L-3 Klein Associates, Inc.

Image Gallery/Data Samples

Images obtained with the Klein System 5500 V2 with Bathymetry

Bathymetry Data
Side Scan Sonar and Interferometric Bathymetric Data
Sunken Barge Displayed with Klein S5000 Side Scan Sonar and Bathy Display
Klein SonarPro Software Displaying Side Scan Sonar, Bathymetry Data, Navigation and Target Analysis Windows
Klein System 5000 V2 Bathymetric 3D Display of Narrow Channel
Klein System 5000 V2 Interferometric 3D Display of Shipwreck Near Rock Outcropping
Co-Registered 3D Bathymetric Display with Side Scan Sonar

Images obtained with the Klein System 3900

Scuba Diver
Trawl Door
Channel Buoy
Coal Schooner
Lobster Traps
Harbor Debris
Sand Textures
Mooring Chain
Barge, Lobster Traps, and Fish
Lobster Traps
Mooring
Anchor and Chain
Bicycle, Line, Fish

Images obtained with the Klein Multibeam System 5500

The Klein System 5500 is the Benchmark other Sonar systems compare to for image quality and resolution. The Klein System 5500 Dynamic Range Focused Beams produce by far the most superior images today. The superior imagery can be seen when compared to the only other commercially competitive system using multi-ping with dynamically focused transducers. Please compare the System 5500 Resolution below to the Edgetech 4700 DFX image of the same wreck. Note the superior image quality and resolution of the Klein 5500. You will note, the sand waves are not even visible in the Edgetech 4700 DFX image.

Click on this link to see first hand the superior image quality of the L-3 Klein System 5000 vs. the Edgetech 4700 DFX http://www.edgetech.com/images05marine.htm

Shipwrecks… from Estonia

Channel Buoy

Cable
Geology and Lobster Pots
Mosaic
Airplane…. Twin engine Cessna

Shipwreck…. Empress of Ireland

Small Target Detection….Lobster traps
Shrimp Nets
Submarine…..Oberon class

NOAA Images 1….. Barge, Airplane, Submarine S-5

NOAA Images 2….. Monitor, Shipwrecks, Tire reef

Shipwreck…..Coal schooner
Shipwreck…..USS Monitor

Images obtained with the Klein Dual Frequency System 3000

Shipwreck…..From German Navy

Shipwreck…..Empire Knight

Some history on the wreck of the SS Portland.

by Wallace J. Gleekman

The Boston waterfront was alive with the hustle and bustle of a busy harbor on a Saturday just after the Thanksgiving holiday. There were more passengers than usual on that November 26, 1898 when many who were returning to Maine came from New York, Philadelphia and other points south after having spent the holiday with their family. The weather that morning was fine, there was sunshine and a slight breeze. As the day wore on, however, clouds began to form over Boston getting heavier and heavier. The dark clouds were the first indication of a major storm which started from the Gulf of Mexico and headed northward. This storm was about to join forces with another storm sweeping across from the Great Lakes. At India Wharf, meanwhile, freight was being loaded aboard the Portland and passengers began arriving. At 10:30 a.m., the Boston weather bureau informed C.F. Williams, the line’s Boston agent, that a storm of great intensity was about to strike Boston. At 3:00 p.m. a special report from New York said that snow was falling and the wind had shifted around to northeast which, in New England, was a grave warning of danger. The barometer was falling, another omen of bad weather ahead. But for now all preparations were being made to depart Boston at 7:00 p.m., the scheduled time of sailing. The general manager of the Portland Steam Packet Company, John Liscomb, headquartered in Portland, had a reputation of having his steamers leave on time. The Portland’s sister ship, the Bay State was due to leave Portland at the same time and head toward Boston.

The S.S.Portland was a 291-foot steamer designed by William Pattee and built at Bath, Maine. It was unusually spacious and comfortable with a beam of 42 feet and drew only 11 feet of water which enabled her to cruise the Broad Sound Channel in Boston’s outer harbor with no difficulty (but made her less seaworthy in rough seas). It was one of the outstanding paddle-wheelers of its time and presented a beautiful picture with its white and gold trimming as it sailed out of Boston Harbor on its way to Portland. Passengers had started to board in the late afternoon. There were more than one hundred of them. Some passengers had canceled but most, more than 125, were on board when the ship departed. Passengers and crew totaled 176 persons on board according to the manifest left at the dock.

