Heavy Weather Plan CAPE CHALMERS.PDF

S.S. CAPE CHALMER

HEAVY WEATHER CONTACT / CALL‐BACK INFORMATION

CHARLESTON, SOUTH CAROLINA

S.S. CAPE CHALMERS

POSITION NAME TELEPHONE NO.

DHS

SCOTT CURLEY (PRIMARY)

843.566.8558 Office

843.708.1876 CELL

MARAD

FRED HOFFMANN (SECONDARY)

757.441‐3731 757.441‐6393

804 366‐6260 CELL

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U.S. DEPARTMENT OF TRANSPORTATION

MARITIME ADMINISTRATION

7737 HAMPTON BLVD

NORFOLK, VIRGINA 23505

MOORING AND FENDERING ANALYSIS REPORT

for

S.S. CAPE CHALMERS

A TRAINING PLATFORM FOR THE FEDERAL LAW

ENFORCEMENT TRAINING CENTER

at

PIER QUEBEC

FORMER CHARLESTON NAVAL BASE

CHARLESTON, SOUTH CAROLINA

JUNE, 2005

PREPARED BY:

COLLINS ENGINEERS, INC.

125G Wappoo Creek Drive

Charleston, SC 29412 Tel: 843.406.1300 Fax: 843.406.1311 ii

TABLE OF CONTENTS

Page

EXECUTIVE SUMMARY .............................................................................................................................IV

1.0 INTRODUCTION

1.1 Purpose and Scope

1.2 General Description of Vessel

1.3 General Description of Structure

1.4 Method of Investigation

2.0 DATA COLLECTION EFFORT AND RESULTS

3.0 EXISTING CONDITIONS

3.1 Pier

3.2 Vessel Hardware

4.0 EVALUATIONS AND RECOMMENDATIONS

4.1 Methodology

4.2 Mooring Hardware

4.3 Fenders

4.4 Mooring Lines

5.0 CONCLUSIONS

APPENDICES

APPENDIX A – FIGURES

Figure 1. Location Map

Figure 2. Vicinity Map

Figure 3. Vessel Mooring Hardware Plan

Figure 4. Pier Mooring Hardware Plan

APPENDIX B – PHOTOGRAPHS

Photograph 1: Overall View of the North Fascia of Pier Quebec

Photograph 2: Overall View of the South Fascia of Pier Quebec

Photograph 3: Typical View of Concrete Fender (Foundation Showing Fender Attachment) iii

TABLE OF CONTENTS (CONTINUED)

APPENDIX C – HARDWARE AND FENDER CALCULATIONS

APPENDIX D – MOORING CALCULATIONS

APPENDIX E – MOORING AND FENDER ARRANGEMENT DRAWING

APPENDIX F – REFERENCES

iv

EXECUTIVE SUMMARY

The purpose of this task assignment was to prepare a Mooring Analysis Report and a Heavy

Weather Plan to moor the S.S. Cape Chalmers at Pier Quebec located at the site of the former Charleston

Naval Base in Charleston, South Carolina. (This Mooring Analysis Report will be included in the Heavy

Weather Plan as an Appendix).

A previous (May 2005) pier structural inspection and evaluation report (Reference 1, Appendix F) to determine the feasibility of Pier Quebec to moor the S.S. Cape Chalmers is also sited in this Mooring

Analysis Report.

The pier structural evaluation report (Reference 1) indicated that Pier Quebec was structurally adequate to moor the S.S. Cape Chalmers to 130 mph winds with 3-knot current and 8-foot tidal surge.

The pier evaluation report indicated existing pier mooring hardware will limit mooring to hardware capacity which is less than pier structural capacity. The present mooring analysis report shows that existing mooring hardware on the north side limits mooring the S.S. Cape Chalmers to 95 mph winds, 3-knot current, and 4-foot tidal surge when mooring to the north side (only) of Pier Quebec. However, additional mooring lines across Pier Quebec to the south side of pier will increase the allowable environmental loads to 130-mph winds, 3-knot current, and 8-foot tidal surge.

The mooring hardware limits use of mooring line materials to nylon or polyester with approximate four percent minimum stretch at 30-percent of minimum breaking strength.

Mooring arrangements using smaller (lighter) lines of stiffer materials (steel or composite) were evaluated. Stiffer lines cannot be used with existing hardware. Stiffer lines would require modifying Pier

Quebec to add eight to ten higher capacity mooring bollards at an estimated cost of $20,000+ per bollard.

