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05 - Mooring Specifications - Harbor Commission Recommendation - Correspondence
RECEIVED AFTER AGENDA PRINTED SEPTEMBER 26, 2017 AGENDA ITEM NO. 5 Brown, Leilani From: Kiff, Dave Sent: Monday, September 25, 2017 5:01 PM To: Brown, Leilani; Miller, Chris Subject: FW: Resolution 2017-62 proposed revision of Mooring specifications. Attachments: IMG_20170925_163820.jpg; IMG_20170925_163732jpg; IMG_20170925_163800 jpg Dave Kiff City Manager 949-644-3001 Please excuse the brevity of this note. My typing ability is limited for a while. From: John Panek [mailto:cap.pa.nek2@gmail.com] Sent: Monday, September 25, 2017 4:47 PM To: Dept - City Council <CityCouncil@newportbeachca.gov>; John Panek <cap.pa.nek.2@gmail.com> Subject: Resolution 2017-62 proposed revision of Mooring specifications. Here are some very important considerations to make and get answered before making a hasty decision which may have more severe ramifications than has been brought to light. Thanks Captain John Panek Jr I I 1 1 '. J I Grade 43 High Test Chain (NACM) Grade 43 Chain fear, 1. 11 h qh oonsile strength and resistance to wear needed by modem hauling and heavy du,, n and construction firms. Working bad limits exceed those of ordinary low carbo ral r"y chain. Order unit is foot. r NOT FOR OVERHEA(1 61 #: Full Drum Trade Inside Lind D m. Working Stock # Size W re Wtih. . Ft. Net 1Oad limit Self- Dia. Length *4Per WL Colored Zinc HDG In. MM jin 1 (Nommah Vin! Drum (Lbs.) Lbs_ Kgs. 5031213 5031233 5630247 1/4 7 0.274 1236 0480 800 508 2.600 V80 5031313 5031333 5630347 5/16 8 0.328 1285 0.48C 55C 512 3900 1,770 5031413 5031433 5630447 3/8 10 0.392 1374 0.551 400 544 5.400 ZAS, 5031613 5031633 5630647 12 13 0.509 1.782 0,750 200 460 9,200 A._ 5030813 — 5630847 5B 16 0.625 2.016 0.851 150 554 low 5030913 — 5030947 3/4 20 0,781 2.610 1.020 '00 542 Aim w 5031013 - 5031047 7/8 11 0.904 2.570 1.260 75 gip 1 ;.� 606 30A00 Half Drum Inside Link Dim. Stock # Trade Size Wife (Inches) M yN�etj nim Ianoth Width Per n-� = ��__,< ...z .�, r (Working Load Limit Corrlp aI •. Chain strength is identified throughon on -c, ;-! e by Not king Load Limits• (Wly in pounds - the higher the wLL. the =•rora,�- •� L.iIam Ab0ULcbain,Qtade5 "NLL a Zlrretlmel caw Sale Ao1-ilk Le i Grade 30 Or 43 Or 70 Or 80 Or 100 Alloy Chain Proof Coil :wta High Seal Transport i Alloy „, _ Size 11°•' ",t A %1, , .",l I 0umamsa ti memim OlmMW02 Oil � Q Pnus Plias PWO Pnrsa Film its 440 3/16 $00 - 7/7/�-- 2J 00 2.I00 1/4 1.300 2x600 3-150 - 9/32 A LM 9.344 5/16 LM 3.900 940 iS4Q - 3/8 265D 5.400 6J100 L140 LM 7116 I 3.144 2.204 LZi4 1/2 — 9.544 4244 LLM IL49!15444 6/8 6am 11040 ILL 18.1Q0 23.600 3/4 10.640 2=0 24.240 28300 R 7/8 - 24,544 24324 . 1' 17,400 39.049 - 41.220 1 i H Mm ceirti`- --' - - -- arrdury trenW, 4 +'.�; :acct rM 44'i1�9 it Wr'_.�-- I.._Xlr Recieved After Agenda Printed September 26, 2017 Mulvey, Jennifer Item No. 5 Subject: FW: Severe irregularities with proposed Mooring revision 'Chain/Weight' chart and administration of. Attachments: IMG_20170922_144808jpg; IMG_20170922_130625 jpg; IMG_20170922_130551 jpg; IMG_20170922_130505jpg; Screenshot_2017-09-20-16-37-15.png; IMG _20170915_ 143632 jpg; IMG_ 20170922_144808jpg; moorings.pdf, 377-L.pdf; REC119575-KPA- Mooring-Standards-V2-O.pdf From: John Panek [mailto:cap.pa.nek2@gmail.com] Sent: Friday, September 22, 2017 4:00 PM To: Dept - City Council'<CityCouncil@newportbeachca.gov>; Parimal Rohit <parimal@thelog.com>; John Panek <cap.pa.nek.2@gmail.com> Subject: Severe irregularities with proposed Mooring revision 'Chain/Weight' chart and administration of. Dear