Liscomb tried to contact the captain of the Portland , Hollis H. Blanchard, at about 5:30 p.m. to delay his departure for two hours when a report from New York said it was snowing heavily. He was unable to get through. He instructed the captain of the Bay State, Alexander Dennison, to remain at the dock in Portland until 9:00 p.m. when the storm could better be evaluated. Blanchard talked over the phone to Dennison who told him of Liscomb’s suggestion to also hold the Portland until 9:00 p.m. According to Dennison, Blanchard replied that the Portland would sail at 7:00 p.m. as scheduled. He told Dennison that he would be sailing before the storm and would probably dock in Portland before the storm hit. However he advised Dennison not to sail because Dennison would be heading directly into the path of the storm before he landed at Boston. He would see Dennison at the wharf in the Bay State when he brought his ship in. Dennison, meanwhile, left the dock, sailed out into Portland Harbor and then turned around. While the ship-is tied up to the dock, it is under control of the company even if there is but one line attached. Boston agent Williams has claimed that at 7:00 p.m. when he realized the severity of the approaching storm he raced from his office and ran down the wharf toward the Portland screaming, "Belay! Belayl" But it was to no avail. The ship had dropped all its lines and was underway heading for Portland. There were some, however, who testified that Williams left India Wharf at 6:07 p.m. and headed toward his home.

The 6:00 p.m. weather report arrived at 6:07 p.m. It said it was continuing to snow in New York but the wind had shifted over to northwest. The barometer had fallen from 29.70 mm Hg to 29.44 mm Hg. This wind shift gave Captain Blanchard the confidence that he could outrun the storm and make it to Portland. This would not be the first time that he had beaten storms into Portland. But he had not reckoned with this particular storm. The whistle from the Portland was sounded as the first flakes of snow began to fall. It was the last thing ever heard from her again. Many people believe that the Portland was never seen again. But that is not what the records say. Captain Timothy Collins of the Kennebec dropped anchor in President Roads having decided not to sail for Bangor and saw the Portland steam by. He sounded his whistle as a warning but Blanchard continued out to sea. A short time later the incoming Mount Desert piloted by Captain William Roix passed the Portland and expected it to come about but she followed her regular course.

The course Captain Blanchard normally took carried him across Broad Sound and then up to Salem and Marblehead and on to Cape Ann and Thatcher’s Island. From there it was a straight run into Portland. Captain William Thomas of the fishing vessel Maud S. reported that he thought he saw the Portland about 3 miles south of Thatcher’s Island. But it was snowing and the visibility was getting worse. By 10:00 p.m. the wind had shifted to northeast and picked up to over 30 knots with gusts up to 60 knots. Shipping all along the coast raced for shelter. Those that were unable to reach a safe harbor were beached and wrecked along the South and North Shore of Massachusetts. Ships in Boston Harbor were driven into the wharves and splintered. At around 11:00 p.m. Captain Reuben Cameron of the Grayling sighted a sidewheeler that had changed course and was heading directly toward her. She fired a flare to warn the steamer away. The paddle-wheeler, he reported, was rolling and pitching badly. At about 11:15 p.m. Captain Frank Stearns of the schooner Florence E. Stearns passed a paddle-wheeler. A half hour later Captain D. Pellier of the schooner Edgar Randall reported a large vessel bearing down on him out of the darkness. He turned his ship away avoiding a collision and noticed the other vessel was a paddle-wheel steamer with some of its superstructure blown away. Captain Samuel Fisher at Race Point on the tip of Cape Cod said he heard four sharp blasts from a steamer’s whistle sometime around 7:00 a.m.

The storm continued well through Sunday morning. A little after 9:00 a.m., the schooner Ruth M. Martin, south of Cape Cod, saw a large white steamer and put up a distress flag to attract attention. The Martin escaped while the Portland did not. The intense damage caused by the wild sea finally must have opened her up and the sea poured in shutting down her engines. Broadside to the waves, she stood no chance. As she was torn apart, those on board not killed by the collapsing deckhouse were plunged into the frigid water.

