1.06 TE 08 Operating Manual for PSBs (Kings Bay).pdf

OPERATING MANUAL FOR PORT SECURITY BARRIERS

OPERATING MANUAL FOR

PORT SECURITY BARRIERS

Technical Manual [Revision B]

NAVFAC CR-6314-OCN

September 2009

Contract Number: N68711-05-D-0019

GPA Technologies, Inc.

[This page intentionally left blank.] i

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original: 30 September 2009

Page No. Change No.*

Title i to xiv 1-1 to 1-6 2-1 to 2-26 3-1 to 3-86 4-1 to 4-8 5-1 to 5-16 A-1 to A-8 B-1 to B-4 C-1 to C-4

*Zero in this column indicates an original page.

ii

RECORD OF CHANGES

CHANGE

NO. DATE TITLE AND/OR

BRIEF DESCRIPTION

SIGNATURE OF

VALIDATING OFFICER

iii

TABLE OF CONTENTS

Chapter Page

LIST OF EFFECTIVE PAGES ........................................................................................... i RECORD OF CHANGES .................................................................................................. ii LIST OF ILLUSTRATIONS...............................................................................................v LIST OF TABLES............................................................................................................. ix LIST OF ACRONYMS .......................................................................................................x SAFETY SUMMARY....................................................................................................... xi

1 INTRODUCTION ............................................................................................... 1-1

1.1 Introduction.............................................................................................. 1-1

1.2 Purpose of the Manual ............................................................................. 1-1

1.3 PSB Purpose and Function....................................................................... 1-2

1.4 Frequently Asked Questions .................................................................... 1-3

2 SYSTEM DESCRIPTION................................................................................... 2-1

2.1 Introduction.............................................................................................. 2-1

2.2 Overview of a Port Security Barrier ........................................................ 2-2

2.3 PSB Functional Elements ........................................................................ 2-5

2.3.1 Buoys ........................................................................................... 2-5

2.3.2 Floats............................................................................................ 2-9

2.3.3 Float Components ...................................................................... 2-12

2.3.4 Connectors ................................................................................. 2-18

2.3.5 Summary of Equipment by Barrier Site..................................... 2-26

3 NORMAL PSB GATE OPERATIONS .............................................................. 3-1

3.1 Introduction.............................................................................................. 3-1

3.2 Safety, Equipment, and Weather Limits .................................................. 3-4

3.3 Operating Procedure for Chain Latching Connectors using a Flag

Sheave .................................................................................................... 3-11

3.3.1 Types of Lines............................................................................ 3-11

3.3.2 Procedure for Opening the Main Ship Gate............................... 3-12

3.3.3 Procedure for Closing the Main Ship Gate ................................ 3-20

3.4 Operating Procedure for Chain Latching Connectors using a Hand Winch..................................................................................................... 3-27

3.4.1 Types of Lines............................................................................ 3-27

3.4.2 Procedure for Opening the Main Ship Gate............................... 3-29

3.4.3 Procedure for Closing the Main Ship Gate ................................ 3-35

3.5 Operating Procedure for Chain Latching at a French Gate.................... 3-41

3.5.1 Types of Lines............................................................................ 3-42

3.5.2 Procedure for Opening a French Gate ....................................... 3-43 iv

TABLE OF CONTENTS-Continued

Chapter Page

3.5.3 French Gate Closing Procedure ................................................. 3-51

3.6 Operating Procedure for a Cable Latch (USS Constitution).................. 3-58

3.6.1 Procedure for Opening the PSB Gate ........................................ 3-58

3.6.2 Procedure for Closing the PSB Gate.......................................... 3-61

3.7 Operating Procedure for a Boat Winch (Port Canaveral) ...................... 3-64

3.7.1 Types of Lines............................................................................ 3-64

3.7.2 Procedure for Opening the Main Ship Gate............................... 3-67

3.7.3 Procedure for Closing the Main Ship Gate ................................ 3-71

3.7.4 Procedure for Securing the Main Ship Gate to the Storm- Mooring Buoy............................................................................ 3-80

3.8 Operating Procedure for a PSB-V Gate ................................................. 3-82

3.8.1 Procedure for Opening the Large Gate at Kings Bay Site 6 ...... 3-82

4 EMERGENCY OPERATIONS........................................................................... 4-1

4.1 Introduction.............................................................................................. 4-1

4.2 Opening the Main Ship Gate in Bad Weather ......................................... 4-1

4.3 Closing a Gate or Barrier Section in Bad Weather .................................. 4-2

4.4 Righting an Overturned Barrier Float ...................................................... 4-4

4.5 Handling a Sinking or Damaged Float..................................................... 4-5

5 DAILY INSPECTION......................................................................................... 5-1

5.1 Introduction.............................................................................................. 5-1

5.2 Daily Inspection ....................................................................................... 5-1

5.2.1 Looking for Sinking Floats and Buoys ........................................ 5-2

5.2.2 Looking for Damaged or Sagging Netting................................... 5-4

5.2.3 Verifying Connector Installation ................................................. 5-7

5.2.4 Looking for Broken Kayak Guards............................................ 5-11

5.2.5 Verifying that the Navigational Lights are Working ................. 5-11

5.2.6 Verifying that the Warning Signs are Intact and Readable........ 5-13

5.3 Daily Inspection Summary .................................................................... 5-16

APPENDICES

A COTS Manuals............................................................................ A-1 B List of References ........................................................................B-1 C List of Contacts ............................................................................C-1