Another possibility would be to use stiff lines with sufficient length of a much less stiff material added

(Pendent) to approximate the total stretch of the polyester lines.

The following are the conclusions of this mooring report:

• Six 7’-0” diameter by 14’-0” long foam-filled fenders have sufficient capacity to resist the above environmental conditions.

• Mooring to the north side hardware with eighteen 3-in. diameter polyester lines (see Mooring and Fendering Arrangement drawing in Appendix E) and using existing hardware allows full north side pier access and can resist 3-knots current, 4-foot tidal surge, and 82-knot (95-mph) wind.

• Extending three lines to the south side of Pier Quebec and relocating one mooring line allows mooring S.S. Cape Chalmers to resist 3-knots current, 8-foot tidal surge, and 113-knot (130-mph) wind (see Mooring and Fendering Arrangement drawing in Appendix E).

U.S. Department of Transportation, Maritime Administration – MARAD

Mooring Analysis and Mooring Plans

Vessel: S.S. Cape Chalmers

SITE: Charleston Naval Base Pier Quebec

Charleston, South Carolina

1.0 INTRODUCTION

1.1 Purpose and Scope

The purpose of this task assignment was to prepare a Mooring and Fendering Analysis Report to moor the S.S. Cape Chalmers at Pier Quebec located at the site of the former Charleston Naval Base in

Charleston, South Carolina. The project manager for this work was Jack Medeiros of the U.S.

Department of Transportation, Maritime Administration. Field information from Pier Quebec was coordinated through Scott Curley of the Federal Law Enforcement Training Center (FLETC-DHS).

Collins previously (May 2005) provided structural inspection and evaluation of Pier Quebec. The objective of the structural inspection and evaluation was to determine the feasibility of Pier Quebec to facilitate the mooring of the S.S. Cape Chalmers. The S.S. Cape Chalmers will be moored at Pier

Quebec and used for training operations (see Above and Below Water Inspection and Structural

Assessment of Marine Facilities, Pier Quebec, Reference 1 in Appendix F).

This mooring analysis and report objectives are to:

• Determine mooring line arrangements to moor the S.S. Cape Chalmers during various storm events.

• Provide mooring using existing mooring hardware to the extent feasible.

• Prepare heavy weather mooring arrangements and plans to obtain Captain of Port (COTP) approval for permanent mooring.

1.2 General Description of Vessel

The S.S. Cape Chalmers is a general cargo vessel with the following characteristics.

• Overall length 495 feet

• Beam 69 feet

• Light Draft (max) 19 feet

• Light Tonnage 6,000 tons

The S.S. Cape Chalmers was built by Bethlehem Steel Company and commissioned in 1962.

The ship is currently the property of MARAD.

Mooring hardware on the S.S. Cape Chalmers consists of double bitts in a configuration with the port and starboard side symmetrical about the ship centerline. There are two 16-inch diameter steel double bits on the focsle (one port, one starboard) and four 14-inch diameter steel double bitts on the focsile (two port, two starboard). Figure 3 in Appendix A shows the general location of the shipboard mooring hardware. The 16-inch diameter bitts each have a three-roller chock forward of the bitt. The 14-inch diameter focsile bitts each have a two-roller chock either forward or aft of the bitt.

There are four 14-inch diameter double bitts forward on the main deck (two port, two starboard).

There is a fixed chock aft of each 14-inch diameter bitt.

There are six 14-inch diameter bitts aft on the main deck (three port, three starboard). There are roller chocks forward or aft of each main deck (stern) double bitt.

1.3 General Description of Structure

Pier Quebec is located at the old Naval Base along the western bank of the Cooper River. Refer to Figure 1 and Figure 2 in Appendix A for a location map and vicinity map, respectively, also refer to

Photographs 1 and 2 in Appendix B for overall views of the structure. The pier is located approximately

10 miles north of the mouth of the Charleston Harbor.

The concrete pier is approximately 1,036 feet long and 62.5 feet wide. The original section of the pier (south side) was constructed in 1946. This original construction consisted of 53 bents comprised of

18-inch-square reinforced concrete piles, cast-in-place concrete pile caps, concrete girders and a reinforced concrete deck. In 1965, the pier was widened to the north. The new section (north side) consisted of 18-inch-square prestressed piles, reinforced concrete bent caps, prestressed double tee girders and a concrete deck.