Council members and Admin. I, as a past top contractor of the world recognized many severe fatal problems with these proposed Mooring regulation changes that none of you have been made aware of even though they have been made known to the Harbor Dept. over, at least the past six months. They are as follows in the attachments : please do not hesitate to contact me about them or if they don't come through clearly! Sept. 15/2017 Capt.John Panek. Jr. of the . � "gr, Chris 'Miller. Research Vessel 'Wild Ware A F-14 1 t, :3vAf venter or. 6137 E. M nl.aco Rd, -..r a266u 0100 Long Beach, Ca., 90800 , RE; !Mooring E-14 s wear Hart'o= Dept. Head Miller, or to whom it may concern, mr, Filler, I would like to than)�ijou for putting my fnind at rest through the eventual conf;_riration that there are no longer any ca. -erns about me,F,ay mooring E-14 being in accord with the [-permit, o.r any of the Harbor Dept's. regulations governing such. This accor- ding to- both your Email tc f*e of C-0/29/2017 and notice of receipt O them same date and 09/04.12017 , and my rept ys and further advice 02/29:'2017 a;'d 09104/2017 respectively. To whi7b you, accord;,*erg to P -a a -eters set forth, rade no reply confirming that. there were a:ts..olutely no issues left of concern and being in corsplete compliance. Than?cvou for your acceptance of my situation! . , Please provide the InsPecti.on Report", key trin9y dated' =1�crit, 20171, since i, : k8� 2' Ot Yet 'received aly such, and ChUC% South 'olntra�cted to upgrade 1°'-14 't�► ' -BY Myself thoug1'# Prt:33urf.+a gf r��e £ and O.S-M. Josh B«u h #q y� "r71CF f +�ht�7iEia+. v �he2 � 3p Y u'th, or vice ver5ia, too now b* _ 'eatiOn .D f Q �:Ast)tJt` � .r; It. 5houl, m E4 a gbtenin9 f not revealing. ealing. mss:: r RE: IN RfGAi2TiS To THF UTSCC)NiZ[4C�10TING OF CHAINNT. -CHART 1N OPPOSITION OF THE I-PG'ITTM.TZATION OF f. FRAUDULANT ACTIr'N 'Tj+.!'F_i3 JUST AFTER THE LAST VE'ro OF SUCH BY THF COMMISSION, OF Chuck South'a, year's ago. RE; a modification of what was vetoed; without approval, bjt forced on the mooring owners without regard. These beliefs.of a fformez li.consed contractor, with the highe.atul- ative license in the world. Being a baster in this, as well as all the other construction related trades, have either been proven factual, or can be readily proven by rightful actions of the Commission/Board, Whom, in my belief, should investigate further before considering any such approval. FA'.rAL ERRORS OF THE pRopOSED CHART/WT. CHART kiD 11"S uSF. 1. There is already a regulation, that is quite adequate}, if the current purportedly licensed contractor were able to do proper calculations according to it. This being in Section 17.25.020 ' 9 2. The Ch rt up .for approval does not state, purposefully, what .gra-e of chain it tefers to. 5o that inferior chain may continue to b_ sses by the contractor, solei to the individule mooring owners and rhe .city., at extravagant prices. Then by It's nature needing replacement more often than it should. 3. she contractor wishes, and has apparently beguiie3 _ c his into believing it's necessity, to incre.a:-e t : iz_e _. t =rim Styr .:Tore profit but being ia�ferior weaker chain t:ean _-.. _ grade 3 that sh .�lcl be used, tlti3 would help chain he'appears to to use °,�rvul' a. t.�zll h-1_ inspection where lie would have to rer1a='<* it at ,10 : r ° 4f course. (I believe, and have so4me tieing place -as t O the. Use of interior chatr.) . >'x '3`hs zxairs should' be at Ieasi� yeti tee of 33. aT" Cillo mtir � T hw t r.'9.SG.os sly inappropriate ina4:,�.klrt�tc .1a. c:.@..L'`.�`'..^•g t3~ at�al vove ;requires—n 4 naard'� very k s! 4t 41 the h23. 0cq moori�7bursting reT1':� V kho Y the chain to cera _ 2 grad �. sine which c vu i actually <z 74 aXbitrxr� ,11Ain w�:1,i r� � i`� �'� �Creiitlth n� in:f�ri4 �, already A{id I r`e 1 show invoices to the customer to nne what chain was actually afforded them, and to see if there were actually any new chain actually given them at all. (Submtitution). If then records do not match dr3 a supervised inspection of the- latest purported chain replacements.* 5. There has been a critical r,knndard chain size purposefully left Out Of the chain chard up for approval, most likely for the following r -easons. At least one and probably all. A. the contractor is unable to properly calculate the proper size(s), as evidenced by the .gross errors in the chart up for consideration. B. The contractor is able to carry less inventory, and the missing standard size of 7/8" is presumably not availabl,:-i in the inferior (cheaper) chain he is using, now. C. The contractor can then sell larger chain, that would not other- wise be needed, for much more money. D. It would appear the contractor is in a conspira,cy to have the mooring permit revoked of an indiviJual,whom has been Opposing his apparent frauds, by having used this 7!8" chain, that is now ao- parently not available to him, has purposefully jeft t -'q_ a t viable Size off his chart, in orJpr that he can refus.2 ation, of his mooring because a high grale 7�61 chain, which wouj,4 have a.bursting strength of 2.5 titres that r-equired, is not on this chart, which haa not boon approved, but has be in in service regardless for an c!xtended titre:, d4 1sregax1in!,j the current requi- ons and in advance of any approval by either the board or COM - (Standard mooring Ch.,in incleaso by i1icreN ents throughout, the 11P($ctrulll 1/4", 3i8o, 5/8", V4", 7 7'tC: as , the lnclo�itid stiv-1d.1rd chart Shows. The, .3rQ Y av riouS government atijenoj�_,,s for ve!:ix- icAtion Chuck South, The Purported Contr,%cto : I r, who III'Gnso U1 do moorings for nove._►�+_cc vessel tho rclatavi bon(itn'Ll hO stdt(,"," he ha -1 for th; P-ld"'Ut'!AX)d to b0 to bk h gist and 00 the jobs, jit rail the Harbor DaPt Hoar _,%rovjje procf tta r iCKA4400 Ito, dolam havt), I'vo h..Ion abLo to a:sicor t rogul"ition, both Joda not j WT LmH t, K IT Cvyl rti t�r$nc ct£ iuovt db1G� vc�n r�] s, of wh I c:tt thin d +tr�u 1 i .r , rrrrt i W(S it Valid from Feb. 28, thyx-1091) July 213, 2011 ,Frtr9 w,,.a MW the Barbar Dept. Yet he continue-,d t.:.r, rl(,-), i a),atri Wr�rk a=1�rr�u�liaoFt�. eu t ;, The Harbor Dept. and Josh BauUh of the then affial.tatedr 17-25.020 (M), County sheriff' . ]:gine Div., Inr3.tst(,+rj ho wan sed and bonded to do the mooring servico and upgrar]rs end j-hat t;r. had to be used for this purpose Contrary to the requl4ti.ons 17-25-020 M, n!, Which the mooring owner(S) were relying. Thutjl.y forced to accept the wrongful, instillation of the, most )Akc:lYr inferior chains and at a tremendously higher cost than was necfts�!arj because they were told they had to have the larger chain (That compensate for the inferior grades probably used, and as hown on thl- chart for approval to legitimize it. TO RECArr 1. The chain/weight chart for approval iadaptapt��tjon is inacc sra� , lacks authority verification, lacks the rteressary grade indicatl--n. 2. Has been wrongfully used to force acceptance of both unnessar ? y larger chain, most likely to cor_,pensate for inferior grade, 3.. It's premature, probably fraudulent us,D tn. wF�li;=cr funds iliir_ is unconscionable and should not then be l:egirl,:,jz:, r 4. it's probable use to wro^gfully ie'Jitilnlze the revo-catio:s ct f -1 th mooring