Technical Manual Deficiency/Evaluation Report (TMDR) Forms v

LIST OF ILLUSTRATIONS

Number Title Page

1-1 Aerial view of a typical PSB................................................................................ 1-1 2-1 Port Security Barrier installed across “finger piers”............................................ 2-1 2-2 Map of a typical “offshore” PSB ......................................................................... 2-2 2-3 Map of a typical “finger pier” PSB...................................................................... 2-3 2-4 PSB functional elements ...................................................................................... 2-5 2-5 Typical steel storm-mooring buoy....................................................................... 2-6 2-6 Typical steel near-shore buoy .............................................................................. 2-6 2-7 Typical steel non-latching buoy........................................................................... 2-7 2-8 Typical steel latching buoy .................................................................................. 2-8 2-9 Small Boat Gate with sub-sea connection ........................................................... 2-8 2-10 Foam latching buoy.............................................................................................. 2-9 2-11 PSB Flight-4 float with plastic (HDPE) pontoons............................................. 2-10 2-12 Typical PSB-P float with plastic (HDPE) pontoons .......................................... 2-10 2-13 PSB-T floats with plastic (HDPE) pontoons ..................................................... 2-11 2-14 PSB-V float........................................................................................................ 2-12 2-15 PSB Flight-4 components .................................................................................. 2-13 2-16 PSB-P float components .................................................................................... 2-13 2-17 PSB-T float components .................................................................................... 2-14 2-18 PSB and French Gate components..................................................................... 2-16 2-19 French Gate components.................................................................................... 2-16 2-20 Flashing navigational lights on a PSB buoy ...................................................... 2-17 2-21 Warning sign – key to “Line of Demarcation” .................................................. 2-18 2-22 Pin-mounted sleeve connector ........................................................................... 2-19 2-23 Flange-mounted sleeve connector...................................................................... 2-20 2-24 Pin-mounted sleeve connector with safety chain back-up................................. 2-20 2-25 Chain latching spear (with spear lanyard attached) ........................................... 2-21 2-26 Chain latching receiver (reduced weight version with round entry hole).......... 2-22 2-27 Chain latching connector (heavier design with crucifix chain entry hole) ........ 2-22 2-28 Latching 25,000-pound mechanical connector receiver .................................... 2-23 2-29 Latching 25,000-pound connector spear with spear lanyard ............................. 2-24 2-30 Non-latching 25,000-pound connector spear assembly ..................................... 2-24 2-31 Non-latching 25,000-pound connector receiver assembly................................. 2-25 2-32 Cable latching connector.................................................................................... 2-25 3-1 Chain latch connector .......................................................................................... 3-2 3-2 Cable latch connector (USS Constitution)........................................................... 3-3 3-3 Sailboat winch, hawse pipe, and spear (Port Canaveral) ..................................... 3-3 3-4 Mechanical latch (spear and receiver) ................................................................. 3-4 3-5 Safety shoes (steel-toed) ...................................................................................... 3-5 3-6 Personal floatation device (PFD) ......................................................................... 3-5 3-7 Log Bronc (used mainly in the Northwest).......................................................... 3-6 3-8 Boomin’ Beaver support craft.............................................................................. 3-6 3-9 Foul weather gear................................................................................................. 3-6 vi

