Attachment C Mooring Buoy System Inspection and Maintenance Manual.pdf

1.0 BACKGROUND

The United States Army Corps of Engineers (USACE), Portland District, is responsible for general navigation improvements on the Columbia River. As part of these improvements, under the authority of United States Coast Guard (USCG), USACE has provided mooring anchorages for commercial vessels to use while waiting availability of berthing. Two stern moorings were installed in 1995. Naval Facilities Engineering and Expeditionary Warfare Center (NAVFAC EXWC) Code CIOFP4 was tasked by the USACE, to design and install additional stern mooring systems to secure Panamax class vessels at three designated anchorage locations between Vancouver, WA and Rainier, OR along the Columbia River. In addition to the two stern moorings installed in 1995, three stern moorings were installed in 2012 and three stern moorings were installed in 2017, for a total of 8 stern mooring systems.

The stern mooring systems are single point riser mooring systems and consist of a 5 foot x 6 foot embedded plate anchor, 2.75 inch or 3.5 inch Fleet Mooring Grade 3 (FM3) mooring chain, and a 11.5 foot diameter tension bar foam buoy. Buoys are equipped with a navigation light, external radar reflector, and 400 kip or 675 kip buoy hook assembly. Stern mooring systems installed in 2012 and 2017 have a 12 ton sinker. Stern moorings systems installed in 1995 may or may not have a sinker.

Figure 1-1. Stern Mooring Buoy.

MOORING BUOY SYSTEM INSPECTION AND MAINTENANCE MANUAL

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2.0 INSPECTION & MAINTENANCE REQUIREMENTS

An inspection of the single point riser mooring buoy systems (Figure 2-1) should be performed every three years. The inspection should include the buoy assembly that is above and below the waterline and the riser leg assembly. The ground leg assembly and anchor assembly are not inspected. The inspection is best done with divers while the mooring is in use, as this would expose most of the riser leg assembly for inspection. However, this may be prohibited by local safe diving practices. An alternate method would be for a crane, equipped with spuds or an anchoring system, to lift the mooring system and secure the riser leg on a suitable deck fitting.

Figure 2-1. Single Point Riser Mooring Buoy System Assemblies.

A list of recommended inspection and maintenance tools and required materials can be found in Appendix A. An inspection package including component inspection sheets, mooring inspection form, photos, and any relevant notes should be completed for each individual mooring system.

Once all required portions of each mooring system are fully inspected, each mooring is assigned an overall condition rating (Section 3, Table 3-1) based on (1) the lowest condition found for the underside and (2) the lowest condition found for the surface.

2.1 Inspection and Maintenance of the Mooring System - Underside

The underside of the mooring system that will be inspected includes the lower portion of the buoy assembly and 30 feet of the riser leg assembly. The remaining riser leg assembly, ground leg assembly, and anchor assembly will not be included in this inspection. This inspection will be performed out of the water using the alternate method identified in 2.0 Inspection and Maintenance Requirements.

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2.1.1 Inspection and Maintenance of the Buoy Underside

Inspection of the buoy underside includes (1) Assessing any impact damage; (2) Condition of the lower tension bar pad eye bushing; and (3) Assessing the condition of the lower tension bar zinc anodes. Information from the inspection of the buoy underside is combined with the inspection of the buoy topside (Section 2, Paragraph 2.2.1) to provide an overall buoy condition assessment.

2.1.1.1 Buoy Hull

The stern mooring buoys are 11.5 foot tension bar foam buoys with either a peg top or drum hull (conical or cylindrical). Tension bar foam buoys consist of a steel tension bar encased in an inner rigid foam, covered by an outer flexible foam, and wrapped in a urethane shell. In most cases, due to the shape of the stern mooring buoys, impact damage will be visible from the surface (Figure 2-2). Measure the length, width, and depth (if possible) of any identified impact damage, such as holes or gashes. Note any cracking or peeling of the urethane shell, and any additional damage, such as dents. Photograph the overall hull, as well as any identified damage with a ruler for scale.

Figure 2-2. Impact Damage to Fleet Mooring Medium Foam Buoy.

2.1.1.2 Lower tension bar - padeye

The mooring forces are transferred to the riser leg, ground leg, and anchor through a steel tension bar within the foam buoy. A padeye is welded onto both ends of the tension bar. A ¼-inch abrasion-resistant bushing is press-fitted into the tension bar padeye (Figure 2-3).

Clean the edges of the lower tension bar padeye with wire brushes and look for a circular seam just inside (i.e. ¼-inch) the hole of the pad eye. Measure the amount of bushing remaining. As the bushing will tend to wear in the direction of the load (Figure 2-3), closely look for any noticeable oblong shape of the padeye that is toward the attached riser swivel shackle or anchor bolt shackle (Figure 2-4). Record the condition of the bushing, noting whether the existing bushing has extended past the original bushing and into the mild steel padeye. Photograph the lower tension bar padeye, including the bushing condition, and lower padeye shape.

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Bushing

Wear zone

Figure 2-3. Top Tension Bar Padeye Bushing.

Figure 2-4. Worn Through Lower Tension Bar Padeye Bushing.

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2.1.1.3 Lower tension bar - zinc anodes

Four fleet mooring chain link zinc anodes are bolted onto the lower tension bar pad eye (Figure 2-5). Two zinc anodes are on both sides of the lower tension bar pad eye near the buoy hull. The lower tension bar zinc anodes are 4 inches, dimensional data is provided in Appendix D. Zinc anodes on the lower tension bar padeye should be inspected and changed out in accordance with guidelines provided in Section 2.3. Record the remaining volume of anodes that are left in place (i.e., 80% remaining) visual signs of oxidation (white coating, black coating, or no coating), and the number of anodes replaced. Photograph the anodes upon inspection, and following the inspection should any anodes be replaced.

Figure 2-5. Lower Tension Bar Padeye Zinc Anodes.