The concrete fender outcroppings (for mounting soft fenders, which were installed in 1993, consist of 27 concrete fender outcroppings on the north and south sides of the pier supported by 24-inch square precast prestressed concrete piles. Each fender outcrop consists of a precast concrete wall and reinforced concrete cap supported by one vertical pile and either seven or eight battered piles. There were no fenders on the pier at the time of inspection. A cluster of timber fender piles is located at both the northeast and southeast corners of the pier. Portions of the abandoned timber system are located along the north and south sides of the pier at the east end. Refer to Photograph 3 in Appendix B for a typical view of a concrete fender.

The pier mooring hardware consists of a series of cast steel double bitts along the north and south sides at varying spacings. The double-bitt spacings on the north side are different than the double-bitt spacings on the south side. There are cleats between the double bitts at some locations. The locations of the pier double bitts are shown on Figure 4 in Appendix A. Cleats are not adequate for storm moorings and are not shown on the drawings.

1.4 Method of Investigation

A three-person team led by a South Carolina-registered Professional Engineer conducted a detailed inspection of pier side mooring hardware. The inspection consisted of visual inspection of the cleats and bitt including visible portions of the bolts and nuts.

The S.S. Cape Chalmers (vessel) was anchored with MARAD’s James River Reserve Fleet

(JRRF) at Fort Eustis, Virginia. A Virginia-registered Professional Engineer performed a visual inspection of the vessel’s mooring hardware (bitts and chocks). Field measurements of bitt and chock types and sizes were taken for comparison with dimensions shown on vessel drawings and for use in strength analysis.

2.0 DATA COLLECTION EFFORT AND RESULTS

Copies of the following drawings and documents were obtained from the Engineer’s office on board the S.S. Cape Chalmers:

Item Description MARAD Drawing Number Builders Plan Number

General Arrangement Main Deck Aft

M.A. No. 114-533-1-34 4592/S1-3-12 Rev. 3

General Arrangement Main Deck Forward

M.A. No. 114-S33-1-33 4592/S1-3-11 Rev. 2

General Arrangement Upper Deck Level Aft

M.A. No. 114-S33-1-36 4592/S1-3-14 Rev. 4

Docking Plan N/A 4592/S7-0-1 Rev. 11

General Arrangement Boat Deck, Cabin Deck, Nav. Bridge Deck and Forward and Aft Hse. Tops

M.A. No. 114-S33-1-37 4592/S1-3-15

S.S. Cape Chalmers Trim and Stability Booklet

N/A N/A

In addition to the data collected about the S.S. Cape Chalmers, Collins used data and drawings relative to Pier Quebec. A complete list of reference drawings and data gathered during the pier inspection structural assessment is included in Reference 1.

3.0 EXISTING CONDITIONS

3.1 Pier

The inspections and structural analysis of Pier Quebec from Reference 1 indicate that the pier consists of two distinct constructions with an expansion joint running longitudinally east to west. The north pier is of newer construction than the south pier and is in better condition. As stated in the structural assessment (Reference 1), the structural capacity of the north pier is adequate to moor the S.S.

Cape Chalmers in winds up to 130 miles per hour (mph). The capacity of the north side bitts limit mooring to winds up to 95 mph. Therefore, for winds in excess of 95 mph, additional mooring lines must extend to the south side of the pier and be secured to the south side bitts.

3.2 Vessel Hardware

Visual inspection of the mooring bitts and chocks indicated that the bitts and chocks were in good condition. No visible cracks or section loss was observed.

Subsequent to the field investigation, field measurements of mooring hardware were compared to the information shown on vessel general arrangement drawings. The field measurements were consistent with general arrangement information.

4.0 EVALUATIONS AND RECOMMENDATIONS

4.1 Methodology

Based on the results of field inspection and drawing information, Collins calculated the capacity of mooring bitts (hardware) on the pier and on the vessel. For the pier bitts, Collins used the allowable stress design method (ASD) of the American Institute of Steel Construction (Reference 2) (see calculations in Appendix C). For vessel bitts welded to the deck, Collins used the allowable stress design method (ASD) of the American Institute of Steel Construction (Reference 2) (see calculations in Appendix

C).

Environmental forces were calculated using methods outlined in Department of Defense

Handbook (MIL-MDBK-1026/4A) Mooring Design, 1 July 1999 (Reference 3). Preliminary environmental forces and preliminary mooring analysis was calculated manually during pier structural analysis and are included in Reference 1.