LIST OF ILLUSTRATIONS-Continued

Number Title Page

3-10 Work gloves ......................................................................................................... 3-6 3-11 Spear lanyard (with G-hook) ............................................................................... 3-7 3-12 Spare safety and tow lines.................................................................................... 3-7 3-13 Spare rope ............................................................................................................ 3-8 3-14 Spare pawl lock (including locking pins) ............................................................ 3-9 3-15 Cheater bar (for mechanical latches) and a pry bar for chain latch connectors .......................................................................................................... 3-10 3-16 Hammer (to free frozen pawl locks or pins) ...................................................... 3-10 3-17 Main Ship Gate in “Closed” position................................................................. 3-12 3-18 The support craft approaches the latching buoy, tying off if required............... 3-13 3-19 Transferring the tow line and free end of the spear lanyard to the support craft .................................................................................................................... 3-13 3-20 The spear lanyard goes from the spear to the flag sheave to the support craft .................................................................................................................... 3-14 3-21 Removing the keeper pin from the pawl lock.................................................... 3-15 3-22 Sliding the pawl lock out of the connector receiver .......................................... 3-15 3-23 The pawl lock stowed on top of the connector receiver (still attached to the receiver by the chain lanyard)............................................................................ 3-16 3-24 The counterweight moved to the “Open” position ............................................ 3-16 3-25 Taking a strain on the spear lanyard to release the connector ........................... 3-17 3-26 Relieving the load on the spear lanyard, allowing safety line to take the load between the Main Ship Gate and the latching buoy .......................................... 3-17 3-27 Disconnecting the spear lanyard from the spear ................................................ 3-18 3-28 Towing the Main Ship Gate towards the latching buoy to slacken the safety line ........................................................................................................... 3-18 3-29 Towing the Main Ship Gate open while keeping tension in the gate ................ 3-19 3-30 Towing the Main Ship Gate to the “Closed” position ....................................... 3-20 3-31 Transferring safety line from support craft to the latching buoy ....................... 3-21 3-32 The counterweight flipped to the “Closed” position.......................................... 3-22 3-33 Connecting the spear lanyard to the spear chain................................................ 3-22 3-34 Taking a strain on the spear lanyard to pull the Main Ship Gate closed ........... 3-24 3-35 The gate and connector closed and taking the load ........................................... 3-24 3-36 Reinstalling the pawl lock.................................................................................. 3-25 3-37 Reinstalling the pawl lock keeper pin................................................................ 3-25 3-38 The connector locked and the lines properly stowed......................................... 3-26 3-39 Main Ship Gate in “Closed” position................................................................. 3-27 3-40 The support craft approaches the latching buoy, tying off if required............... 3-29 3-41 Transferring the tow line to the support craft .................................................... 3-29 3-42 Removing the keeper pin from the pawl lock.................................................... 3-30 3-43 Sliding the pawl lock out of the connector receiver .......................................... 3-30 3-44 The pawl lock stowed on top of the connector receiver (still attached to the receiver by the chain lanyard)............................................................................ 3-31 vii

LIST OF ILLUSTRATIONS-Continued

Number Title Page

3-45 The counterweight moved to the “Open” position ............................................ 3-31 3-46 Hauling in the spear lanyard to unload the connector pawl............................... 3-32 3-47 Paying out the spear lanyard .............................................................................. 3-33 3-48 The spear lanyard is winched out until the safety line takes the load between the Main Ship Gate and the latching buoy......................................................... 3-33 3-49 Disconnecting the spear lanyard from the spear ................................................ 3-34 3-50 Towing the Main Ship Gate toward the latching buoy to slacken the safety line...................................................................................................................... 3-34 3-51 Towing the Main Ship Gate open while keeping tension in the gate ................ 3-35 3-52 Towing the Main Ship Gate to the “Closed” position ....................................... 3-36 3-53 Transferring the safety line from the support craft to the latching buoy ........... 3-37 3-54 The counterweight flipped to the “Closed” position.......................................... 3-38 3-55 Connecting the spear lanyard to the spear chain................................................ 3-39 3-56 Closing the Main Ship Gate by winching in the spear lanyard.......................... 3-39 3-57 Reinstalling the pawl lock.................................................................................. 3-40 3-58 Reinstalling the pawl lock keeper pin................................................................ 3-40 3-59 French Gate handling lines ................................................................................ 3-43 3-60 Float/support craft arrangement prior to opening the French Gate.................... 3-44 3-61 The outside boat making up the tow line from the latch float ........................... 3-45 3-62 The deckhand releases the net gap lines and pawl lock, and prepares the safety line and the spear lanyard for release ...................................................... 3-46 3-63 Deckhand removing pawl lock and its keeper pin ............................................. 3-47 3-64 The counterweight rotated to the “Open” position ............................................ 3-48 3-65 Releasing the connector with the French Gate held by the safety line .............. 3-48 3-66 Disconnecting the end of the spear lanyard from the spear ............................... 3-49 3-67 The inside boat making up the tow line to the spear float ................................. 3-50 3-68 Towing the French Gate together to slacken the safety line.............................. 3-50 3-69 Releasing the safety line .................................................................................... 3-51 3-70 Towing the legs of the French Gate open, keeping tension in each leg............. 3-52 3-71 Towing the French Gate legs to the closed position .......................................... 3-52 3-72 Setting the safety line between the two legs of the French Gate ....................... 3-53 3-73 Releasing both tow lines .................................................................................... 3-54 3-74 The deckhand moves the counterweight to the closed position, and attaches the spear lanyard to the spear and to the inside boat.......................................... 3-55 3-75 The inside boat backs away, using the spear lanyard to pull the connector closed ................................................................................................................. 3-56 3-76 Deckhand removing pawl lock and its keeper pin ............................................. 3-57 3-77 PSB Barrier at the USS Constitution ................................................................. 3-58 3-78 Cable latch connector hinges open to release the vertical wire ......................... 3-59 3-79 Cable latch connector in “Closed” position ....................................................... 3-59 3-80 Support craft ties up to the PSB float................................................................. 3-60 3-81 Cable latch connector hinged and pinned in the “Open” position ..................... 3-60 viii