2.1.2 Inspection and Maintenance of the Riser Swivel Shackle.

The riser swivel shackle (Figure 2-6) is located immediately below the buoy assembly and connects the riser leg to the buoy assembly. Inspection of the swivel involves three items: (1) Cleaning and obtaining caliper measurements of the upper and lower swivel pins; (2) Cleaning and measuring the gap between the larger and smaller swivel bales (Figure 2-7); and (3) Verifying the presence of 4 each lead plugs that secure the 2 each tapered pins that secure both the upper and lower swivel pins (Figure 2-7, Figure 2-8). An example component inspection sheet for a riser swivel shackle is provided in Appendix B.

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Gap Lead plug

Figure 2-6. Riser swivel shackle..

Figure 2-7. Riser swivel shackle gap and lead plugs.

Figure 2-8. Riser swivel example inspection sheet

Cap

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2.1.2.1 Swivel pins

Using wire brushes and scrapers, clean the swivel pins of marine growth at a location close to the connecting chain link and buoy padeye. Take care not to place the calipers over a shim has a larger diameter than the swivel pin. Measure the bar diameter of both the upper (buoy side) and lower (riser side) swivel pins using a caliper. Compare the calipered measurement with the minimum catalog dimensions for the pin diameter in Appendix H. Swivel shackles on moorings installed in 2012 are 3.5 inch nominal size and swivel shackles on moorings installed in 1995 are

2.75 inch nominal size. Record each swivel pin caliper measurement and the calipered measurement to minimum catalog dimension ratio as percentage. Pins that are <90% of the minimum catalog dimensions should be identified for replacement. Photograph the swivel pins and any swivel pin caliper measurements <90% of the minimum catalog dimensions.

2.1.2.2 Swivel gap

Using wire brushes and scrapers, clean all around the swivel where the upper and the lower swivel bale join (Figure 2-7). Using a ruler, measure the gap between both components (Figure 2-9). The gap should be <0.75 inch. Gaps greater than this may indicate that the top circumferential weld on the cap (Figure 2-8) has been compromised and the lower swivel bale is slowly spinning off. If the gap is greater than 0.75 inches, inspect the condition of the cap weld.

A failed weld is a sign that the swivel shackle is in need of immediate replacement. Moorings that have a “loose” riser swivel shackle are assessed as C4 (Section 3, Table 3-1) and unsatisfactory for continued fleet use. Record the swivel gap measurement, and as needed, the condition of the cap weld. Photograph the swivel gap, swivel gap measurement if >0.75 inch, and cap weld.

2.1.2.3 Lead plugs

Using wire brushes and scrapers, clean off the swivel bale in line where the swivel pins enter the swivel bale. Each swivel pin is secured with a tapered pin at both ends of the swivel pin (Figure 2-8). Both tapered pins are inserted from the same side of the swivel bale (Figure 2-7). The lead plugs should therefore be found on the portion of the bale that is in line with the swivel pins.

There will be a hole found on the swivel bale where the narrower end of the tapered pin is located. If a hole is initially found, check the opposite side for a lead plug, as the side initially cleaned may be the wrong side. If a lead plug is found, then check the adjacent end of the swivel bale on the same side. Replace any missing lead plugs. Record the status of the four lead plugs upon inspection and any lead plugs that are replaced. Photograph the presence of or lack of the four lead plugs. Take additional photographs of any lead plugs that are replaced.

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Figure 2-9. Swivel gap measurement.

2.1.3 Inspection and Maintenance of the Anchor Bolt Shackle.

The anchor bolt shackle is located immediately below the buoy assembly and connects the anchor joining link to the buoy assembly. Moorings installed in 2017 have 4 inch anchor bolt shackles in lieu of a riser swivel shackle. Inspection of the anchor bolt shackle involves two items: (1) Cleaning and obtaining caliper measurements of the shackle crown bale diameter and shackle pin diameter; and (2) Verifying the shackle securing components. An example component inspection sheet for an anchor bolt shackle is provided in Appendix B.

2.1.3.1 Bar Diameter

Using wire brushes and scrapers, clean the anchor bolt shackle of marine growth at the wear zone measurement locations. Only the opposite ends where the calipers are to be placed need to be cleaned. Measure the bar diameter of the pin between the shackle ear and buoy padeye (Figure 2-10) and measure the bar diameter at the crown of the shackle bale wear zone (Figure 2-11).

Compare the calipered measurement with the catalog dimensions for the pin and bale diameters (Figure 2-12). Record the caliper measurements and the calipered measurement to catalog dimension ratio as a percentage. Photograph the anchor bolt shackle and any anchor bolt shackle caliper measurements <90% of the catalog dimensions.

2.1.3.2 Securing Components

Verify if the cotter pin is present on the shackle nut. If missing, or corrosion is severe, replace the cotter pin. Check that the shackle nut and the shackle pin are secured with the fillet weld, if the shackle nut is tight on the shackle pin, and that the shackle pin is fully seated. If the fillet weld has failed, correct it. If the shackle nut is loose, tighten it. Correct the shackle pin if it is

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found not to be fully seated. Record the initial condition of the cotter pin, fillet weld, shackle pin and nut, if the nut is loose, if the pin is bowed, or in any way not straight. Record any corrective actions taken, such as replacing the cotter pin, reseating the shackle pin, and tightening the nut.

Figure 2-10. Shackle Pin Measurement.

Figure 2-11. Shackle Bale Measurement.

Figure 2-12. Anchor Bolt Shackle Dimensions.

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2.1.4 Inspection and Maintenance of the Anchor Joining Link.

The Anchor Joining Link (AJL) is located between the riser swivel shackle or anchor bolt shackle and the riser chain. Inspection of the AJL involves two items: (1) Cleaning and obtaining caliper measurements of the shackle crown bar diameters; and (2) Verifying the presence of 1 lead plug. An example component inspection sheet for an AJL is provided in Appendix B.

2.1.4.1 Bar Diameter

Using wire brushes and scrapers, clean the AJL of marine growth at a location close to the connecting riser chain, riser swivel shackle, and/or anchor bolt shackle. This is to get the calipers as close as possible to the wear zones. Measure the bar diameter of the wear zones on the lower end (small) and upper end (large) shackle crowns. Compare the calipered measurement with the minimum catalog dimensions for the bar diameter in Appendix I. Record the caliper measurements and the calipered measurement to catalog dimension ratio as a percentage.