Detailed mooring analyses for the present report was prepared using a Naval Facilities

Engineering Command, Engineering Innovation (NFESC) and Criteria Office Computer Program

FIXMOOR (Reference 4). FIXMOOR has been described in literature as both a quasi-static and a static method design program. In fact, FIXMOOR is a static design program in that the forces are static design forces. The quasi-static reference is likely due to the fact that FIXMOOR accepts non-linear line properties as input and iterates to an equilibrium solution. “FIXMOOR is intended for use by waterfront facility planners and mooring design engineers to aid in planning new facilities, modifications to existing facilities, or to assess the feasibility and environmental limitations of specific vessel mooring arrangements for a particular pier and site” (Reference 4).

Collins first investigated a mooring arrangement that would allow the S.S. Cape Chalmers to be moored to the north side of Pier Quebec with no lines crossing the pier to the south side (Mooring

Scheme #1 with hardware and fender, Calculations in Appendix C). Mooring Scheme #1 was intended to keep the pier clear of lines during normal operations. Collins then investigated a mooring plan for higher winds (Mooring Scheme #2 with hardware and fender, Calculations in Appendix C), which would have additional mooring lines extend across the pier to engage hardware on the south side of the pier.

Mooring lines across the pier would be used when environmental conditions are expected to exceed the capacity of the north side mooring lines.

Elastic and inelastic mooring line properties and breaking strengths were based on Samson Rope

Technologies, Inc. Commercial Marine Catalog – 2004 (Reference 5).

Fender properties were based on Seaguard Foam Filled Fenders given in Seaward International, Inc. Technical Manual (Reference 6).

Collins compared FIXMOOR results with manual calculations prepared during structural evaluation of Pier Quebec (Reference 1) to verify accuracy of FIXMOOR results.

Collins entered line and fender properties, vessel and pier mooring hardware locations, and environmental loads into FIXMOOR. Collins input wind loads from any direction, combined with direction currents and tide into FIXMOOR. Collins then adjusted mooring plans (line sizes, properties, and locations) until results within engineering criteria and strength limitations were achieved (see Mooring

Calculations in Appendix D).

4.2 Mooring Hardware

The S.S. Cape Chalmers mooring bitts have a calculated allowable horizontal capacity of

330,000 lbs (165,000 lbs/barrel). The minimum factor of safety would be 2.0 based on ultimate strength.

The allowable capacity is based on a horizontal load applied just below the horn in the smallest direction of the base (see Calculations in Appendix C).

The mooring bitts mounted on Pier Quebec have a calculated allowable horizontal capacity of

210,000 lbs (105,000 lbs/barrel). The minimum factor of safety would be 2.0 based on ultimate strength of the anchor bolts. The allowable capacity is based on a horizontal load applied just below the horn in the smallest direction of the base (see Calculations in Appendix C).

When mooring lines are attached to the pier mooring bitts, the loads applied to the bitts will not be horizontal and will have a vertical component applying additional tension to the anchor bolts. Capacities of pier mooring bitts were calculated for 30 degrees and 45 degrees from the horizontal (see Calculations in Appendix C). The vessel mooring bitts have approximately 50 percent greater capacity than the pier mooring bitts. The number of available mooring bitts on the north side approximately equals the number of available vessel mooring bitts. Therefore, it is apparent that pier mooring hardware will be the limiting factor in determining maximum environmental conditions when mooring to the north side of Pier Quebec.

4.3 Fenders

As reported in Reference 1, these are concrete fender outcrops and fender anchor plates along the north side of Pier Quebec. The fender outcrops were designed to have foam filled fenders between the vessel and the pier. Six 7’-0” diameter by 14’-0” long foam Seaguard® filled fenders will be repaired so that at least four fenders will be in contact with the S.S. Cape Chalmers at all times and loads will be within allowable capacity of fenders (see Calculations in Appendix C).

4.4 Mooring Lines

Mooring loads in the lines, bitts, fenders, chocks, and pier are interdependent on the strength and stiffness of each as well as the combination of environmental loads. There are thousands of possible combinations. It quickly became evident that using existing hardware capacity would preclude the use of very stiff mooring lines. The nearly six feet of tide at Charleston also limits the use of very stiff mooring lines unless lines are constantly attended.