LIST OF ILLUSTRATIONS-Continued

Number Title Page

3-82 Towing the PSB barrier leg clear of the vertical wire ....................................... 3-61 3-83 Towing the PSB gate open, keeping tension in the gate.................................... 3-62 3-84 Towing the PSB gate closed toward the vertical wire ....................................... 3-62 3-85 Aligning the cable latch connector onto the vertical wire ................................. 3-63 3-86 Closing and locking the cable latch connector around the vertical wire ........... 3-63 3-87 Barrier arrangement ........................................................................................... 3-64 3-88 The Main Ship Gate connected to a latching buoy ............................................ 3-65 3-89 The spear chain connected to a buoy by a chain anchor.................................... 3-66 3-90 The safety and tow lines .................................................................................... 3-67 3-91 The support craft approaching the latching buoy .............................................. 3-67 3-92 The tow line being transferred to the support craft............................................ 3-68 3-93 The safety line transferred to the support craft .................................................. 3-68 3-94 The deckhand disconnecting the chain anchor from the spear chain................. 3-69 3-95 The spear chain dropping into the water from the hawse pipe .......................... 3-70 3-96 Support craft towing the Main Ship Gate away from the latching buoy ........... 3-70 3-97 The support craft keeping Main Ship Gate in tension to prevent overturning a float or kinks near the hinge buoy................................................................... 3-71 3-98 Preparing to close the Main Ship Gate by connecting to the latching buoy ...... 3-72 3-99 The deckhand taking the safety line from the support craft............................... 3-73 3-100 The deckhand shortening the safety line............................................................ 3-73 3-101 The deckhand dropping the winch lanyard through the hawse pipe.................. 3-74 3-102 The deckhand recovering the hook end of the winch lanyard ........................... 3-75 3-103 The deckhand recovering the spear chain and connecting it to the winch lanyard hook....................................................................................................... 3-76 3-104 The deckhand hauling in the spear chain using a sailboat hand winch ............. 3-77 3-105 The deckhand connecting the spear chain to the winch foundation using the chain anchor ....................................................................................................... 3-78 3-106 The deckhand shortening up the safety and tow line to the cleat and hanging the excess line from the fence............................................................................ 3-79 3-107 A storm-mooring buoy used for tying the Main Ship Gate open ...................... 3-80 3-108 Tying the safety line off to the storm-mooring buoy......................................... 3-81 3-109 Securing the PSB spear chain to the Smit bracket............................................. 3-81 3-110 PSB-V standard system...................................................................................... 3-82 3-111 The middle anchor point at PSB #30029 ........................................................... 3-83 3-112 A PSB-V gate buoy............................................................................................ 3-83 3-113 A rope ratchet and tension line connecting a buoy and the PSB gate................ 3-84 4-1 Buoy heeled over in rough weather ..................................................................... 4-2 4-2 Tying off to the down-current barrier leg ............................................................ 4-3 4-3 Towing the down-current barrier leg to the up-current leg.................................. 4-3 4-4 PSB leg with a temporary connection line in place ............................................. 4-4 4-5 Two PSB floats overturned after a hurricane....................................................... 4-4 4-6 A PSB float being righted using the “catamaran” technique............................... 4-6 ix

LIST OF ILLUSTRATIONS-Continued

Number Title Page

4-7 A “Mike” boat attaching a righting line to right a PSB float............................... 4-6 4-8 Typical pontoon pump-out fitting........................................................................ 4-7 5-1 Measuring the waterline height from the bottom of the CL spar to the water..... 5-3 5-2 Typical PSB Flight-2 floats in calm conditions................................................... 5-3 5-3 Typical buoy in strong current (tilted over)......................................................... 5-4 5-4 Typical PSB float netting supported at correct height ......................................... 5-4 5-5 Inspect for net chafing (lowest horizontal rope is the most susceptible)............. 5-5 5-6 Sagging netting that needs repair......................................................................... 5-6 5-7 Typical connection between float netting sections .............................................. 5-6 5-8 Nylon or bungee netting supports between PSB float and buoy ......................... 5-7 5-9 Typical intact sleeve connector with safety back-up chain ................................. 5-8 5-10 Flange-mounted sleeve connector........................................................................ 5-9 5-11 Sleeve connector at PSB float/buoy joint ............................................................ 5-9 5-12 Mechanical non-latching connector at PSB float/buoy joint ............................. 5-10 5-13 Mechanical latching connector .......................................................................... 5-10 5-14 Chain latching connector ................................................................................... 5-11 5-15 Cable latching connector.................................................................................... 5-12 5-16 Kayak guard on a PSB float............................................................................... 5-12 5-17 Kayak guards on a PSB-T float ......................................................................... 5-13 5-18 PSB float navigational light (installed every second float) ............................... 5-14 5-19 Main Ship Gate latching buoy navigational lights............................................. 5-14 5-20 Typical Warning sign......................................................................................... 5-15

