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83-466: A re-decking project was completed in May 2008. Repainting started in mid-2010 has been completed. The Deer Isle-Sedgwick Bridge, named for the two townships it connects, was the first bridge built between Deer Isle and the mainland, replacing an inadequate ferry crossing system and effectively opening the island to tourism opportunities. It is notable for the innovation of its designers and contractors in creating

166-423: A cofferdam is a temporary watertight extension of the hull to the surface. Although they are temporary structures, cofferdams are strongly built, heavily stiffened, and reinforced to withstand the hydrostatic and other loads that they will have to withstand. Large cofferdams are normally restricted to harbor operations. Complete cofferdams cover most or all of the sunken vessel and are equivalent to extensions of

249-472: A hydrographic survey of the site, as applicable. A safety survey and risk assessment are part of these surveys, which are continuously updated as part of the operation as conditions change; the operational plans are adapted to suit the changing circumstances. It is usually preferable to refloat a vessel so that it can be taken to a suitable venue for repair or scrapping, but this is not always reasonably practicable. There are some basic aspects to refloating

332-486: A black horse in full gallop on a white flag. Iris Vinton , a noted author of young adult novels, wrote "Flying Ebony", a story about the origins of the Life Saving Benevolent Association of New York and the story behind the black horse shown on the corporate flag. "The memory of the black horse of this book is preserved as a symbol to this day on the house flag of Merritt-Chapman & Scott Corporation,

415-407: A claim to be awarded, three requirements must be met: The property must be in peril, the service must be rendered voluntarily, and the salvage must be successful in whole or in part. There are several factors the court uses to determine the salvor's amount. Some of these include the difficulty of the task, the risk involved to the salvor, the value of the property saved, the degree of danger to which

498-456: A contract salvage is Lloyd's Standard Form of Salvage Agreement (2011, superseded in 2020), an English law arbitration agreement administered by the Council of Lloyd's, London. A ship that has broken down but is not in immediate danger is usually in a position to negotiate terms and may request to be towed to a safe haven on a commercial hire basis rather than in terms of a Lloyds Open Form. If

581-480: A dangerous time for mariners and marine operations around the American continent. The transition from sail to steam with the consequent unreliability of equipment, and the growing needs of commerce to fuel US expansion meant that a large number of ships operated. Some foundered or got into trouble on their own, and some were lured to their doom by wreckers . Salvage operations were in their infancy, and commercial diving

664-513: A different salvage contractor may be requested to remain on site to help manage the risk of pollution or decrease the damage. In the United States , in pure salvage (also called merit salvage ), there is no contract between the owner of the goods and the salvor. The relationship is one implied by law; the salvor of property under pure salvage must bring his claim for salvage in a court which has jurisdiction, and this will award salvage based upon

747-488: A dozen suits by angry investors, and in 1966 was indicted by a federal grand jury on charges of fraudulent dealings in Merritt-Chapman stock. Such stock manipulations, if they occurred, are only one of Merritt-Chapman's misfortunes under Wolfson. Another is that he tried to build up and broaden the company too fast. Acquisitions such as the unprofitable New York Shipbuilding Corp cut into profits and dividends; in 1966, there

830-509: A durable, long-span, high-level structure across a navigable arm of the Atlantic at minimal cost. Unprecedented use of prefabricated and previously used materials simplified construction and minimized costs, and much of the outdoor work was completed under poor weather conditions. The challenges facing David B. Steinman, his firm, and their contractors were numerous. The popularity of Eggemoggin Reach as

913-503: A fairly short 400-foot (120 m) vertical curve at the center of the main span. In this manner, the needed height was attained and the approach viaducts were kept to a minimum length. The project was also complicated by its required early-summer completion date, meaning that much of the work had to be done during the winter and early spring months when weather conditions posed a significant challenge. Robinson and Steinman and their contractors solved this difficulty by prefabricating many of

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996-566: A high flow rate of compressed air. Swells increase the buoyancy of the vessel as they pass. Underwater patching is usually done by divers, but patch fabrication and rigging requires the diver to take as little time as possible underwater. Small leaks are generally sealed off and made watertight by wooden plugs and wedges , small wooden patches and concrete boxes, or small steel plate patches; they are caulked and sometimes additionally sealed with epoxy resin or fibre-reinforced resins. Minor patches are usually fitted with gasket to seal against

