SMS was approached by Brice Marine to improve cargo operations for one of their articulated tug-barges. With a lack of port infrastructure throughout Western Alaska, vessels do not have the ability to moor to dock or cargo handling facilities. During cargo operations, the barge draft changes require the tug to retract the pins. As a solution to maintain control, a raised bulwark can be created to allow the tug to push on the barge as a nonarticulated unit.

Various considerations must be made when servicing a vessel at sea: the ice season creates a narrow window of time in which the work can be completed, accessing areas of the ship to assess them can be difficult, and existing blueprints are often outdated. Due to these factors, projects requiring fabrication typically required field fitment, costing more in time and resources. To complete this project within the client’s required timeline, SMS partnered with Eagle Harbor Engineering and Catalyst Marine Engineering.

A FARO 3D Laser Scanner scans a damaged barge to gather data for its repair at the JAG Alaska Shipyard in Seward.

Stillwater Marine Service

Virtual models of Brice Marine’s barge, showing as-built from scan data (grey area) and modifications that were to be installed, as designed by John Van Buskirk, a naval engineer at Eagle Harbor Engineering.

Stillwater Marine Service

With this collaboration, SMS was able to utilize various technologies to find solutions for project. This included using a FARO Focus S 70 3D Laser Scanner for scanning and creating a current as-built 3D model of the vessel, software applications including CAD for creating a workable cut-file, and Catalyst Marine Engineering’s Flow Mach 500 five axis ultra-high-pressure waterjet for a precise cut.

“Stillwater Marine Service did an excellent job explaining how their use of technology would translate into lowered cost on execution,” says Drew McIntyre, Marine Superintendent for Brice Marine. “We were impressed with both their operational judgment and technical ability in connecting evolutions for our business model. Our final product was done faster and cheaper than I would have thought possible before working with Stillwater Marine. My only regret is missing the opportunity to have the entire barge scanned into a model during its last drydock.”

The FARO Focus S 70 3D Laser Scanner is outfitted with a high-definition camera, alongside a scanning laser capable of capturing more than 976,000 points per second. Using this data, structures can be captured and converted to a 3D model. This model can be exported into a variety of formats including high-resolution virtual walkthroughs, as well as 2D and 3D files for architectural and engineering purposes. While popularized in the commercial and residential real estate sector, SMS saw the potential for maritime usage.

SMS licensed software to explore the data captured by the scanner in 3D space to determine the current state of the vessel in preparation for the modification. As the device can capture up to 1mm accuracy, naval architect John Van Buskirk of Eagle Harbor Engineering was able to create a workable cut-file for Catalyst Marine Engineering to use with their waterjet.

A FARO 3D Laser Scanner scans a tug at the JAG Alaska Shipyard in Seward.

Stillwater Marine Service

“As-built scans give data on the current condition of the vessel. This reflects changes, construction deviations, and damages which are not going to be reflected in even a good set of engineering drawings,” says Van Buskirk. “Because of this, the parts can be cut without trimming margins, or with limited trimming margins. This greatly simplifies the production process.”

Due to the accuracy of the cut-file, Catalyst Marine Engineering was able to prepare the materials necessary for the modification with minimal waste or manual trimming. This reduced the labor cost, resources, and time needed to complete the project.

Catalyst Marine modifies Brice Marine’s barge in Seward.

Stillwater Marine Service

“When Brice reached out to us about the project, we utilized technology to execute the project to reduce the installation time. Under typical methods, installation of the bulwark would have taken twenty-one days,” says Rick Ferroni, a manager at SMS. “Using each company’s technology—CAD, scanning, water jet—the installation of the bulwarks took eight days.”

The benefits of the process were not limited to the modifications—it also streamlined regulatory approval through using the American Bureau of Shipping’s (ABS) new 3D model-based class process. Before work began, the modification design was submitted to ABS’ New Orleans Engineering office in an as-built, 3D model format. Once the work was complete, ABS’ Seattle Office surveyed the vessel and approved the modification without issue.

Roy Bleiberg, ABS Vice President of North America Business Development, says: “This was a powerful demonstration of the ABS 3D model-based class process in action. Not only did we deliver efficiencies in plan review and survey without compromising safety but we learned valuable lessons for future applications.”

Guest Author Mikel Insalaco is a communications professional and founder of Egoforge, a small communications firm in Anchorage, Alaska. He works with companies throughout the state, such as Stillwater Marine Service, to help define a brand’s identity through crafting messaging and developing strategy.