LIST OF TABLES

Number Title Page

2-1 Summary of barrier equipment by site............................................................... 2-26 3-1 Weather limits for operating PSB gates............................................................... 3-8 5-1 Design waterline for PSB floats........................................................................... 5-2 x

LIST OF ACRONYMS

CL Centerline HDPE High-density polyethylene MOB Man overboard NAVFAC Naval Facilities Engineering Command NFESC Naval Facilities Engineering Services Center NPT National Pipe Thread O&M Operations and maintenance PFD Personal flotation device PSB Port Security Barrier SWL Safe working load xi

SAFETY SUMMARY

GENERAL SAFETY INSTRUCTIONS

This manual describes physical and chemical processes that may cause injury or death to personnel or damage to equipment if not properly followed. This safety summary includes general safety precautions and instructions that must be understood and applied during operation and maintenance to ensure personnel safety and protection of equipment. Prior to performing a task, the WARNINGs, CAUTIONs, and NOTEs included in that task shall be reviewed and understood.

WARNINGS, CAUTIONS, AND NOTES

WARNINGs and CAUTIONs are used in this manual to highlight operational procedures, practices, conditions or statements that are considered essential to the protection of personnel (WARNING) or equipment (CAUTION). WARNINGs and CAUTIONs immediately precede the step or procedure to which they apply.

WARNINGs and CAUTIONs consist of four parts: the heading (WARNING, CAUTION), a statement of the hazard, minimum precautions, and the possible result if disregarded. NOTEs are used in this manual to highlight operational procedures, practices, conditions or statements that are not essential to the protection of personnel or equipment. NOTEs may precede or follow the step or procedure, depending upon the information to be highlighted. The headings used and their definitions are as follows.

WARNING

Highlights an essential operational procedure, practice, condition, statement, etc., which, if not strictly observed, could result in injury to or death of personnel or long-term health hazards.

CAUTION

Highlights an essential operational procedure, practice, condition, statement, etc., which, if not strictly observed, could result in damage to or destruction of equipment or loss of mission effectiveness.

NOTE

Highlights an essential operational procedure, condition, or statement.

xii

HAZARDOUS MATERIALS

The PSB is a floating structure and has been designed to minimize the need for lubricants or hazardous materials. However, there are certain connectors that will require lubrication, and there are paints, coatings, and synthetic materials that may represent a hazard to personnel if any hot work is performed (no hot work is required for the maintenance functions described in this manual). The following paragraphs summarize the hazardous materials and lubricants used in the PSB design.

Zinc: Zinc is a material known to represent a hazard to personnel if inhaled. Some of the PSB structures have been painted with a zinc-rich paint called Zinc Clad® II. or an inorganic zinc epoxy primer under epoxy topcoats. Other structures, such as the saddles for the plastic pontoons, have been hot-dip-galvanized to ASTM A123. Some of the hardware (e.g., net support wires, pontoon mounting bolts, connectors) have also been hot-dip-galvanized or plated with zinc. These zinc protective coatings do not represent a hazard at room temperature, but can be a hazard if heated. No hot work shall be performed on the PSB or any of its components without breathing apparatus certified for work with hot zinc.

Plastic: Most of the PSB structures and components are steel, but some are plastic and can be a hazard to personnel if the plastic components are heated and the fumes inhaled.

Plastic components include the following:

High-density polyethylene plastic used for some of the PSB float pontoons.

Urethane rubber used in the sleeve connectors and chain latch spear.

Epoxy paint used on some of the PSB structures.

Phenolic bearings and spacers used in the mechanical connectors.

Teflon® bearings in some connectors.

Synthetic rubber used in warning sign clamps, in mechanical connector O-rings, and in sleeve connector covers.

Plastic covers and components in the sealed-for-life navigational lights.

Nylon and Spectra® rope used in the PSB nets, safety/tow lines, and lanyards.

Batteries: Sealed-for-life batteries are used in the navigational lights. There is no need to access these, but in the event of leakage, they should be handled with the same care as any other battery that may be leaking battery acid.

xiii/(xiv blank)

Lubricants: Most PSB components and mechanical items have been designed without the need for lubricants for environmental reasons. However, there are some connector components that have specified the use of lubricants, and there are other locations where bolt thread lubrication may have been used. Grease can cause illness if ingested. Items that may be lubricated include:

Flag sheaves: These units have an internal, sealed, grease-filled reservoir for the Oilite® bushings. If these start to leak, they should be disassembled and the seals replaced.