That evening the storm began to abate. Two surfmen walking along the beach spotted a life belt and, dashing through the breakers, retrieved it. It was stenciled with the words Steamer Portland of Portland. The next morning along the south shore of Cape Cod between Race Point and Peaked Hill wreckage of the sidewheeler came ashore along with bodies. There were no survivors. Watches found on the bodies of victims were practically all stopped at 9:15. The blizzard of `98 was the worst marine tragedy to hit Boston and New England with the greatest loss of lives ever. Blame for the sinking of the Portland lies among the following: Did the Boston agent, Williams, really try to warn the ship before she left or did he go home? Did the general manager, Liscomb, enforce his principle of on time departures so strictly that ship captains were afraid of disobeying? Did Captain Blanchard ignore warnings and become so enamored of his own sailing skills that he challenged the blizzard thinking he could conquer it? The true answer remains a mystery.

References:

Boston Globe, November 26 through December 3. 1898

Boston Traveler, November 27 through December 3, 1898

Snow, Edward R., Great Storms and Famous Shipwrecks…., Yankee Publishing, Boston, 1943.

” href=”http://www.l-3klein.com/image_gallery/3000_images/portland/portland2.jpg” rel=lightbox[ssportland] mce_href=”http://www.l-3klein.com/image_gallery/3000_images/portland/portland2.jpg”>Shipwreck…..SS Portland

Shipwreck…..SS Portland

Shipwreck…..Mississippi River barge

Some History: The CSS Georgia is a Confederate Ironclad that was scuttled in the Savannah River during General Sherman’s Union army advance into the City of Savannah. Originally built by the citizens of Savannah, it was designed to defend the city from the Union Navy and is thought to have delayed the captured of Savannah. Georgia: Built at Savannah GA. Launched 20 May 62. Commissioned Jul 62. Called the "Ladies’ Ram," as she was partially built through funds collected by the women of Savannah. Fitted with weak engines; additionally, a beam from the ways may have adhered to the hull at launch, causing too much drag for the ship to be handled. Served as floating battery, stationed for a time at Elba Island, then at Fort James Jackson in a special crib to allow warping to bring the broadside to bear. Provided boats and men for capture of USS Water Witch 4 Jun 64.

Scuttled to prevent capture 20 Dec 64; went down very rapidly. Superstructure broken by dredging in 1868. Remains located 1969 about 200 yards off of Old Fort Jackson near the ship channel. Two cannons, 75 shells, crockery, and tools recovered by divers, on display at Old Fort Jackson and the Savannah History Museum. Her casemate is more or less intact in the river below the city, though it is in danger of sliding into the main shipping lane and the Army Corps of Engineers is threatening to destroy the wreck unless salvaged. The wreckage extending above the sediments is comprised of bent and twisted railroad rails (two layers) and rusted pieces of casemate which once formed her iron shell.

Commanders: Lt. Thomas P. Pelot, resigned from the U.S.Navy (Union) (61) and entered the C.S.N. in March 61. Served on the C.S.S Georgia (62-64). He was killed in action on June 3, 1864. Pelots young age and the importance of the Georgia commission was the cause for his replacement by Lt. Washington Gwathmey

Lt. Washington Gwathmey. Dismissed from the U.S.Navy (Union) on April 17,1861 and entered the C.S.N on April 20, 1861. Relieved Lt. Thomas P. Pelot as commander on July 23, 1863 until scuttling. Served on the C.S.S Georgia (63-64).

Specs:Iron Clad type: Casemate ram

Dimensions: length 250′, beam 60′, draft 12′

Displacement: 1,000 +- tons

Speed: immobile

Crew: 12 officers, 82 men. muster

Armor: two layers of T-rails, about 4″

Armament: Varied; ten guns planned, but usually only two 9″ and three 32# smoothbores

Authorized: early 62

” href=”http://www.l-3klein.com/image_gallery/3000_images/css_georgia/ironclad.gif” rel=lightbox[cssgeargia] mce_href=”http://www.l-3klein.com/image_gallery/3000_images/css_georgia/ironclad.gif”>Shipwreck…..Civil War Iron Clad C.S.S. Geargia

Shipwreck…..Civil War Iron Clad C.S.S. Geargia

Shipwrecks…..Lake Champlain Vermont

Shipwreck…..Small boat
Tree
Shipwreck…..Great Lakes wreck 1
Shipwreck…..Great Lakes wreck 2

Images obtained with the Klein System 3000 Sub Bottom Profiler

Profile 1…Gas pocket
Profile 2…SonarPro operating session
Profile 3…Bedrock

Images obtained with the Klein Dual Frequency System 2000

Some History: Submarine USS O-9 was lost on June 20, 1941 and located in early September 1997.