Final mooring calculations are based on use of polyester lines to safely moor the vessel and avoid overloading mooring hardware (see Mooring Calculations in Appendix D).

Mooring lines 1 through 18 can be used to moor the S.S. Cape Chalmers to the north side of

Pier Quebec for the following environmental conditions:

• Current 3 knots (5.1 fps)

• Tide 10 feet (4-foot surge)

• Wind 82 knots (95 mph)

(see Mooring and Fender Arrangement in Appendix E)

When environmental conditions are expected to exceed the above conditions, mooring lines shall be added and moved as shown on the mooring general arrangement). The additional mooring lines will engage mooring hardware (bitts) on the south side of Pier Quebec. Mooring lines 1 through 14 and 16 through 18 will remain. Mooring line 15 will be moved to new location on south side and lines 19, 20, and

21 will be added. The S.S. Cape Chalmers can be moored through the following environmental conditions with lines 1 through 21 in place:

• Current 3 knots (5.1 fps)

• Tide 14 feet (8-foot surge)

• Wind 113 knots (130 mph)

Mooring lines used in analysis were polyester rope with 4.04% elongation at 30% of breaking strength. The minimum required breaking strength of mooring line is 198,000 lbs.

Lines with a wet breaking strength of at least 198,000 lbs and an elongation of between 3.5% and

7% at 30% of breaking strength may be used. Lines with greater stiffness than stated above (less than

3.5% elongation at 30% of breaking strength) shall not be used. Stiff lines (steel, composites, and stiff synthetics) will not stretch sufficiently and will overload mooring hardware.

Nylon lines may be used provided the wet breaking strength exceeds 198,000 lbs. Nylon lines are not recommended because of poor abrasion resistance, wet strength reduction, and excessive stretch.

Mooring arrangements using smaller (lighter) lines of stiffer materials (steel or composite) were evaluated. Stiffer lines cannot be used with existing hardware. Stiffer lines would require modifying Pier

Quebec to add eight to ten higher capacity mooring bollards at an estimated cost of $20,000 per bollard.

Another possibility would be to use stiff lines with sufficient length of a much less stiff material added

(Pendent) to approximate the total stretch of the polyester lines.

5.0 CONCLUSIONS

The following are the conclusions of this mooring report:

• The Pier Quebec structural capacity is adequate for 3-knot current, 8-foot tidal surge, and

113 knot (130 mph) wind from any direction on S.S. Cape Chalmers (Reference 1).

• Six 7’-0” diameter by 14’-0” long foam-filled fenders have sufficient capacity to resist the above environmental conditions.

• Mooring to the north side hardware with eighteen 3-in. diameter polyester lines (see Mooring and Fendering Arrangement drawing in Appendix E) and using existing hardware allows full north side pier access and can resist 3-knots current, 4-foot tidal surge, and 82-knot (95-mph) wind.

• Extending three lines to the south side of Pier Quebec and relocating one mooring line allows mooring S.S. Cape Chalmers to resist 3-knots current, 8-foot tidal surge, and 113-knot (130-mph) wind (see Mooring and Fendering Arrangement drawing in Appendix E).

Respectfully Submitted, COLLINS ENGINEERS, INC.

Jeffrey B. Rowe, P.E.

Project Manager

Originated By:

James R. Cavalet, P.E. (VA)

B-1

B-2

REFERENCES

1. Above and Below Water Inspection and Structural Assessment of Marine Facilities, Pier Quebec, May 2005. Prepared for the United States Department of Transportation Maritime Administration

(SAR) and Federal Law Enforcement Training Center (FLETC-DHS) by Collins Engineers. Inc.

2. American Institute of Steel Construction (AISC) Manual of Steel Construction Allowable Stress

Design, Ninth Edition.

3. Department of Defense Handbook (MIL-HDBK-1026/4A) Mooring Design, July 1999.

4. Waterfront Analysis Toolbox for Engineers, FIXMOOR User’s Manual, 27 March 2002, Prepared for Commander, Naval Facilities Engineering Command Innovation and Criteria Office by Gee &

Jenson.

5. Samson Rope Technologies, Inc. Commercial Marine Catalog, 2004 (downloaded June 3, 2005).

6. Seaward International, Inc. Seaguard© Marine Fender Technical Manual SGTM3 (10M 12/97

GP).