Flanged non-latching connector (at buoy): This connector uses metal bushings with grease lubrication. If properly assembled, there should be no external signs of grease or oil. If these start to leak, they should be disassembled and the seals replaced. Three zinc fittings are provided for adding grease.

Bolts: Assembly crews may have used Never-Seez® or a similar molybdenum disulfide grease on various bolt threads. Any excess grease should be wiped off so it does not fall into the water.

[This page intentionally left blank.]

1-1

CHAPTER 1

INTRODUCTION

1.1 INTRODUCTION

The Port Security Barrier (PSB) is a continuous floating “fence” that provides specific protection for selected Navy assets and acts as a "line of demarcation" to separate U.S.

Navy-controlled areas from commercial water traffic. Figure 1-1 is an aerial view of a typical PSB installation.

Figure 1-1. Aerial view of a typical PSB.

1.2 PURPOSE OF THE MANUAL

This manual is an update of the operating procedures provided in the original O&M Manual for Port Security Barrier [reference 1]. Barrier equipment and the procedures necessary for operating that equipment have changed since the first PSB was installed at King’s Bay in 2001. The older manual [reference 1] should be retained because it contains more detailed inspection and maintenance information on some of the older

1-2 equipment. This manual update contains descriptions and operating procedures for all PSB net-based systems currently afloat. It does not contain information on the Dunlap and other non-net-based systems that are installed at some locations. This manual update provides the following information:

A general description of the various types of PSB equipment currently being used, and their impact on operating procedures.

Operating procedures for opening and closing barrier gates to allow passage for ships and boats. This job is usually performed by Port Operations personnel.

Procedures for inspecting the barrier. Although maintenance personnel are responsible for detailed inspections, operators are expected to inspect their barrier once a day to make sure it is intact and able to perform its designed function.

Guidance to operators on how to handle emergency conditions, such as bad weather or damage to the barrier.

Reference information and points of contact.

This manual does not describe how to inspect and maintain the buoy moorings. See reference 2 for general information. This manual does not describe the operation or maintenance of the support craft, which will be different at different PSB installations. In general, support craft should have at least one bow bitt and one stern bitt suitable for towing. The bitts should have a safe working load (SWL) of 3 tons or more. For more detailed information, refer to individual support craft manuals at a specific location.

1.3 PSB PURPOSE AND FUNCTION

The PSB is a floating fence that protects Navy assets from sudden attack by small boats.

It also serves as a "line of demarcation" to separate U.S. Navy-controlled areas from commercial water traffic and can play a major role in the Rules of Engagement. Ideally, the PSB is moored well away from the protected assets so that any explosion at the barrier will not damage the assets. However, the barrier may be moored more closely at some sites, such as Norfolk Naval Station or San Diego Naval Station, where existing commercial navigation channels are located close to the Navy piers. The barrier arrangement will have an impact on the operating procedures used to open and close the gates. PSB components (including buoys, buoy anchors, or floats) may not be removed or relocated without prior authorization from the Naval Facilities Engineering Service Center (NFESC). See Appendix C for points of contact at NFESC.

The key element of the PSB is the heavy netting that runs the full length of the barrier.

This netting will snare and stop a wide variety of high-speed surface boats. The netting must be held up in the correct position all along the barrier to be effective. If the net is not connected or if it is drooping, the situation must be reported immediately to Harbor Control for assessment of the impact to security and to maintenance personnel for repair.

1-3

1.4 FREQUENTLY ASKED QUESTIONS

Frequently asked questions with respect to the equipment are listed below with answers.

What should I do if the weather is too rough to open and close the gates safely?

A gate may need to be opened in severe weather if there is danger to Navy assets within the PSB barrier. See paragraph 4.2 for guidance. There may also be conditions when a gate can be opened normally, but the weather becomes too bad to use the normal closing procedure. If this happens, the gate may be closed temporarily using a safety line only, as described in paragraph 4.3.

What should I do if the flashing lights are not working or are too weak to be seen at night?

The flashing lights serve as navigational aids to commercial traffic outside the barrier and to Navy assets passing through or around the barrier. The lights can weaken if the batteries start to fail or if bird excrement blocks the solar panels used to charge the lights. Failure of the flashing lights should be reported to Harbor Control for alerting other craft and to maintenance personnel for repair.

What should I do if I think one of the PSB floats is sinking?