1079-464: A rumoured 3 million in gold currency with her. Merritt-Chapman were engaged to evaluate salvage operations and whether it would be possible to raise her, or to carry out a diving salvage. It was their conclusion that operations were not possible, and the New York papers all reported the view as definitive, demonstrating that MC&S already had considerable reputation for expertise in maritime salvage. It

1162-405: A safe haven for temporary repairs, to a port or facility where complete repairs are possible, or to a disposal site for scrapping or sinking. Tow preparations may involve measures like reinforcing weakened parts of the ship, or special rigging to release the tow for sinking in a safe, controlled manner. There is a major legal difference between assisting a vessel when a representative of the owner

1245-403: A salvage attempt, the salvor receives permission from the owner or the master to assist the vessel. If the vessel is abandoned, no permission is needed. The reward is partly determined by the value of the vessel, the degree of risk, and the degree of peril the vessel was in. Legal disputes often arise from claiming salvage rights, so boat owners or skippers often remain on board and in command of

1328-401: A salvage contract prior to beginning, and the amount that the salvor is paid is determined by the contract. This can be a fixed amount, based on a "time and materials" basis, or any other terms that both parties agree to. The contract may also state that payment is only due for successful operations only (a.k.a. "No Cure, No Pay"), or that payment is due even if the operation fails. An example of

1411-406: A ship that has gone aground or sunk as well as necessary work to prevent loss of the vessel, such as pumping water out of a ship—thereby keeping the ship afloat—extinguishing fires on board, to clearing wreckage to prevent navigational or ecological hazards, or recovery of cargo, fuel, stores, equipment, or scrap metal. In contract salvage, the owner of the sunken property and salvor enter into

1494-449: A ship, plane, or other sunken property, or towing a ship which is in the surf away from the shore. In low-order salvage, the salvor is exposed to little or no personal risk. Examples of low-order salvage include towing another vessel in calm seas, supplying a vessel with fuel, or pulling a vessel off a sand bar . Salvors performing high-order salvage receive substantially greater rewards than those performing low-order salvage. In order for

1577-589: A state agency, and operated as the Broadway Street Terminal. The Destroyer Yard was replaced in the 1960s by the Kitty Hawk drydock. That drydock is now the 850-foot (260 m) principal berth for the Broadway Terminal, and is used for general cargo including petroleum coke, coal, dolomite, steel products, wood products, minerals, cocoa beans and perishables. Marine salvage Marine salvage

1660-438: A stranded ship: Its position must be stabilized to avoid any further damage from the ground. Ground reactions must then be reduced to a level where the vessel can be moved off of the ground without any additional scratches. Then, the vessel is pulled off and moved into deeper water. Stabilizing the vessel implies that it will not capsize due to insufficient static stability . This may require reducing free surfaces , lowering

1743-409: A wreck and in these instances, governments or authorities may organise the salvage. Before the invention of radio , salvage services would be given to a stricken vessel by any passing ship. Today, most salvage is carried out by specialist salvage firms with dedicated crews and equipment. The legal significance of salvage is that a successful salvor is entitled to a reward, which is a proportion of

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1826-404: A yachting area called for a 200-foot-wide (61 m) channel at midspan with a minimum 85-foot (26 m) under clearance, placing the roadway at 98.7 feet (30.1 m) above mean water level. At the same time, the depth required for foundations at this location called for minimizing the length of the approach spans. This height problem was solved by employing steep 6.5-percent approach grades and

1909-572: Is abandoned vessels or cargo . The United Kingdom's Merchant Shipping Act 1995 states that jetsam, flotsam, lagan, and all other cargo in the wreckage remain the property of their original owners. Anyone removing those goods must inform the Receiver of Wreck to avoid the accusation of theft. Wreck diving has laws to protect historic wrecks of archaeological importance, and the Protection of Military Remains Act 1986 protects ships and aircraft that are

1992-477: Is accepted, a contract automatically arises to give the successful salvor the right to a reward under the 1989 Convention. Typically, the ship and salvor will sign up to an LOF agreement so that the terms of salvage are clear. Since 2000, it has become standard to append a SCOPIC ("Special Compensation – P&I Clubs") clause to the LOF to ensure that a salvor does not abuse the aforementioned environmental policy stated in