S.S. CAPE CHALMERS DRAFT ANNEX I

ANNEX I

VESSEL INFORMATION REQUIRED BY THE COTP FOR COMMERCIAL OCEANGOING VESSELS AND

OCEANGOING BARGES OVER 200 GT REMAINING OR REQUESTING TO REMAIN IN PORT.

VESSEL NAME S.S. CAPE CHALMERS CALL SIGN: N/A

CURRENT LOCATION/FACILITY: PIER QUEBEC/FEDERAL LAW ENFORCEMENT TRAINING

CENTER, CHARLESTON, SC

FACILITY POC/PHONE NUMBER: FLETSC – MR. SCOTT CURLEY (843) 566‐8558 EXT. 286

OFFICIAL NUMBER OF VSL: D291609 VSL NATIONALITY: USA

NAME OF MASTER: N/A – RESPONSIBLE PARTY – FLETSC SCOTT CURLEY (PRIMARY) – JOHN (JACK) E.

MEDEIROS (SECONDARY)

AGENT NAME: N/A PHONE:

ADDRESS:

CHARTER/OPERATOR: N/A PHONE:

ADDRESS:

OWNER NAME: U.S. DEPARTMENT OF TRANSPORTATION PHONE:

ADDRESS: MARITIME ADMINISTRATION (MAR 613)

400 7TH ST. SW, WASHINGTON, DC 20590

VESSEL/BARGE PARTICULARS

LENGTH: 494.8 FT GROSS TONNAGE: 11,424

CURRENT CONDITION/WHY VESSEL CAN’T LEAVE PORT: THE VESSEL IS NON‐CREWED COLD STEEL.

IN THIS CONDITION, THE VESSEL IS NOT NAVIGABLE.

NUMBER OF PERSONNEL TO REMAIN ON VESSEL AND QUALIFICATION: N/A – COLD STEEL VESSEL, UNMANNED

BALLAST VESSEL MAY HOLD: 630 CU. M BUNKERS ON BOARD: 7,536.6 BARRELS

LUBE OIL ON BOARD: 70 BARRELS DIESEL OIL ON BOARD: 841.3 BARRELS

ESTIMATED DRAFT WITH VSL BALLASTED: UNBALLASTED – 8 FT FORWARD, 18 FT AFT

NAME OF BERTH AND LOCATION: PIER QUEBEC AT FORMER CHARLESTON NAVAL BASE

DEPTH OF WATER IN VSL’S BERTH AT LOW TIDE: 20 FT

AVAILABILITY OF VSL’S MAIN PROPULSION: N/A – COLD STEEL, UNMANNED TRAINING VESSEL

DESCRIBE HOW VESSEL WILL BE SECURED TO THE BERTH. (SUBMIT A DIAGRAM SHOWING THE

MOORING ARRANGEMENTS WITH THE SIZE MOORING LINES OR WIRE.)

REFER TO ENCLOSURE 4 OF VESSEL’S HEAVY WEATHER PLAN

OPERATIONAL STATUS OF MACHINERY ONBOARD (I.E., ENGINES, GENERATORS, FIREFIGHTING

PUMPS, BILGE PUMPS, ANCHORS AND NUMBER OF ANCHORS, ETC.)

SHIP LAYED‐UP, NO CREW. TWO ANCHORS AND WINDLASS OPERATIONAL

FIREFIGHTING CAPABILITIES OF VESSEL:

COLD STEEL, NO CREW – FIREFIGHTING DEPENDS ON LOCAL FIRE DEPARTMENT

ANY UNUSUAL CONDITIONS AFFECTING ITS SEAWORTHINESS:

N/A – NATIONAL DEFENSE RESERVE FLEET, LAYED‐UP STATUS, USED AS TRAINING VESSEL

FACILITY MOORING PARTICULARS

FENDERING CONFIGURATION AND CONDITION:

REFER TO ENCLOSURE 4 OF THE VESSEL’S HEAVY WEATHER PLAN

HAS AN ENGINEERING STUDY BEEN PERFORMED TO DETERMINE MAXIMUM SIZE VESSEL WITH

MAXIMUM WINDS WHICH COULD SAFELY BE MOORED AT FACILITY CONDITION OF BOLLARDS,

DOLPHINS, AND DEADMEN. IS IT CAPABLE OF HOLDING THE VESSEL?

AN ENGINEERING STUDY HAS BEEN PERFORMED. RESULTS ARE FOUND WITHIN THE VESSEL’S

HEAVY WEATHER PLAN NOTED ABOVE.