If the float is just sitting low in the water but is holding up the net properly, report your concern to maintenance personnel for inspection of the float. If the float is nearly awash, flipped over, or fully submerged, contact Harbor Control immediately to arrange security for this section of the barrier. Some PSB floats will sit lower than others because they have the extra weight of fenders on the pontoons or because they are next to a buoy that is tilting over and pushing the nearest pontoon under the water. These conditions are normal, but any doubts or concerns should be checked out by maintenance personnel.

What should I do if one or more PSB floats turns over in a big storm?

First, alert Harbor Control so that they can arrange security for this section of the barrier. Next, contact maintenance personnel to coordinate efforts to right the floats. Your craft will likely be needed to help in this effort, using the procedures described in paragraph 4.4.

Who has the responsibility for opening and closing gates in the barrier?

Port Operations currently has this responsibility.

1-4

Who has the responsibility for inspecting the barrier?

The operators have the responsibility for a daily inspection to verify that the PSB barrier is fully functional. This includes looking for drooping or disconnected nets and ensuring that all PSB float connectors are intact and that the warning signs are installed and visible. Maintenance personnel will be assigned or contracted to make closer inspections for scheduled and unscheduled maintenance and for any repairs that may be needed after storms.

Who has the responsibility for fixing problems?

The current plan is for maintenance to be done by a contractor. Maintenance is coordinated through the NFESC East Coast or West Coast point of contact. See Appendix C for contact information. But it is still a responsibility of the operator to alert Harbor Control if the barrier is disabled so that security arrangements can be made and to contact the maintenance personnel if any problems are observed.

What should I do if I see a broken connector between PSB floats?

At most locations, there are three forms of connection between PSB floats and between floats and buoys. There is a primary connector, typically a rubber hose-covered chain that is level with the strength member of the float. There is also a back-up connecting chain installed below the primary connector. Finally, there is the netting. If all three methods of connection are broken, the operator should immediately contact Harbor Control for security arrangements. If only the primary connector is broken, the operator should contact maintenance personnel immediately to fix it. At some locations, a mechanical swivel connector may be installed as a primary connector at a buoy instead of the hose-covered chain, but the same rules still apply for contacting Harbor Control and maintenance personnel.

Where a barrier leg is used as a gate, there will be a latching chain or mechanical connector, but no chain backup or net connection. At these locations, the safety line and towing line serve as backups. If the safety or towing line is broken, the operator should replace it on site with spare lines. If the latching connector is broken, the operator should contact maintenance personnel immediately to fix it.

How many support craft and personnel are required to handle a Small Boat Gate?

A Small Boat Gate consists of only one or two PSB floats. It is meant to allow the passage of small boats or tugs, including the operator's support craft. It can generally be opened and closed much more quickly than a Main Ship Gate. The Small Boat Gate(s) can be opened or closed using a single support craft with a two-man crew (an operator and a deckhand).

1-5/(1-6 blank)

How many support craft and personnel are required to handle a Main Ship Gate?

A Main Ship Gate is usually at least 500 feet long (11 or more floats), allowing for the passage of a large ship. Most Main Ship Gates have a hinge point at one buoy and a latch at a second buoy. These Main Ship Gates can be opened with a single support craft using a two-man crew (an operator and a deckhand). At locations with colder water and/or stronger currents, the local command may require that a second boat be available on the opposite side of the Main Ship Gate to recover any crewman that might fall into the water. Also, depending upon the size of the support craft and the weather, 15 to 30 minutes may be required to open a Main Ship Gate, and the local command may require that a security boat be present while the gate is open. Operators should check with their local commands for operating rules.

Some Main Ship Gates have a latching connection in the middle of the gate. This type of connection, also referred to as a French Gate, allows the two halves of the Main Ship Gate to be swung in toward the pier and reduces the load that a given support craft must handle. For this type of gate, two support craft, each with two-man crews, are required to handle the two ends of the gate.

Is it okay to tie up my support craft to the barrier while opening or closing gates or waiting to open and close the gates?

The answer is yes, provided that you do so carefully. Cleats have been installed on most Small Boat Gate buoys and Main Ship Gate buoys for this purpose. Do not tie up your boat to the netting fence posts because the fence posts may bend. If you need to tie up to a PSB float, tie your line to one of the padeyes on the centerline spar (or one of the cleats provided at a French Gate) instead of to the fence posts or netting. If the current is pushing you into the float, you must take care that the boat doesn't get caught under the float structure or break the kayak guard.

Are there any underwater lines or chains that I need to avoid?

At most locations, the buoy anchoring chain drops straight down from the center of the buoy, and you should have no problem with fouling your propeller. There are a few locations (particularly Bangor Submarine Base) where there is a subsurface pipe that connects the buoys at either end of the Small Boat Gates.

This horizontal pipe is about 20 feet below the water, and is not a risk for most small boats.