Photograph the AJL and any AJL caliper measurements <90% of the catalog dimensions.

2.1.4.2 Lead plugs

The tapered pin is secured with a lead plug. The lead plug is located along the longitudinal seam of the T-plates. Using wire brushes and scrapers, clean off the AJL along the T-plate longitudinal seam. The lead plug should be present. If it is missing, replace the lead plug. Record the status of the lead plug upon inspection and if the lead plug is replaced. Photograph the presence of or lack of the lead plugs and any lead plug replacements.

2.1.5 Inspection and Maintenance of the Mooring Riser Chain.

Inspect the 30 feet of mooring riser chain in 3 locations, (1) near the buoy; (2) 15 feet from the buoy; and (3) 30 feet from the buoy. Inspect any additional chain links that appear visually degraded. An example component inspection sheet for double link or single link mooring chain measurement sets is provided in Appendix B.

Double link GO/NO GO gauges are used to measure the remaining bar diameter of two connecting chain links and are used at locations that the mooring chain is in tension. If the mooring chain is not in tension, then the measurement sets are performed using single link GO/NO GO gauges. See Appendix C for GO/NO GO gauge dimensions and Appendix J for the chain link bar diameter minimum catalog dimensions. Chain links on moorings installed in 2017 and 2012 are 3.5-inch nominal size and chain links on moorings installed in 1995 are 2.75-inch nominal size.

At each location on the mooring riser to be inspected, a measurement set is performed. A measurement set consists of 3 consecutive measurements of chain link joints using either double link or single link chain “GO/NO GO” gauges. A chain link joint contains the connected ends of two adjacent chain links. A measurement set will contain both chain link connection points for 2 chain links and one chain link connection point for 2 other chain links (Figure 2-13). Therefore, one measurement set provides inspection data on 4 chain links.

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Figure 2-13. Measurement Set.

Double link measurements sets are taken using double link gauges. At each measurement, both ends of a chain link joint are measured simultaneously with one measurement as the double link gauge is held approximately parallel to the plane bisecting the long axis of the joined chain links in performing the measurement.

Single link measurements require taking multiple single link measurements on both chain links in a single chain link joint. Since the links are slack or have a gap somewhere between them, the link measurements must be from several (at least three) directions of approach around the link.

As the other joined link will tend to hinder taking single link measurements, several measurements are taken from different directions of approach as close as possible to where the chain contact points on the link are. Once one chain link end is completed, the same quantity of single link measurements is taken on the adjacent end of the other joined link. When both ends are inspected multiple times from different approach directions, that constitutes one measurement. This is repeated at the next two adjacent chain link joints to complete the measurement set at that location on the mooring riser chain.

2.1.5.1 Double Link GO/NO GO gauge measurement sets

Using wire brushes and scrapers, clean the three consecutive connected chain link locations of marine growth, corrosion products and coatings; i.e.. “clean to bare metal”. Only the opposite outer ends of the connected chain links where the calipers are to be placed need to be cleaned.

Measure the first chain joint using the “90” side of the double link GO/NO GO gauges

(Figure 2-14). If the “90” side does not pass through, then the bar diameters of the connected links are >90% of original wire diameter at that joint and proceed onto the next consecutive measurement point in the measurement set.

If the “90” side does pass through, then the bar diameters of the connected links are <90% of original wire diameter at that joint (Figure 2-15). Flip the double link GO/NO GO gauges and try the “80” side of the double link GO/NO GO gauges (Figure 2-16). If the “80” side does not pass through, then the bar diameters of the connected links are between 80% and 90% of original wire diameter at that joint and proceed onto the next consecutive measurement point in the measurement set.

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If the “80” side does pass through, then the bar diameters of the connected links are <80% of original wire diameter at that joint (Figure 2-17). Proceed onto the next consecutive measurement point in the measurement set. During all measurements, do not try to force the gauges over the connected chain links, as this could bend them and provide incorrect gauge measurements.

Figure 2-14. Double link >90%. Figure 2-15. Double link <90%.

Figure 2-16. Double link >80%. Figure 2-17. Double link <80%.

2.1.5.2 Single Link GO/NO GO gauge measurement sets

Steps for performing measurements using single link GO/NO GO gauges are the same as for double link GO/NO GO gauges, except that the end of each connected chain link in a joint is measured individually. Using wire brushes and scrapers, clean the three consecutive connected chain link locations of marine growth, corrosion products and coatings; i.e..

“clean to bare metal”. The portion of the chain links near the end where it connects to an adjacent chain link where the calipers are to be placed need to be cleaned.

Using the “90” side of the single link GO/NO GO gauge, take a measurement from several directions and as close as possible to the outer end of each chain link at a joint (Figure 2-18). Avoid taking measurements of the chain link near the middle, where the stud is located, as the bar diameter in this section is normally larger in diameter (due to the fusion welding process used to form the link) than the bar diameter at the ends.

Follow the same process as for measurements using double link GO/NO GO gauges; i.e.

if measurements taken from several directions on each chain link at a joint are >90, then proceed onto the next consecutive measurement point in the measurement set.

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Accuracy can be increased if the slack portion of the mooring chain being inspected using single link GO/NO GO gauges can be manually manipulated to separate the two connected chain links so the gauges can be placed over the contact area of the individual chain links.

Figure 2-18. Single Link GO/NO GO Gauge Measurements

2.1.5.3 Recording of Inspection Measurements

Record each GO/NO GO measurement as soon as the measurements are taken. Include the mooring name, mooring location, date, time, chain link distance (feet) from the buoy assembly lower padeye, the number of links from the AJL (link 1 starting at the buoy), catalog diameter, and GO/NO GO gauge measurement. Record the presence of pitting found on any areas of links cleaned for measurements as well as on any chain that is visible without cleaning, include the diameter (ruler/tape) and depth (probe) of any pits. Record if the chain link stud is missing, damaged, or deformed. Photograph each chain link that is inspected, any measurements <90% of the catalog dimensions, pitting, and missing or damaged studs.