2075-415: Is clearing the ground by using flowing water. Currents may be produced by the propeller wash of tugs or jetting pumps, and is most effective in sand or mud. Dredging may be used to move large quantities of loose or soft material from around and under a vessel and dig channels for deep water. The equipment used for dredging depends on the seabed material and topography, access to the casualty, the situation of

2158-439: Is in some ways similar to the wartime law of prize — the capture, condemnation and sale of a vessel and its cargo as a spoil of war, insofar as both compensate the salvor/captors for risking life and property. The two areas of law may overlap each other. For instance, a vessel taken as a prize, then recaptured by friendly forces on its way to the prize adjudication, is not deemed a prize of the rescuers (the title merely reverts to

2241-410: Is needed to clarify this part of the history. MC&S itself was to be taken over in 1951 by Louis E. Wolfson a renowned corporate raider of the time. The takeover was not without its problems, there were a number of stockholder suits, and eventually, further difficulties. But Merritt-Chapman & Scott was involved in a large number of projects during this decade, including the following: One of

2324-595: Is not clear from the sources consulted so far what sorts of activities MC&S were involved in during the 1910s although some ships were sold to the Navy just prior to US entry into World War I in 1917, including the Relief and subsequently purchased back after the war's end. In the 1920s, it is known they continued to be involved in diving operations and they had a reputation of "skilled artisans with an average individual experience probably not to be found in any other group". By

2407-492: Is on board— which requires their permission— and which may be considered salvage depending on the situation. Taking an abandoned vessel under tow, inherently considered salvage, does not require permission. A salvage survey is done to get information on the state of the vessel and the site which will be useful for planning the salvage operation. There is usually an initial or preliminary survey, followed by detailed surveys of topsides, interiors, and underwater hulls, ending with

2490-403: Is saved, they can make a claim but may need to pay for the use of the lifeboat and any damages that might occur. Jetsam are goods thrown off a ship to eliminate any unnecessary weight. Flotsam are goods that floated away from the ship when it was sinking. Ligan or lagan are goods left in the sea, on the wreck, or tied to a buoy , so that they can be recovered later by the owners. Derelict

2573-416: Is the process of recovering a ship and its cargo after a shipwreck or other maritime casualty. Salvage may encompass towing, lifting a vessel, or effecting repairs to a ship. Salvors are normally paid for their efforts. However, protecting the coastal environment from oil spillages or other contaminants from a modern ship can also be a motivator, as oil, cargo, and other pollutants can easily leak from

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2656-490: The Lloyd's Open Form (LOF) made provision that a salvor who attempts to reverse environmental damage will be paid, even if unsuccessful. This Lloyd's initiative was later incorporated into the 1989 Convention. All vessels have an international duty to give reasonable assistance to other ships in distress for saving lives, but there is no obligation to try to salve the vessel. Any offer of salvage assistance may be refused; if it

2739-493: The Thousand Islands Bridge the previous year, made small adjustments to the main strands very easy. Before the bridge was finished, unexpected wind-induced motion in the relatively lightweight deck indicated the need for greater stability. Diagonal stays running from the main cables to the stiffening girders on both towers were added to stabilize the bridge. However, the bridge's motion during unusually severe storms in

2822-404: The centre of gravity , possibly restraining listing by pontoons fastened alongside to increase the waterplane area, or applying forces that go against counter forces. Weight managing, increasing buoyancy, removing parts of the ground, scouring, or lifting the ship by using machinery, are some way to reduce ground reaction forces. Weight management is rearranging and distributing weight around

2905-407: The "merit" of the service as well as the value of the property itself. Pure salvage claims are divided into two types: high-order and low-order. In high-order salvage, the salvor exposes their crew to risk of injury, and their equipment to damage or loss to salvage the property that is in peril. Examples of high-order salvage are boarding a sinking ship in heavy weather or currently burning, raising

2988-540: The 1930s MS&C's broadening of scope was clear. They continued to acquire companies and were involved in a large number of construction projects during this decade that utilised their underwater, pile driving, concrete setting, foundation construction, and diving expertise. These projects included the Waldo-Hancock Bridge , 1931, Bucksport, Maine , the Marquette Ore Docks , 1931, Marquette, Michigan , and

3071-420: The 1989 Convention (pursuant to the case of The Nagasaki Spirit ). The techniques applied in marine salvage are largely a matter of adapting available materials and equipment to the situation, which are often constrained by urgencies, weather and sea conditions, site locations, and financial considerations. Diving is considered to be counterintuitive , but may be the only, or most efficient, way to complete

3154-402: The 1989 Convention a greater priority over the 1910 one, where their provisions are mutually incompatible. Boat owners can clarify with an assisting vessel if the operation is to be considered salvage, or simply assistance towing. If this is not done, the boat owner may find that the rescuer may be eligible for a substantial salvage award if the salvor can show sufficient evidence that the vessel

3237-702: The Mount Vernon Memorial Highway Hunting Creek Bridge, 1932, Alexandria, Virginia . and even sinking an elderly destroyer ( USS Moody ) for the 1933 MGM film Hell Below . Marquette had been an ore transshipment (from rail to ship for a journey down Lake Superior and the rest of the Great Lakes to either Chicago, Detroit or Cleveland where the mills were) point since the 1850s, with a succession of more elaborate ore storage and transfer facilities being constructed. The Duluth, South Shore and Atlantic Railway (DSS&A) commissioned

3320-522: The Sea", was a noted marine salvage and construction firm of the United States, with worldwide operations. The chief predecessor company was founded in the 1860s by Israel Merritt , but a large number of other firms were merged in over the course of the company's history. It was taken over in the 1950s by famed corporate raider , Louis E. Wolfson . It went into liquidation in 1967. The 1850s and 1860s were

3403-533: The Supervisor of Salvage (SUPSALV), situated in Hawaii, Alaska, California, Virginia, Spain, Bahrain, Singapore, and Japan. When vessels are lost in an unknown area or are unprotected, a potential salvor might discover and plunder the wreck without knowledge of the wreck's owner. Salvaging a foreign navy's vessel is against international law. Despite this, many shipwrecks from World War II near Indonesia — where most of

Deer Isle Bridge - Misplaced Pages Continue

3486-451: The aptly named USS Lafayette . The ship was moored at Manhattan's Pier 88 for the conversion. On February 9, 1942, sparks from a welding torch ignited a stack of thousands of lifevests filled with kapok , a highly flammable material, that had been stored in the first class dining room. The woodwork had not yet been removed, and the fire spread rapidly. The ship had a very efficient fire protection system, but it had been disconnected during

3569-471: The beginning of a pull. When the ship moves, the jacks will topple and must be reset for the next pull. Jacks may also be used to push the ship horizontally if there is a suitable reaction surface. Pontoons of any kind can be placed alongside the stranded ship and rigged either directly to the hull or with slings under the hull to provide lift and reduce ground reaction. If space and water depths are adequate, cranes and sheer leg barges are rigged to lift

3652-403: The casualty appears to be beyond salvage or at a high risk of sinking, breaking up, burning out or otherwise becoming uneconomical to salvage on a LOF, the salvage operator may change the contract from LOF to SCOPIC, which stipulates that all costs plus a reasonable profit are paid to the salvage operator by the casualty’s insurers. If the salvage operator is unable to salvage the vessel, they or

3735-420: The casualty, and the dredging equipment available. Ground reaction may also be reduced by physically lifting the ship. Methods used include jacking , pontoons , helicopters, and cranes or sheer legs. Hydraulic jacks are used to temporarily lift stranded ships to allow them to be refloated by pulling or to permit slipways to be constructed under them. Jacking requires the seafloor to be hard enough to support

3818-501: The components offsite and completing the bulk of the assembly quickly, working between high tides. Site-specific innovations in prefabrication and construction methods minimized outdoor work at the site and departed from conventional bridge-building practice. This careful consideration and planning resulted in a project completed on schedule and at low cost, despite the extreme conditions. The substructure, in particular, employed prefabrication at an unprecedented level. Instead of assembling

3901-519: The construction of a large and modern facility in 1931. The construction process began with the awarding of contracts. The first one was awarded in March 1931 when the Lake Shore Engine Works of Marquette was contracted to construct 150 hoists for raising and lowering the dock chutes. The second contract was let out on April 1, to the Merritt-Chapman & Whitney Corporation of Duluth. This company

3984-480: The conversion. All on board fled the ship. As firefighters on shore and in fireboats poured water on the blaze, the ship developed a dangerous list to port. About 2:45 a.m. on February 10, the Normandie capsized , crushing a fireboat. A shot of the capsized ship makes a brief cameo appearance towards the end of Alfred Hitchcock 's film Saboteur . The ship was righted in 1943 by Merritt-Scott & Chapman in

4067-425: The damaged hull. Major patching is characterized by extensive diving work and includes detailed underwater surveys, measurements, and major underwater cutting and welding operations to prepare and fit the patch. When all or part of the main deck of a sunken ship is submerged, flooded spaces cannot be cleared until all openings are sealed or the effective freeboard is extended above the high water level. In salvage,

4150-649: The electrical work and the Worden—Allen Company of Chicago was given the contract for furnishing all of the reinforced steel for the dock and its approach. The USS Moody , a World War I vintage destroyer, obsolete, and over the London Naval Treaty limits for naval vessels, was headed for the breaking yard when MGM purchased her for approximately US$ 35,000 to film Hell Below , a movie based on Commander Edward Ellsberg 's novel Pigboats , which starred Robert Montgomery and Jimmy Durante . The Moody

4233-436: The foundations led to the mobilization of the largest bridge construction fleet ever assembled to the time. The American Bridge Division of United States Steel Corporation had a $ 44,532,900 (equivalent to $ 401 million in 2023 ) contract to build this superstructure, with steel supplied by U.S. Steel's mills and delivered via their Pittsburgh Steamship Division's fleet. Since the takeover, Wolfson had been stung with

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4316-512: The great ship salvage firm." In addition to salvage operations, the company got involved in marine construction, acquiring a number of boats, and steam derricks . By the late 19th century, the firm had some experience in maritime investigation, with the ability to determine causes for wrecks and explosions. When, in 1898, the USS Maine exploded in the harbour of Havana, Cuba , the U.S. War department engaged Merritt-Chapman to determine whether

4399-591: The height of the Cold War , the United States raised a portion of Soviet submarine  K-129 in the Western Pacific Ocean . The CIA , who conducted the salvage under the guise of mining the seafloor for manganese nodules with a commercial vessel, spent over $ 800 million in 1974 on the clandestine operation now known as Project Azorian . Salvage law states that a salvor should be rewarded for risking their life and property to rescue another ship in danger. It

4482-662: The last full decade of its life. These included: The company also undertook smaller projects ranging from roads in Ethiopia to Air Force early-warning stations in Labrador. The company went into liquidation in 1967. The management aimed to complete the liquidation process in three years, but it was not in fact completed until 1982. Since 1971, the New York Ship site has been owned by the South Jersey Port Corporation,

4565-637: The last resting place of the remains of members of the armed forces. The 1910 Brussels Convention for the Unification of Certain Rules with Respect to Assistance and Salvage at Sea reflects the traditional legal principles of marine salvage. The 1989 International Convention on Salvage incorporated the essential provisions of the 1910 Convention while adding on new principles. The 1989 Salvage Convention entered force on 14 July 1996 with nearly twenty parties in agreement. States that are part of both conventions consider

4648-417: The load, the ground to be reinforced, or the load spread on pads. Similarly, the hull of the ship must be protected from jacking forces. If these forces are not spread out along the hull, they may cause damage throughout the vessel. Jacks are placed near the center of the ground reaction, usually symmetrically, and are secured with a retrieving line led to the deck. The jacks are extended to their maximum lift at

4731-498: The most important projects of the decade was the foundation contract for David B. Steinman 's Mackinac Bridge commenced 1954 and completed in 1957, across the Straits of Mackinac . This five-mile (8.0 km) bridge (including approaches) was the world's longest anchorage-to-anchorage single-suspended span at the time. and Merritt-Chapman & Scott Corporation's $ 25,735,600 (equivalent to $ 232 million in 2023 ) contract to build all

4814-402: The original owner). However, the rescuing vessel is entitled to a claim for salvage. Likewise, a vessel found badly damaged, abandoned, and adrift after enemy fire, does not become a prize of rescuing a friendly vessel, but the rescuers may claim salvage. A vessel is considered in peril if it is in immediate danger or is likely within a reasonable and relevant period to become in danger. Prior to

4897-443: The property was exposed, and the potential environmental impacts. Rarely, the salvage award would be greater than 50 percent of the salvaged property's value. Usually, salvage awards amount to 10–25% of the value of the property. Several navies have rescue and salvage vessels to support their fleet and serve distressed vehicles. In addition, they may have Deep Salvage Units. US Navy salvage facilities and operations are coordinated by