Spectra® rope is used for safety lines and towing lines at Small Boat Gates and Main Ship Gates. This line will float, so a support craft operator should take care not to run over the lines if they have been dropped in the water. The lines could foul the support craft propeller.

(This page intentionally left blank.)

2-1

CHAPTER 2

SYSTEM DESCRIPTION

2.1 INTRODUCTION

The PSB is a continuous floating “fence” that protects specific Navy assets located within the PSB perimeter. It also serves as a “line of demarcation” to separate US Navy-controlled areas from commercial and public water traffic. The PSB fence is very much like a common chain link fence on land, except that it floats on the water. Instead of fence posts, it has moored buoys that anchor it into position. Instead of chain link, the PSB has a series of connected, modular floats that hold up a net. Figure 1-1 shows a typical PSB barrier installed offshore from the Navy assets it protects. Figure 2-1 shows a similar PSB barrier installed across the ends of “finger piers,” typical at San Diego and Bremerton. There are differences in gate operating procedures for barriers next to piers versus the ones that are moored well away from the piers.

Figure 2-1. Port Security Barrier installed across “finger piers.”

This chapter of the manual provides an overview of the various types of PSB systems and describes the major components and design features of interest to PSB operators.

Reference [1] provides more detailed design and maintenance information for the older PSB designs (PSB prototype and Flight-2). Much of that information applies to the newer designs as well.

2-2

2.2 OVERVIEW OF A PORT SECURITY BARRIER

As mentioned in the introduction, a PSB is a continuous floating fence placed on the water to protect naval assets. At sites, such as Bangor and Souda Bay, this fence extends well beyond the shore, leaving room for ships to maneuver between the barrier and shore.

Figure 2-2 is a map of a typical barrier that extends well offshore. The barrier in this map includes two Main Ship Gates that allow large ships to pass through. Main Ship Gates are usually 500 feet or longer. The hinge for each gate is located at one buoy and the latch for each gate is located at a second buoy. The gate is opened by disconnecting a latch connector and swinging the barrier leg outward. A storm-mooring buoy is sometimes located outside the barrier near the Main Ship Gate. The operator can either hold the Main Ship Gate open with his support craft or tie the loose end of the gate to the storm-mooring buoy. If bad weather is forecast, the Main Ship Gate can be tied off to the storm-mooring buoy to allow ships to leave.

Figure 2-2. Map of a typical “offshore” PSB.

2-3

The map in Figure 2-2 also has two shorter gates to allow passage of smaller craft. These gates are called Small Boat Gates and are typically only 50 to 100 feet long. They are opened and closed like the Main Ship Gates, except that no storm-mooring buoy is provided for tying them off. The much shorter length of the gates makes them easier and faster to handle than the Main Ship Gates.

At sites, such as Norfolk and San Diego, there are commercial and public navigational channels just past the ends of the piers, and the barrier is located along this “dividing line.” Figure 2-3 is a map of a typical PSB at a site with finger piers, where commercial channels run close to the ends of the piers. In this arrangement, each barrier leg becomes a Main Ship Gate. In some locations, the complete barrier leg can be swung away from the piers, similar to the offshore barrier. In other locations, the latch is located halfway between the buoys. This type of Main Ship Gate is called a French Gate.

Figure 2-3. Map of a typical “finger pier” PSB.

A continuous PSB consists of a series of barrier legs. Each barrier leg is connected between a pair of moored buoys (or between a buoy and the shore or a pier). Each barrier leg consists of one or more modular PSB floats. Most barrier legs are 500 to 600 feet long, but they can be shorter or longer depending upon the site. Most barrier legs are static; once installed, they are left in place. There is no normal operational procedure associated with static barrier legs. However, PSB operators are expected to inspect these legs daily as discussed in Chapter 5. There are some emergency procedures provided in Chapter 4 that explain what operators should do if connectors fail in a static barrier leg.

2-4

As mentioned before, some barrier legs are opened like gates to let ships and small craft pass through. The primary job of a PSB operator is to open and close these gates. There are three types of gates currently in use.

Main Ship Gate. A Main Ship Gate is usually about 500 feet long, and is intended to allow the passage of a large ship. It has a hinge point at one buoy and a latching connector at the other end. A Main Ship Gate can be opened by one support craft at the latching end and pulled into an open position. At some sites, a storm-mooring buoy is provided to allow the support craft to tie off the latch end of the Main Ship Gate for a period of time (figures 2-2 and 2-3).

French Gate. A French Gate serves the same function as a Main Ship Gate.

However, on a French Gate, the latch is located at the center of the gate instead of at the end. Two support craft are needed to open a French Gate, one for each half of the barrier leg. French Gates are only used where there is not enough room to open a Main Ship Gate due to the closeness of commercial shipping lanes (figure 2-3).

Small Boat Gate. A Small Boat Gate does the same thing as a Main Ship Gate, except that it is used for smaller craft.