Measurements >90% of original diameter indicate that the mooring riser chain has a C1 (Good) condition. Measurements between 80% and 90% of original diameter indicate that the mooring riser chain has a C2 or C3 (Fair) condition. Measurements <80% of original diameter indicate that the mooring riser chain has a C4 (Poor) condition. An overall condition rating of the mooring system (Section 3, Table 3-1) will be assigned based on the inspection results of all components.

2.2 Inspection and Maintenance of the Mooring System - Surface

An inspection of the surface of the mooring buoy system includes: (1) Buoy topside; (2) Buoy Hook Assembly; and (3) Buoy Accessories (navigation light and radar reflector). Photograph the buoy from a distance and alongside. If possible, photograph the buoy in use and empty.

2.2.1 Buoy Topside Inspection and Maintenance Requirements

Topside inspection requirements include (1) Assessing any hull impact damage; (2) Condition of the upper tension bar padeye; (3) Assessing the condition of the chafing rails and fender; (4) Freeboard measurements; and (5) Condition of the reflective tape. Record the information from and photograph the buoy identification plate, found on the top surface of the buoy. Information

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from the inspection of the buoy topside is combined with the inspection of the buoy underside (Section 2, Paragraph 2.1.1) to provide an overall buoy condition assessment.

2.2.1.1 Buoy Hull

Inspect the topside buoy hull for any impact damage. Measure the length, width, and depth (if possible) of any identified impact damage, such as holes or gashes. Note any cracking or peeling of the urethane shell, and any additional damage, such as dents or black linear markings which may be evidence of a near miss or minor impact. Photograph the overall hull, as well as any identified damage with a ruler for scale.

2.2.1.2 Upper tension bar - padeye

Inspect the padeye and bushing on the upper tension bar the same as the lower tension bar (Paragraph 2.1.1.2), except the wear will be in the direction of the buoy hook. Due to the close fit of the buoy hook assembly, removal of the padeye pin and adapter plates may be required to get a closer view of the bushing condition. Record the condition of the bushing, noting whether the existing bushing has extended past the original bushing and into the mild steel padeye.

Photograph the upper tension bar padeye, including the bushing condition, and upper padeye shape.

2.2.1.3 Chafing rails and fenders

The two chafing rails on the top deck of the stern mooring buoys are heavy, molded rubber strips attached to the buoy at the top edge and around the top jewelry to prevent wear in the areas where the ship’s mooring chain may drag against the buoy. Additionally, chafing rails provide foot and handhold points for line handlers when attaching lines to the buoy hook assembly. Chafing rails are secured to the top of the buoy by bolting them to the top steel plate beneath the deck by drilling through the hull and top plate and tapping the plate for the threaded bolt. Inspect the chafing rails for damage. Remove debris from drainage holes on chafing rails.

Record the number and condition of the chafing rails, method of attachment, and presence of any broken off sections, bolts, etc. Photograph the buoy top deck and any areas of damage.

A fender is installed around the circumference of the buoy to absorb the shock of collision and prevent damage to the buoy hull. The fender is integral to the buoy shell and damage to the fender would be similar to damage to the urethane shell. Inspect the fender for damage. Record the condition of the fender. Photograph the buoy fender and any areas of damage.

2.2.1.4 Freeboard

Measure the buoy freeboard from the waterline to the deck line (top flat buoy surface, excluding chafing rails). If the buoy has a severe list due to an attached vessel or excessive attached hardware, measure the high and low sides to obtain an average freeboard. Record and photograph the freeboard measurements.

2.2.1.5 Reflective Tape

USCG requires a strip of reflective tape at 4 locations as well as a blue band around the buoy (Figure 2-19). Inspect the reflective tape strip and the blue band for discoloration or damage, replace as necessary. Remove old tape by peeling or scraping off the old tape with a firm 3 to 6 inch wide scraper. Ensure that the scraper is not damaging the outer urethane shell. Apply the

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replacement reflective tape tightly around the buoy shell using a squeegee ensuring that air bubbles are removed. Residue from the old tape can be removed using warm soapy water, isopropyl alcohol, or a biodegradable cleanser.

Reflective tape strips are 3M Scotchlite Reflective Tape – SOLAS, Product 3155.

Dimensions for all 4 strips are 6 inches in width by 18 inches in length.

Blue band is 3M Scotchlite Reflective Marking Tape, 6-inch in width, Product 79985.

Figure 2-19. Stern mooring buoy marking requirements.

2.2.2 Buoy Hook Assembly

Buoy hook assemblies were manufactured by Washington Chain & Supply (WCS). A copy of the WCS drawing for the 400 kip and 675 kip buoy hook assembly is provided in Appendix E.

Do not weld onto the buoy hook assembly as the materials are made from steel alloys that have been quenched and tempered. Using calipers, measure the thickness of the buoy hook at the crown wear point, the release pin, and the adaptor pin and compare the measured thicknesses with the buoy drawings and thickness at locations adjacent of the wear area. Ensure that safety bolts and cotter pins are still securing connecting bolt assemblies (Figure 2-20). Replace cotter pins and tighten bolts as necessary. Record the caliper measurements, calipered measurement to original diameter ratio as percentage, initial condition of cotter pins and bolts, if safety bolts are in need of replacement, and any corrective actions such as replacing cotter pins or tightening bolts.

Photograph the buoy hook assembly and any caliper measurements <90% original diameter.

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Figure 2-20. Buoy hook assemblies.

2.2.3 Buoy Accessories

Navigation lights for the stern mooring buoy systems are model M650 manufactured by Carmanah Technologies Corporation and are solar powered. The lights meet the USCG requirement of a white light with a flash rate of 10 flashes per minute (FPM). A copy of the specification sheet for the M650 light is provided in Appendix F. Test the light at each mooring by either; (1) Visually inspection at night; or (2) Place a bucket over the light to force activation.

Remove and clean off any bird residue from the light cover. Record if any lights are missing or in need of replacement, or if any brackets, stands, or covers are damaged. Photograph the navigation light and light stand.

An Echomaster radar reflector is attached to the navigation light stand (Figure 2-21). A copy of the radar reflector installation manual is provided in Appendix G. Test radar reflector performance using a craft with radar capabilities. Perform maintenance tasks as needed per the radar reflector installation manual. Record if any radar reflectors are missing or in need of replacement. Photograph the radar reflector and attachment condition.

Figure 2-21. Radar Reflector.

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Sacrificial zinc anodes are bolted to every link of FM3 type chain.

The zinc anodes protect the steel by creating an electrochemical cell that causes the zinc to corrode before the steel, thereby protecting the chain.

2.3 Inspection And Replacement of Zinc Anodes

FM3 chain is used on the stern mooring buoy systems and is manufactured to allow the attachment of an individual chain link sacrificial zinc anode to the stud of the chain link. During the manufacturing process, a .375-16 UNC-2B hole is tapped into the chain stud and the zinc anode is attached using a hex cap screw conforming to .375-16 UNC-2A Grade 5. Additionally, to provide a metallic path, one end of the stud is welded all around to the chain link body using a 0.5-inch fillet weld in accordance with AWS D.1. Dimensional drawing for the zinc anodes is provided in Appendix D.

Figure 2-22. Fleet Mooring zinc anodes.

Mooring systems installed in 2012 and 2017 have 3.5-inch mooring chain. The 1993 mooring systems have 2.75-inch mooring chain. The 3.5-inch zinc anodes can be utilized on both chain sizes. The lower tension bar pad eye requires 4-inch zinc anodes. Screws equivalent to McMaster-Carr Part No. 91247A633 should be used to attach replacement zinc anodes.

The condition of all anodes exposed during the riser leg inspection should be inspected. High river currents may cause the zinc anodes to deplete faster than locations with low or no current flow. Similarly, locations of minimal marine growth also tend to deplete zinc anodes faster than locations of heavy marine growth.

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Tap on the existing zincs to determine if they are still in good condition. Zinc anodes tend to deplete internally leaving the appearance of a full anode; consequently, they will easily crumble when tapped by a knife or wrench.

Replace zinc anodes when they are more than 25% depleted. Remove the old zinc anode, if required, and clean off the stud and screw hole in preparation for the new zinc anode using a wire brush.

Attach anodes to each chain link using a wrench with a 9/16-inch socket and tighten each anode to the recommended 20 to 30 ft-lbs of torque.

Chain links found with screws from previous zinc anodes sheared off outside the stud hole are generally not provided a zinc anode due to the cost of replacement.

Record the condition of any chain links with sheared off screws, visual signs of oxidation (white coating, black coating, or no coating), and the number of anodes replaced. Identify anodes by chain link distance (feet) from the buoy assembly lower padeye and the number of links from the AJL (link 1 starting at the buoy). Photograph chain links with anodes that require replacement (before and after), chain links with sheared off screws, and general conditions of anodes left in place (oxidation).

3.0 INSPECTION DOCUMENTATION

An inspection form should be completed for each mooring buoy inspection. The inspection form should contain; (1) Basic description of the mooring’s configuration, location, date of inspection; (2) Company and person in charge of the inspection and the personnel performing the inspection; (3) Measurements taken; and (4) Descriptive comments of the overall mooring system, buoy condition, top jewelry condition, mooring riser- leg condition, marine growth, etc.

An overall assessment of the mooring’s condition should be included in the inspection form.

Table 3-1 lists the 4 categories used by the US Navy’s Fleet Mooring Underwater Inspection Program.

Caliper measurements 90% to 100% of catalog value (mooring chain, connecting components) AND topside component measurements 90% to 100% of the catalog value, the mooring is assessed as C1.

Caliper measurements 90% to 100% of catalog value (mooring chain, connecting components) AND topside component measurements 80% to 90% of the catalog value, the mooring is assessed as C2.

Caliper measurements 80% to 90% catalog value (mooring chain, connecting components) AND topside component measurements at least 80% or greater of the catalog value, the mooring is assessed as C3.

Caliper measurements less than 80% of catalog value (mooring chain, connecting components) OR topside component measurements less than 80% of the catalog value, the mooring is assessed as C4 and is not satisfactory for continued use.

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Table 3-1. Mooring Conditions

FACILITY

RATING

FACILITY IMPACT

ON OPERATION

FACILITY CONDITION

C1 – FACILITY

OPERATIONAL

No impact on operations. Condition of mooring is considered satisfactory for continued use.

C2 – FACILITY

PARTIALLY

OPERATIONAL AT

A REDUCED

CAPACITY

Mooring is unable to be used at its full capacity.

Restrictions could impair operations. Vessels may have to find alternate facilities to moor.

Failure of mooring is possible.

Mooring inspection has revealed irregular or degraded surface materials and may no longer be able to hold rated capacity. Mooring can be repaired without underwater work.

C3 – FACILITY

PARTIALLY

OPERATIONAL AT

A REDUCED

CAPACITY

Mooring is unable to be used at its full capacity.

Restrictions could impair operations. Vessels may have to find alternate facilities to moor.

Failure of mooring is probable.

Mooring chain or connecting jewelry is degraded and no longer able to hold rated capacity. Underwater components must be replaced or repaired to allow full use of facility.

C4 – FACILITY

NOT

OPERATIONAL

Mooring is restricted from use. Vessels must use alternate facilities.

Failure of mooring is imminent.

Mooring must be replaced.

Mooring chain or connecting jewelry has degraded below 80% of original wire diameter.

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APPENDIX A

MOORING INSPECTION & MAINTENANCE TOOLS & MATERIALS

ATTACHMENT C - PAGE 20

RECOMMENDED INSPECTION TOOLS**

Go/No-Go Gauges, ¼ inch Stainless Steel, Double-Link and/or Single-Link Calipers, Outside Spring, Round Legs, Fine-Adjustment, 6 inch & 12 inch o Similar to McMaster-Carr Part No. 2059A14 and Part No. 2060A18 Wire Brushes, Steel Bristles, with Scraper o Similar to McMaster-Carr 7187T35 Rasps, Single-Cut, Steel o Similar to McMaster-Carr 4239A18 Welding Hammer, Chisel/Pick Head, Steel o Similar to McMaster-Carr 5866A12 or 5866A13.

Wooden Ruler, Folding, 6 foot Tape Measure, 30 foot Ratchet Wrench, Square Drive, Hand Turn o Similar to McMaster-Carr 53125A81 o 9/16 inch socket and/or 9/16 inch wrench

Reference Documents - PWS, Inspection & Maintenance Manual, Reference Drawings Inspection Documents - Mooring component inspection sheets, inspection forms Water resistant notebooks, pens and/or pencils

REQUIRED MAINTENANCE MATERIALS**

Size UOM Total Zinc Anodes w/ screws 4” Each 20 Zinc Anodes w/ screws 3.5” Each 50 Lead Plugs/Bars varies Each 5 Cotter Pins varies Each 20 White Reflective Tape 6” x 18” Each 4 Blue Reflective Tape 6” Feet 120

4 inch Zinc Anodes (Appendix D)

3.5 inch Zinc Anodes (Appendix D) Hex Head Screws, 9/16 inch, .375-16UNC-2A, Grade 5, partially threaded o Equivalent to McMaster Carr Part No. 91247A633 White Reflective Tape, 6 inch x 18 inch o Equivalent to 3M Scotchlite Reflective Tape – SOLAS, Product 3155 Blue Reflective Tape, 6 inch o Equivalent to 3M Scotchlite Reflective Marking Tape, Product 79985 Cotter Pins o Fit Anchor Bolt Shackles & Buoy Hooks Lead Plugs/Bars o Fit Riser Swivel Shackles & Anchor Joining Links #8 Anchor Joining Link (Government Furnished)

**Additional tools and materials may be necessary, these lists should not be considered exhaustive. Complete a thorough review of all Contract Documents and Attachments.

ATTACHMENT C - PAGE 21

APPENDIX B

EXAMPLE MOORING COMPONENT INSPECTION SHEETS

ATTACHMENT C - PAGE 22

1 2 3 4

LEAD PLUGS REPLACED (CIRCLE ONE)

>80% <80%

% OF

CAT.

DIA.

SWIVEL GAP

MEASUREMENT (inches):

CAP WELD

CONDITION:

% OF

CAT.

DIA.

>90% >80% <80% >90%

NOTES: (condition notes, corrective actions, maintenance tasks, corrosion levels, items in need of address, etc.)

LEAD PLUGS PRESENT AT TIME OF INSPECTION (CIRCLE ONE)

1 2 3 4

UPPER SWIVEL PIN

CATALOG DIAMETER (in)

RISER SWIVEL SHACKLE INSPECTION SHEET

LOWER SWIVEL PIN

CATALOG DIAMETER (in)

UPPER SWIVEL PIN CALIPER

DIAMETER (in)

DATE: TIME:

LOWER SWIVEL PIN

CALIPER DIAMETER (in)

MOORING NAME:

MOORING LOCATION:

RISER SWIVEL SHACKLE SIZE (inches, nominal diameter):

ATTACHMENT C - PAGE 23

NOTES: (condition notes, corrective actions, maintenance tasks, corrosion levels, items in need of address, etc.)

COTTER PIN PRESENT (Y/N):

COTTER PIN REPLACED (Y/N):

SHACKLE NUT LOOSE (Y/N):

FILLET WELD PRESENT (Y/N):

>80% <80%

SHACKLE PIN CALIPER

DIAMETER (in)

SHACKLE BALE CALIPER

DIAMETER (in)

% OF

CAT.

DIA.

>90% >80% <80%

% OF

CAT.

DIA.

>90%

SHACKLE PIN CATALOG

DIAMETER (in)

SHACKLE BALE CATALOG

DIAMETER (in)

ANCHOR BOLT SHACKLE INSPECTION SHEET

MOORING NAME:

MOORING LOCATION:

ANCHOR BOLT SHACKLE SIZE (inches, nominal diameter):

DATE: TIME:

ATTACHMENT C - PAGE 24

NOTES: (condition notes, corrective actions, maintenance tasks, corrosion levels, items in need of address, etc.)

0 1

0 1

NUMBER OF LEAD PLUGS REPLACED (CIRCLE ONE)

>80% <80%

UPPER END CROWN

CALIPER DIAMETER (in)

LOWER END CROWN

CALIPER DIAMETER (in)

% OF

CAT.

DIA.

>90% >80% <80%

% OF

CAT.

DIA.

>90%

LEAD PLUGS PRESENT AT TIME OF INSPECTION (CIRCLE ONE)

UPPER END CROWN

CATALOG DIAMETER (in)

LOWER END CROWN

CATALOG DIAMETER (in)

ANCHOR JOINING LINK INSPECTION SHEET

MOORING NAME:

MOORING LOCATION:

DATE: TIME:

ANCHOR JOINING LINK SIZE (inches, nominal diameter):

ATTACHMENT C - PAGE 25

MEASUREMENT SET NUMBER:

FLEET MOORING 3 (FM3) CHAIN LINK CATALOG DIAMETER:

FLEET MOORING 3 (FM3) CHAIN LINK MEASUREMENT SET SHEET

NOTES: (condition notes, corrective actions, maintenance tasks, corrosion levels, items in need of address, etc.)

OUT OF:

D

O U

B L

E L

IN

K

G O

/N O

-G O

(C

H A

IN

U

N D

E R

T E

N S

IO

N

S

IN

G L

E L

IN

K

G

/N

O -G

(C H

A

IN

S L

A C

K

DOUBLE LINK GO/NO-GO: SINGLE LINK GO/NO-GO:

<80%

DATE: TIME:

SET

FEET FROM BUOY

LOWER PADEYE

NO. CHAIN LINKS

FROM AJL

>90% >80%

MOORING NAME:

MOORING LOCATION:

ATTACHMENT C - PAGE 26

APPENDIX C

GO/NO GO GAUGE DIMENSIONS

ATTACHMENT C - PAGE 27

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ATTACHMENT C - PAGE 28

APPENDIX D

ZINC ANODE DIMENSIONAL DATA

ATTACHMENT C - PAGE 29

ATTACHMENT C - PAGE 30

APPENDIX E

BUOY HOOK ASSEMBLY DRAWINGS

ATTACHMENT C - PAGE 31

ATTACHMENT C - PAGE 32

g2odnml9 Stamp

ATTACHMENT C - PAGE 33

ATTACHMENT C - PAGE 34

APPENDIX F

CARMANAH LIGHT

ATTACHMENT C - PAGE 35

Carmanah Technologies Corp. ● Building 4-203 Harbour Road, Victoria BC V9A 3S2, Canada ● Telephone: 1.250.380.0052 ● Fax: 1.250.380.0062 ● Email: info@carmanah.com

REPRESENTED BY:

M O D EL M650 The M650 is the world’s most advanced self-contained, high-performance, low-maintenance and easy-to-install solar LED marine lantern. Applications include: marine aids-to-navigation marking, marina and dock lighting, port lighting and hazard marking.

• Up to 44 cd IALA peak intensity and 4 NM visibility

• Available in all IALA Optimum chromaticities (Dec 2008)

• Intelligent deployment location settings protect against improper configuration

• Intuitive on-board user interface, infrared remote and software programmability

• Replaceable and recyclable battery pack

SOLAR LED MARINE LANTERN

TECHNICAL FEATURES AND SPECIFICATIONS

Solar Panel High-efficiency cells with bypass and blocking diode function. Maximum power point tracking (MPPT) for optimal energy collection.

Battery Tool-less replaceable and recyclable best-in-class battery pack with extreme temperature range. Battery status feedback of Good, Charge or Bad (Replace).

Light Source High power LED. Colour-specific temperature corrected LED drivers provide consistent intensity under all operating conditions.

Peak Intensity (as per IALA rating) 44 cd (Green LEDs)

Vertical Divergence > 8º (FWHM)

Flash Patterns 256+ (including steady-on)

Day / Night Transition Selectable from 25 to 925 lux in 25 lux increments.

Construction Premium grade UV resistant, polycarbonate/ polysiloxane co-polymer body and lens material.

Double O-ring sealing with waterproof vent.

Colours Green, Red, Yellow, Blue and White. As per IALA Recommendation E-200-1, dated December 2008.

Operating Temperature -45 to 124 ºF (-43 to 51 ºC) ambient temperature The M650 will function up to 190 ºF (88 ºC) internal and surface temperatures.

Storage Temperature -45 to 176 ºF (-43 to 80 ºC)

Colour Indicator Yes. Green, Red, Yellow, Blue or White

Weight 3.5 lb (1.58 kg)

Wind Loading 140 knots (72 m/s)

Ice Loading 22kg/m2

Automatic Light Control

(ALC)

When enabled, ALC will dynamically reduce brightness in response to unusually low amounts of sunlight to ensure continued operation.

• Unprecedented Reliability: microprocessor Energy Management System (EMS) monitors and adapts the brightness to environmental conditions for consistent operation and long life under the toughest conditions.

• Designed and tested to toughest industrial standards:

• Self-contained and low maintenance: all components are incorporated within a compact, stand-alone unit. The M650 also features a replaceable battery pack that extends the service life beyond five years, reducing the total cost of ownership and resulting in significant cost savings.

• Intelligent settings: the first solar product to incorporate intelligent deployment location settings that allow the M650 to be tuned to its location, protecting it against improper configuration.

Lantern calculates peak intensity using Schmidt-Clausen for a user-selected effective intensity.

DESIGNED TO EXCEL IN THE WORLD’S

MOST DEMANDING ENVIRONMENTS,

THE M650 DELIVERS SOPHISTICATION,

INTELLIGENCE AND PERFORMANCE THAT

IS UNRIVALLED BY ANY OTHER LANTERN

ON THE MARKET.

Immersion: EN 60529; IP68; MIL-STD-202G: Method 104A, Test Condition B.

Shock and Vibration: MIL-STD-202G: Shock, Specified Pulse, Method 213B, Test Condition G; Vibration, Method 204, Test Condition B, 10g peak.

Corrosion: MIL-STD-810G: Salt Fog, Method 509.4, 2 cycles of 48 hr. at 35°C, ASTM B117-73 (1979).

Solar Radiation: MIL-STD-810G: Solar Radiation, Method 505.5, Procedure II, Climate cycle A2.

Chemical Resistance: Tested to MIL-STD-810G, Method 504, Procedure II.

Hail: EN 61215, 25mm OD up to 23m/s.

EMC/EMI/ESD: 47 CFR Part 15, Subpart B, Section 15.109;

EN 60945: 2002, Clauses 9.1, 9.3, 10.1,

10.4 and 10.9; EN 61000: ESD, 6-2: 2005, table 1; 4-2: 200, 4-5: 2001, EMI, 4-3: 1995.

Light Source: IALA E-200-1 (2008); L70 lumen maintenance.

ATTACHMENT C - PAGE 36

Carmanah Technologies Corp. ● Building 4-203 Harbour Road, Victoria BC V9A 3S2, Canada ● Telephone: 1.250.380.0052 ● Fax: 1.250.380.0062 ● Email: info@carmanah.com

MODEL

M650

SOLAR LED MARINE LANTERN

ORDERING CODES

LANTERNS

UNSWITCHED SWITCHED

M650 Green M650G-0000 M650G-0001

M650 Red M650R-0000 M650R-0001

M650 Yellow M650Y-0000 M650Y-0001

M650 Blue M650B-0000 M650B-0001

M650 White M650W-0000 M650W-0001

ACCESSORIES

650 Bird Deterrent - Additional (1 ships with each lantern) 57003

650 Bottom Cover Replacement Kit 57392 (With Switch) 57393 (Without Switch)

650 Battery Replacement Pack 57383

650 Battery Charger 59648 (110V) 59188 (220V)

650 USB Cable 57394

650 Device Manager Software CD 61125

IR (Infrared) Programmer 56818

For a complete list of marine lantern accessories, please refer to the Carmanah Marine Lantern Accessories Sheet available on carmanah.com.