SHORESIDE FIREFIGHTING CAPABILITIES:

THE NORTH CHARLESTON FIRE DEPARTMENT IS LOCATED WITHIN 2 MILES OF THE PIER. FIRE

HYDRANTS ARE POSITIONED AT THE HEAD OF EACH PIER.

TUGBOAT CAPABILITIES/ASSISTANCE:

TUGBOAT COMPANIES THAT SERVICE THE PORT, MORAN TOWING, OPERATES TUGS IN THE 2,000 –

6,000 HP RANGE

DISTANCE OF CLOSEST OBSTRUCTION WHICH MAY CAUSE DAMAGE TO THE VESSEL (I.E. CRANES, DRYDOCKS, BUILDINGS, TANKS, ETC.)

ALL BARGES/FLOATS ARE MOVED AND STOWED UNDER THE FACILITY HEAVY WEATHER PLAN.

DISTANCE TO NEAREST OIL STORAGE FACILITY, HAZARDOUS MATERIAL FACILITY, OIL OR

HAZARDOUS MATERIAL STORAGE TANKS AT FACILITY WHERE VESSEL WILL BE MOORED, AND ANY

OIL PIPELINES).

TEMPORARY STORAGE AREA FOR HAZARDOUS WATER IS ¼ MILES DISTANT. TEMPORARY OIL

STORAGE IS 2/3 MILES DISTANT. NO OIL PIPELINES ARE LOCATED ON PIERS.

HAZARDOUS MATERIAL SHOULD BE REMOVED FROM AREAS PRONE TO FLOODING:

FACILITY HAS A TEMPORARY HAZARDOUS MATERIAL STORAGE AREA WHICH IS ONLY A STAGING

AREA BEFORE SHIPMENT FOR DISPOSAL. THIS IS STORED IN SEALED DRUMS. THESE WILL BE

REMOVED IF PRONE TO FLOODING.

FACILITY OPERATORS SHOULD ENSURE THE OPEN AREAS OF THEIR DOCKS, WHARVES, AND PIERS

ARE CLEARED OF ALL MISSILE HAZARDS:

FACILITY HEAVY WEATHER PLAN REQUIRES THAT ALL MISSILE HAZARDS ARE PROPERLY STOWED

IN WORKSHOPS DURING HEAVY WEATHER.

DRUMS SHOULD BE BANDED ON PALLETS NOT MORE THAN TWO TIERS HIGH OR LAID

HORIZONTALLY WITH SECURE DUNNAGE.

DRUMS ARE STORED IN A CLOSED, FENCED AREA AND BANDED ON PALLETS AS PER THE FACILITY

HEAVY WEATHER PLAN.

CONTINGENCY INFORMATION

EQUIPMENT AVAILABLE TO REMOVE A SUNKEN VESSEL.

S.S. CAPE CHARLES IS PART OF NATIONAL DEFENSE RESERVE FLEET OWNED BY MARAD AND IS SELF

INSURED.

EQUIPMENT/PERSONNEL AVAILABLE TO FIGHT FIRE.

THERE IS A FIRE STATION LESS THAN 2 MILES FROM THE FACILITY. THE CITY OF NORTH

CHARLESTON FIRE DEPARTMENT WILL BACK‐UP THE LOCAL STATION.

PLANS FOR EMERGENCY EVACUATION OF CREWMEN.

N/A – NO CREW.

PLANS FOR EMERGENCY MEDICAL SERVICES.

A CITY OF NORTH CHARLESTON MEDICAL SERVICES UNIT IS AVAILABLE AT A FIRE STATION LESS

THAN 2 MILES FROM THE FACILITY.

PLANS TO CONTAIN AND REMOVE OIL DISCHARGES OR HAZARDOUS MATERIAL RELEASES INTO

THE ENVIRONMENT.

OIL RESPONSE BARGE NRC VIGILANT IS AVAILABLE ADJACENT TO PIER BERTH. SHIPYARD

PERSONNEL SPILL RESPONSE TEAM HAS ROUTINE TRAINING CONDUCTED WITH NRC FOR

CONTAINMENT AND CLEAN‐UP OF SPILLS.

DISCREPANCIES:

MASTER: DATE/TIME:

FACILITY MANAGER: AGREE / DO NOT AGREE TO ALLOW VESSEL TO REMAIN AT THE FACILITY

MANAGER: DATE/TIME: