceanographic
outfitting, navigational systems, and propulsion machinery.
USCG Polar Program - Vessel Engineering and
Maintenance Support
JMS continues to 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.
The icebreaking fleet consists of three vessels: USCGC POLAR
STAR, USCGC POLAR SEA, and USCGC HEALY. Under this contract,
JMS evaluates and makes recommendations to the proposed
Intermediate and Depot Maintenance plans and budgets.
Recommendations indicate whether the proposed budget plans
are relevant to achieving short- or long-term availability
or both.
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 identify 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.
POLAR SEA and POLAR STAR each have three shafts, 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 vessels are able to ram
their way through ice up to 21 feet thick and steam
continuously through six feet of ice at three knots.
The POLAR STAR is currently in “caretaker” status. Federal
funding under the American Recovery and Reinvestment Act of
2009 has been provided to make the vessel mission ready and
the ship is expected to undergo an extensive shipyard
availability in the near future.
The POLAR SEA recently underwent a shipyard availability to
refurbish the ship's science suite and associated handling
gear. Following the shipyard availability JMS conducted a
two week research readiness review of the vessel both
pier-side in Seattle, Washington and underway to evaluate
how well its scientific capabilities met the accepted
scientific community standards and expectations. The review
also insured that the safety of the vessel met or exceeded
the UNOLS Research Vessel Safety Standards (RVSS),
International Maritime Organization (IMO), American Bureau
of Shipping (ABS), 46 CFR Subchapter U (Oceanographic and
Research Vessels) and U.S. Coast Guard. With the vessel
pier-side JMS surveyors tested the operability of all
scientific load handling gear including winches, J-frames,
and the vessel's boom crane. JMS also reviewed all
maintenance and operational equipment logs. All lab spaces
and scientific berthing areas were inspected for safety and
habitability. While underway JMS surveyors tested the
availability and functionality of all scientific shipboard
sensors, deployable sensors, and data networks. This
included the deployment of the gravity core, multi-core, and
the conductivity, temperature, depth (CTD) system.
Recommendations made based on the vast experience of the JMS
inspection team played a vital role in preparing the POLAR
SEA for its upcoming science mission as the ship had not
performed a science mission in several years. The POLAR SEA
is currently conducting an Arctic research cruise where
scientists are researching bears and conducting
oceanographic and geophysical research.
DIVING SUPPORT
Divers Institute of Technology
JMS' subsidiary, The Divers Institute of Technology,
provides a fully accredited program of commercial dive
training. DIT trained and is on track to graduate over 275
highly-motivated students in 2009. These graduates will soon
be working throughout the commercial diving industry from
the offshore petroleum production to inland underwater
construction and nuclear power diving. In addition, DIT
offers International Certification that allows graduates
work anywhere in the globe.
As the leading educational institution in the
industry, DIT has been training world-class divers since
1968 from its Seattle waterfront facility. A new class of
roughly 25 elite students starts every month. The physically
intense and academically challenging 7-month program
includes: dive medicine, physics, hazardous materials
handling, non-destructive testing, hydraulic tools, salvage,
SCUBA, and deep dives. Students also receive deep diving
training in Lake Washington to 165 feet aboard DIT's diving
vessel RESPONSE. DIT instructors routinely work as divers,
supervisors and trainers in the field, ensuring that our
courses remain progressive and relevant to the diving
industry.
Diving Operations at Bath Iron Works
JMS has been providing safe and professional diving support
to Bath Iron Works for 17 years. The diving conditions are
challenging due to extreme tidal changes, the current of the
Kennebec River, large ice flows, and the sometimes extreme
cold environment in the winter. The diver's at BIW are part
of over 5,000 personnel working in the shipyard and are
employed primarily in their respective trades when not
diving. The majority of the diving conducted at Bath Iron
Works this past year was in support of the shipyard
infrastructure on the 15 acre Land Level Transfer Facility (LLTF)
and the pump house providing fire main to the facility. Most
of these dives were conducted in scuba equipment out of an
aluminum work boat at or around low tide so as to be able to
maneuver in and around the more than 975 concrete pilings
which support the concrete deck of the LLTF. Numerous dives
were also conducted in support of sea trials on the DDG-51
Arleigh Burke Class destroyers built at the shipyard. These
tasks included surface supplied diving for sonar dome
grooming and repair, sonar dome pre-entry inspections and
inspections of masker air and prairie air systems on the
hull and running gear. The USS STOCKDALE DDG-106 and the USS
MEYER DDG-108 were delivered to the fleet this year and the
USS DUNHAM DDG-109 is currently alongside Pier #4 after
being launched from the 28,000 ton BIW floating dry-dock in
August of 2009.
The U.S. Navy has committed to the production of three
DDG 1000 Zumwalt class guided missile destroyers to be built
at Bath Iron Works. This will increase the need for diving
services for several years. The vessels will likely be
equipped with a water break system on the propeller hubs for
testing of shaft/motor full power curves which will require
additional diving support. The ability to adapt to a variety
of diving tasks safely and effectively has made JMS diving
support an invaluable tool for any shipyard.
MARINE SCIENCE & TECHNOLOGY
Update: The Search for BONHOMME RICHARD
In 2009, at the request of the U.S. Chief of Naval
Operations, the French Navy invited three members of the
Ocean Technology Foundation's (OTF) BONHOMME RICHARD Project
team to accompany them on a mission to test a new survey
technology within a search area determined by the data
collected in previous seasons and fine-tuning of the drift
model. Through its relationship with the French Embassy in
the United States, the OTF had been briefing Embassy
personnel on project results since 2006. French interest in
the project stemmed from the importance of BONHOMME RICHARD
to both U.S. and French maritime heritage.
The 2009 survey employed a
magnetometer to search a 50-square-mile area of seabed. The
team also had the benefit of an experimental Autonomous
Underwater Vehicle (AUV) equipped with side scan and
multi-beam sonar to classify targets. Three shipwreck sites
were investigated with the AUV, two of which were determined
to be modern wrecks, one which appears to have been
torpedoed with its bow broken off. The remains of the third
target, a mostly buried wooden shipwreck, were also
investigated, and this wreck has been deemed a priority for
future investigation.
New Education Initiative
Education has always been a strong component of the Bonhomme
Richard Project, but a new collaboration with the U.S. Naval
Academy (USNA) will provide the most comprehensive education
initiative yet. The USNA and OTF are working together to
integrate elements of the search into Naval History,
Engineering, and Oceanography courses at the Academy. The
Academy's first online course Historic Shipwrecks: Science,
History and Engineering will also include a section on the
Bonhomme Richard. Plans for a 2010 expedition are underway,
and may involve participation from the Academy's midshipmen.