PHOTOMETRIC PERFORMANCE

Note: Peak IALA intensity dependant on location. Plot based on equatorial location of 12-hour night duration and 21% duty cycle flash code.

Specifications may be subject to change

Carmanah is a Canadian public corporation - TSX:CMH © 2010, Carmanah Technologies Corp.

Document: M650_SpecSheet_RevC

TECHNICAL DRAWINGS AND DIMENSIONS

SIDE VIEW SWITCHED VIEW

BOTTOM VIEW

PROGRAMMING AND CONFIGURATION OPTIONS

US Patent No 6,573,659, Other patents pending. “Carmanah” and Carmanah logo are trademarks of Carmanah Technologies Corp.

-8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8

M650G

M650Y

M650W

M650R

M650B

C an de la

Vertical Angle

ATTACHMENT C - PAGE 37

APPENDIX G

RADAR REFLECTOR INSTALLATION MANUAL

ATTACHMENT C - PAGE 38

Features, Installation, Design Principles

R155E $1.00

ATTACHMENT C - PAGE 39

Why Use a Radar Reflector?

Collision avoidance is surely the most important part of enjoying the boating world.

Small and medium-sized boats are surprisingly poor targets for radar reflection and are frequently in danger of being overrun by larger vessels, even under good visibility conditions.

The radar display on a ship will typically show sur-rounding conditions for at least 12 nautical miles (22 km), with gain and sea clut-ter controls for adjustment.

But boats of today, with fiberglass hulls and sleek designs (curved or slanted surfaces reflect much less), do not possess enough reflective qualities to make them highly visible on a radar screen. The response may be small, weak or intermittent. Even a boat’s metal mast (a curved surface) and engine (mounted low, in the realm of sea clutter) do not possess enough reflective qualities to make the boat highly visible to radar. And container vessels and tankers require long stopping time and wide turning radius. Ensuring the detectability and recognition of your craft at a long distance from an overtaking vessel under all weather and sea conditions is critical to avoid disaster. Without a radar reflector (or radar of your own) you’re left to peer into the fog or darkness or listen for bells, Why Use a Radar Reflector?

Echomaster™ Radar Reflectors How a Ship’s Radar Sees Your Boat Echomaster Specifications

Radar Reflector Design Reflectivity Radar Frequency Radar Cross Section Plate Design Alignment of Reflector Plates

Installing Echomaster Positioning the reflector Assembling the reflector plates Mounting Echomaster #152 Mounting Echomaster #153 Suspending the Echomaster from a spreader Using the #157 Surface Mount System

Echomaster Maintenance

Contents

ATTACHMENT C - PAGE 40

Echomaster™ radar reflectors give ships a chance to see your boat in fog and low vis-ibility conditions—a must for serious boaters. The Echomaster circular plate radar reflector is the most practical, efficient, and cost-effective reflector available to pleasure boaters.

Echomaster’s superiority is proven. It was ranked one of the world’s best radar reflectors and one of the top ten sailing products by

Practical Sailor. SRI rated Echomaster “superior” after the most rigorous tests ever conducted on radar reflectors, some costing 10 times as much.

Make your boat visible… Find your way home…

Mark hazards to navigation foghorns, propellers, or the mighty bowwave from an onrushing “skyscraper of steel.”

Even if you did spot them or detect them on your radar, which way would you turn?

Best to let them “see” you instead.

Furtherrnore, in distress situations the Coast Guard can be materially aided in search and rescue by the deployment of a good radar reflector. The U.S. Coast Guard is considering marine radar reflector requirements that would apply to pleasure boats operating in waters of the United States. Already such laws exist in many other coun-tries such as the United Kingdom, Canada and Germany.

Radar reflectors may also be mounted on a buoy or piling to help identify your dock or mooring in less than perfect conditions. They can also supplement official markings on hazards to navigation such as bridges, rocks, submerged trees, sunken boats.

ATTACHMENT C - PAGE 41

Echomaster Specifications Reflector plates are 12.5" (32 cm) diameter, circular, aluminum. Plates provide 13.2 square yards (12 sq. meters) of maximum effective radar cross section in the X or 3 cm band (9–9.6 GHz frequency), based on opti-mum orientation between the reflector and radar. Echomaster offers equivalent radar cross section of conventional triangular plate reflector with approximate 17" (43 cm) diago-nal dimension.

Plates are made of robust 0.05" (1.3 mm) marine grade aluminum; sufficient thick-ness to minimize flexing. Dimples in plates allow corner latches to attach precisely, minimizing angular distortion.

Windage holes reduce aerodynamic drag and allow assembly of the reflector around a backstay. Windage hole size 1.25" (32 mm).

DAVIS

ECHOMASTER

#152, 153

DAVIS

EMERGENCY

RADAR

REFLECTOR

#151

MOBRI RADAR

REFLECTOR

FIRDELL

BLIPPER

RADAR

FLAG

Admiralty surface weapons test, England

How a Ship’s Radar Sees Your Boat The radar of a ship making a complete circle around a boat would hit the boat’s radar reflector from all angles. If the boat were stationary and we plotted how strong the reflected signal is at all angles, we would arrive at performance diagrams such as this…

The outside of the circle is what a 102 meter cross section of a metallic sphere would reflect—the laboratory standard. The larger the performance plot, the better the radar reflector. Peaks in the pattern should approach the laboratory standard and be uniformly distributed 360° around the fixed reference point (your boat). Valleys should be minimal in width. The Davis reflectors show good balance: strong peaks, narrow valleys. Other reflectors have inadequate peaks or large areas of weak response, making them seem smaller on an oncoming ship’s radar screen.

ATTACHMENT C - PAGE 42

For Echomaster installation instructions, see page 10.

#157 Surface Mount System

Allows hard surface or rail mounting of

#152 or #153 radar reflectors. Base mea-sures 2.75 x 3.75" (7 x 9.5 cm). Surface or rail mounting makes sense on a hard top, masthead or spreader,…