4980-534: The salvage job. Salvage work includes towing an abandoned or disabled vessel which is still afloat to safety, assisting in fighting a fire on board another vessel, refloating sunk or stranded vessels, righting a capsized vessel, recovering the cargo, stores, or equipment from a wreck, or demolishing it in place for scrap. The work may be done for profit, clearing a blocked shipping lane or harbour , or for preventing or limiting environmental damage. Marine salvage takes many forms, and may involve anything from refloating

5063-407: The salvage. Diving operations are limited to conditions when the risk is acceptable . Rescue towing is when a ship in peril is saved and taken to a refuge point. If the vessel is adrift at sea or near a shore or harbor, a connection must be made before the ship goes aground. Salvage towing generally follows immediately after a salvage operation or may be a part of it. The vessel may be towed to

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5146-422: The salvor to a reward"; this definition has been further refined by the 1989 Convention. Originally, a "successful" salvage was one where at least part of the ship or cargo was saved; otherwise, the principle of "No Cure, No Pay" meant that the salvor would get nothing. In the 1970s, a number of marine casualties of single-skin-hull tankers led to serious oil spills. Such casualties were discouraging to salvors, so

5229-429: The salvor to acclimatize to the situation, and the job is often constrained by urgency, weather and sea conditions, site accessibility, and financial considerations. Where practicable, procedures that seldom use divers are usually part of the mission— diving is slow, strenuous, dangerous, expensive, and often inefficient. However, some cases present diving as the only way and may even be the most efficient way to complete

5312-495: The ship to regain its buoyancy, provided there are no floods. Removing ground in a channel allows the vessel to float on water. However, this method of reducing ground forces majorly depends on the condition of the ground. Sand and firm clay can be effortlessly removed but refill quickly, and the channel will be reasonably stable in the short term. If the vessel is resting on penetrating rocks, they must be removed even though it does not significantly reduce ground reaction. Scouring

5395-427: The steel sheet-pile cofferdams and the metal forms for the main tower pedestals on site, Merritt-Chapman & Scott had them prefabricated at their yard on Staten Island and brought to Maine by barge. Their use of secondhand steel materials for the dams, along with the prefabrication and careful timing of the construction schedule, saved a great deal of money. The prefabricated dams were assembled for use on barges near

5478-400: The stranded ship to reduce the ground reaction. Temporary reductions of ground forces can be made during pulling to reduce ground reaction, friction, or both. Jetting nozzles can be rigged to wash away the ground or to fluidize the seabed with injected water to reduce friction. A similar effect can be achieved by air lances inserted under the vessel. These are perforated pipes supplied with

5561-461: The time-consuming and expensive field adjustments were unnecessary. These cables debuted in the U.S. in 1931 on Steinman and Robinson's Waldo-Hancock Bridge near Bucksport, Maine, and their St. Johns Bridge in Portland, Oregon. A new connection method, which used sleeve nuts to connect each main strand socket to its anchorage rod, was also used. These connections, invented by Robinson and first used on

5644-562: The total value of the ship and its cargo. The bounty is determined subsequently at a "hearing on the merits" by a maritime court in accordance with Articles 13 and 14 of the International Salvage Convention of 1989. The common law concept of salvage was established by the English Admiralty Court and is defined as "a voluntary successful service provided in order to save maritime property in danger at sea, entitling

5727-658: The unknown explosion came from inside the hull or outside. Investigators decided that it was external, and attributed it to blast powder. This incident became the precipitate cause of the Spanish–American War . In 1909, the RMS Republic was struck by the SS Florida , and sank in 40 fathoms of open ocean off Nantucket, Massachusetts the next day after unsuccessful towing attempts by the MC&;S Relief and other tugs, taking

5810-444: The vessel. Weight removal nearby the ground reduces ground reaction, while removing weight farther away may increase ground reaction. Buoyancy can be increased by either pumping — if the compartment is not holed below the waterplane — or by blowing down compressed air if the compartment can be sealed above the waterplane. In some cases, there is a third method of discarding the water using buoyant materials. Ground removal allows

5893-463: The vessel; they do everything possible to minimize further loss and seek to minimize the degree of risk the vessel is in. If another vessel offers a tow and the master or owner negotiates an hourly rate before accepting, then salvage does not apply. Some maritime rescue organizations, such as Britain's Royal National Lifeboat Institution advise that the crews of their lifeboats renounce their right to claim compensation for salvage, however if property