She was commissioned in July of 1918 and built by the Fore River Ship Building Company in Quincy Massachusetts.

She was an O class submarine.

172 feet in length with a beam of 18 feet.

She displaced 480 tons on the surface and 629 tons when submerged.

She was in service until 1931. She was then decommissioned and laid up in reserve at the Philadelphia Navy Yard where she laid neglected for the next nine years.

” href=”http://www.l-3klein.com/image_gallery/2000_images/sub%2009/smallsub.jpg” rel=lightbox[uss09] mce_href=”http://www.l-3klein.com/image_gallery/2000_images/sub%2009/smallsub.jpg”>Shipwreck…..Submarine USS 0-9

Shipwreck…..Submarine USS 0-9

MARIDAN A/S has intergrated the Klein AUV 2000 sonar system into the MARIDAN 600.
The MARIDAN 600 was designed be used for several applications including:

High resolution site surveys
Offshore oil, gas and minerals field surveys
Telecommunication cable route surveys
Military surveys
Offshore construction surveys
Search & Rescue
Oceanographic surveys
Offshore pipeline pre-lay route surveys and post-lay inspections.

” href=”http://www.l-3klein.com/image_gallery/2000_images/maridan/auv1.jpg” rel=lightbox[auvint] mce_href=”http://www.l-3klein.com/image_gallery/2000_images/maridan/auv1.jpg”>AUV Integration…..AUV images

AUV Integration…..AUV images

Anchor…..500 kHz
Tires
Lobster Traps
Geology…500kHz.
Above are two sonar images of the 54 foot gun boat which sits upright on the bottom of Lake Champlain. It is still in excellent condition. The top image is 100kHz and the bottom image is 500kHz. In the 100kHz image the shadow from its 50 foot mast is clearly seen and the bow cannon is still in place.

Images obtained with the Klein Dual Frequency System 595

Benedict Arnold’s Missing Gun Boat In Lake Champlain ” href=”http://www.l-3klein.com/image_gallery/595_images/arnold/arnold100.jpg” rel=lightbox[benarnold] mce_href=”http://www.l-3klein.com/image_gallery/595_images/arnold/arnold100.jpg”>Shipwreck…Benedict Arnold’s Missing Gun Boat

The Recovery: Due to the invasion of Lake Champlain by the non native zebra mussel a Lake Champlain Maritime Museum (LCMM) team directed by Art Cohn and consisting of veteran lake researchers Fred Fayette and Peter Barranco, collaborating with Middlebury College geologists Patricia and Tom Manley, initiated a lake wide sonar survey In 1996. ” href=”http://www.l-3klein.com/image_gallery/595_images/arnold/arnold500.jpg” rel=lightbox[benarnold] mce_href=”http://www.l-3klein.com/image_gallery/595_images/arnold/arnold500.jpg”>Shipwreck…Benedict Arnold’s Missing Gun Boat

Shipwreck…Benedict Arnold’s Missing Gun Boat

THE DEAN RICHMOND 1893 The image above was made at a sonar ranges of 75 and 100 meters. The wreck is lying upside down. To the left can be seen the twin propeller shafts and blades, the rudder is also visible.

” href=”http://www.l-3klein.com/image_gallery/595_images/d_richmond/sw_deanrich.JPG” rel=lightbox[deanrichmond] mce_href=”http://www.l-3klein.com/image_gallery/595_images/d_richmond/sw_deanrich.JPG”>Shipwreck…Dean Richmond

Shipwreck…Dean Richmond

Shipwreck…Stone Schooner
Drilling Platform…..Craters
Bodies….. 500 kHz

Other GREAT sonar images

Shipwreck…..Vinyard lightship
This is an image taken with the Klein System 530. The imaging frequency was 50kHz. Imaging range is 600 meters per side. The Image is slant range corrected. This image is of iceberg scours. ” href=”http://www.l-3klein.com/image_gallery/530_images/scours/icescour.JPG” rel=lightbox[other] mce_href=”http://www.l-3klein.com/image_gallery/530_images/scours/icescour.JPG”>Iceberg Scours
Small airplane…..Wreckage
Ninian Oil Field…..North Sea
The Shipwreck H.M.S. BREADALBANE ” href=”http://www.l-3klein.com/image_gallery/530_images/breadalbane/bred.JPG” rel=lightbox[breadalbane] mce_href=”http://www.l-3klein.com/image_gallery/530_images/breadalbane/bred.JPG”>Shipwreck…..H.M.S. Breadalbane

Shipwreck…..H.M.S. Breadalbane

In the summer of 1853 the 120 foot three masted British barque Breadalbane sailed into the high arctic area of Resolute Bay Canada on a rescue mission for Explorer Sir John Franklin and his crew of 129 who were missing. Franklin disappeared while on the quest for a navigable North West Passage though North America. The Beadalbane was trapped in ice, the ice fractured her hull and she sank in 300 feet of water on August 2, 1853 half a mile south of Beechey Island. This is the highest latitude ship wreck known.

It was later found that Franklin and his crew had suffered from botulism and the numbing effects from lead poisoning. The canned goods that they had carried on board the ship were poorly prepared, highly contaminated with bacteria, and sealed with lead and arsenic. After 3 years trapped in ice the remaining survivers made a desperate march for land and unreachable safty 850 miles to the south at Great Slave Lake.

The icebergs were resting on the sea floor having drifted or been blown into shallow water. The scours were formed when the wind and currents push the bergs over the bottom This image was recorded off shore of Tutoyaktuk, Northwest Territories Canada. The DEAN RICHMOND was a typical Great Lakes package freighter. It was 238 feet long, 35 feet in breadth, and a 14 foot deep draft. Gross tonnage was 1250. Built in 1864, its only unusual feature of the period was a twin engine propeller design.

During 1893, the DEAN RICHMOND had been under charter to the Clover Leaf Railroad, with her regular run between Toledo Ohio, and Buffalo New York. On the cold October afternoon of Friday the 13th 1893, loading of the major cargo of zinc and lead ingots, and bagged flour was completed at the Toledo docks. The ship slipped her mooring lines and headed eastward to disaster. An ominous storm built throughout Friday evening. By Saturday morning a full gale was blowing, with sustained winds of 60 knots. The DEAN RICHMOND was fighting for her life. She was sighted twice that morning in the middle of Lake Erie just east of Erie, Pennsylvania. Her smoke stacks had been torn from the vessel by the high seas, and the crippled vessel apparently was floundering with no rudder control. On Sunday morning, October 15, 1893, bodies and wreckage from the DEAN RICHMOND began washing ashore in Dunkirk, New York, 40 miles east of Erie. This confirmed the worst fears … the ship had gone down! The dreadful news was announced in the NEW YORK TIMES of that day: THE DEAN RICHMOND A WRECK-LOST WITH A CREW OF EIGHTEEN IN LAKE ERIE NEAR DUNKIRK.

Early in the1997 search effort the LCMM team located a sonar contact. Art Cohn took a dive to investagate the new find. Upon surfacing Art told the other team members “We have found the missing gun boat!”. The team believes that one of Arnold’s gun boats sank during the night time retreat. Above are two sonar images of the 54 foot gun boat which sits upright on the bottom of Lake Champlain. It is still in excellent condition. The top image is 100kHz and the bottom image is 500kHz. In the 100kHz image the shadow from its 50 foot mast is clearly seen and the bow cannon is still in place.

Some History: In the spring of 1776 the British had a force of 10,000 men in place with plans to divide the American Colonies in half by taking control of Lake Champlain and driving down the Hudson River Valley thus splitting the colonies. Though the summer of 1776 American forces frantically raced to build a Naval fleet for the lake. On October 11, 1776 a squadron on fifteen hastily built American warships commanded by Benedict Arnold engaged a superior British fleet. The resulting cannon battle lasted for 5 hours with the American force loosing 2 boats, ten percent of there man power and being blockaded by the British. This battle was known as “The Battle of Valcour Island”. Desperate, Arnold and his officers planned a daring night time retreat past the British blockade. Under the cover of darkness with oars silenced by greased rags, Arnold’s fleet of gun boats slipped past the British fleet. Arnold continued to fight on for three more days before retreating to Fort Ticonderoga.

” href=”http://www.l-3klein.com/image_gallery/2000_images/pipeline/pipe100.JPG” rel=lightbox[2000] mce_href=”http://www.l-3klein.com/image_gallery/2000_images/pipeline/pipe100.JPG”>Pipeline

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