5976-547: The water is shallower than 80 metres (260 ft)— are threatened by scavenging for low-background steel for use in medical and scientific equipment. During World War I, a Royal Navy team of covert divers led by GCC Damant salvaged intelligence materials from recently sunken U-boats . They mostly worked in the English Channel but extended as far as Scapa Flow . They dived and found at least fifteen wrecks, of which about seven provided valuable intelligence material. At

6059-581: The winter of 1942–1943 caused extensive damage and destroyed some of the stays. Because of the recent collapse of the Tacoma Narrows Bridge, stronger and more extensive longitudinal and transverse diagonal stays were added. [REDACTED]  This article incorporates public domain material from Katherine Larson Farnham and Justin M. Spivey. Deer Island-Sedgwick Bridge . National Park Service . Merritt-Chapman %26 Scott Merritt-Chapman & Scott , nicknamed "The Black Horse of

6142-404: The work site. After mud was removed from the bottom and the rock foundation carefully sounded, the dam bases were torch-cut to fit the profile of the irregular bedrock on which they were to be set. Finally, the dams were filled with concrete. On the superstructure, pre-stressed twisted-strand cables invented by the designer were used to advantage on both the main strands and the suspenders, meaning

6225-512: The world's most expensive salvage operation, but it was subsequently determined that the cost of restoring the liner was too great. After neither the US Navy nor the French Line offered to restore the liner, the ship's designer, Vladimir Yourkevitch, made a last-ditch proposal to cut the ship down and restore her as a mid-sized passenger liner. This, too, failed to draw backing, and the former Normandie

6308-569: Was a fair bit of transference of MC&S assets to the Navy, and back again, as a result of World War II . One of the most famous salvage operations ever carried out by MC&S was the salvage of the Normandie , a French liner, the largest in the world when built, which was seized by the US after the fall of France. By 1941 the United States Navy decided to convert the Normandie into a troopship ,

6391-452: Was a loss of $ 740,000 and no dividend at all. To halt the drain, Wolfson sold off a paint company, a small steel mill, the company's derrick division and a small shipyard, but the future was not assured. Along with its losses on operations, Merritt-Chapman also added a $ 3,233,000 "special charge" to the books in 1967 as a provision against losses if other properties had to be sold. However, the company did carry out significant projects in this,

6474-400: Was almost unheard of. It was with this background that a number of companies started operating under law of the sea salvage rules rather than as wreckers. Israel Merritt founded Merritt Salvage in or before 1860 to operate in this nascent industry. The company continued to grow and expand the scope of operations, merging with other firms, and adopting the famous "black horse" house flag ,

6557-444: Was in peril at the time, and a lien may be placed on the vessel if it is unpaid. The salvor may then have a lawful right to keep the salvaged property until the claim is settled. The claim and award in law is influenced by the salved values involved, as well as the level of care, nature of rescue and efforts of the salvor. However, the salvage award can never exceed the salved value of the ship and property. Marine salvage requires

6640-462: Was placed between two water tight compartments so she would continue to float after the explosion. Two other explosions took out the water tight bulkheads and the Moody finally sank at 5:30 PM. Several boats, many with newsmen aboard hoping to film the sinking destroyer, hovered around the film crew interfering with operations. Threats were exchanged, but the filming was done. As during World War I there

6723-576: Was sold to Lipsett Inc. and scrapped in 1947. Another notable project was construction in 1942 of the Escanaba Ore Docks , Escanaba, Michigan , which were built as a backup in case the Marquette docks were sabotaged or bombed. MC&S acquired the New York Shipbuilding company at some point during the 1950s or 1960s (a 1949 book gives no mention of MS&C ownership. Further research

6806-400: Was the successor to Whitney Bros. which specialized in the building of docks, bridges, heavy construction work of all kinds as well as river and harbor improvements. They would bring their experience to this project. The fabricated steel for the dock including the large steel ore chutes would be furnished by McClintick, Marshall Corporation of Chicago. Jernstad Electric of Ishpeming would install

6889-405: Was towed from Mare Island to a nearby shipyard and reworked to resemble an Austro-Hungarian destroyer. To simulate her sinking by "torpedoes" by the American submarine, AL-14 (played by sub S-31 ), Merritt-Chapman & Scott Corporation were hired. A charge of dynamite was placed on board just aft of the bridge. Shortly after noon on February 21, 1933, the Moody was blown in two. The explosion

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