owners) through at ieagt the purpc,�s�t�s�: �n chain size, permit should not bar legitiFri., 4 5. The application, through an unli e t5:< d p;�,i•,on, "_it least for vod of mc�Vaeahle versels, wham therefor coull nvt bo bonded ttar... 7 purpose{} trsouZrl not be allows Farthermore Power of inspooE' '0 h'33 r�li Yat �..tQ this person, under the,, above auspico.,j,and in -it j. ryit 10 iaoasu:rc�s beforo "Ir_ cOMMisstotl a direct cont,t._ic of .ant�x st r �.,� R'�t't�. �#•i's��;l.F,l also Ysc C.i9t�tg4±C'iti;,ail.y ill`dii 1f1. ' ,> �sCl1tsistancu I can affordin theons3 lcsfi.jt#L.lt of aly'rjivO Or OUJ)xly sin OCJL%t�St. vi - eC?riCch w`osso h`;i. d WAvi('r, f tF (Working I owl I mot About (J)iWil Grade 30 tf) 1 tit W; Chain Pt()of Coil,, T Sirs 'PlnmwQn,4 pti-ccs 400 3/16 800 7/32 114 -113-ON j v), 9/32 5,116 1 goo 4 7 3/8 465 50 5.400 /16 3AQQ 1,29.9 1.769 1/2 5/8 6,90Q u000 9 90 3/4 'luou J 0 Q -34 7/8 74,500 4 7, 7 Q, to UO IL Select text .4*a: Grade 43 High Test Chain (macnn) Grade 4� Chairs features both high te-miie.'strength and resistance to 1.war needed by modem hauling and heavyduty trucking, farrrn and construction firms. W ing load limit exceed those of ordinary low carbon or general utdity chain. Order unit is foot. NOT FOR WERHEAD LIFTING. Full Drum Half Drum Inside Link Dim. Stock a Trade. SI-Ze rhes) Self - Colored Zing[ WOG In. 503121+1 5031334 5630248 114 5031314 5031334 5630346 5/16 501115.14 5031634 5630648 'in Wire F't, Net MM (h) (N ninal) (Mn..) orqjn� �L%,) 1 0,274 1.336 0,4 2154 a 0,3�"1.2.85 0i.480 2'75 256 10 0JM 0551 200jM11k272 13 0, 1, 78 2 0,750 1. 3 Gallon Square Pail Wo kirr- Load! inii-t LbS 41500 3,9001 5a 90200 Trade inside (Link Dim, , ' rkirr►_� Load Stock 'workingk4c Wire # Sizi@ Net Wife m Ft fMet Load Limit Self= Wt. SelloColored In. MAS Dia- Length Width Per Wt. Lbs,. K-gs. S431215 Colored iir'ic HOG :Irn. M M (In.) (NrnruninaQ (Min.) Drurrn (Ltt P Lbs. K _ 50311213 5031233 $63024 " 1,4 7 0. 74 1-2 DAW 800 SW 50.311313 $031333 $630347 X16 3 0.3.28 1.285 0.41317 550 512 3,9W 1.,770 5031413 S031433 S630"7 3A 10 0.3,92 1.374 0,551 400 W 5+100 2,450 503151.3 S031633 $630647 '1f2 13 0.505 9.1 0.750 200 460 9,,200 4,174 5030613 WOW SA 16 0, 5 � 016 0,851 1'50 554 13tiWO .5, 897 5030 13 5030947 V4 20 0,781 -6 0 1,020 100 W 20,21110 9,163 5031013 5031043" 74 22 0, 21570 1.! 75 5822 243W 1'1,'!13 53011113 $301147 11 26 1,032 21701 1 1,.420 60 606 3010M13P Half Drum Inside Link Dim. Stock a Trade. SI-Ze rhes) Self - Colored Zing[ WOG In. 503121+1 5031334 5630248 114 5031314 5031334 5630346 5/16 501115.14 5031634 5630648 'in Wire F't, Net MM (h) (N ninal) (Mn..) orqjn� �L%,) 1 0,274 1.336 0,4 2154 a 0,3�"1.2.85 0i.480 2'75 256 10 0JM 0551 200jM11k272 13 0, 1, 78 2 0,750 1. 3 Gallon Square Pail Wo kirr- Load! inii-t LbS 41500 3,9001 5a 90200 KgS� 1,180 L770 �75d' 4,1,;4 Inside Unk Dim. ' rkirr►_� Load Stock Trade Size . Wire flr+ hes) Ft. Net Limit Cie. Length ww1h 1t+r Wt. SelloColored In. MAS On..) (No MInal) (Min-) Pail 00 Lbs,. K-gs. S431215 19 7 0,,274 1136 DAW Iso 96 2,600 1,18 S431315 5116 8 0.328 1185 0.480 100 93 3.900 1,770 KgS� 1,180 L770 �75d' 4,1,;4 A Preliminary Guide to Mooring Systems, Mooring Choices and Mooring Selection Prepared by: Planning & Economic Development Permitting Project Management PO Eot 286, Southwest Harbor, NIE 0 679 207.944.313' �v-vi�-.thennLssongroup.conl Consideration for Moorings A Preliminary Guide to Mooring Systems, Mooring Choices and Mooring Selection Prepared For: Goasta/ A 0*1 Maine Coastal Program Department of Agriculture, Conservation & Forestry 93 State House Station Augusta, Maine 04333 Noel Musson The Musson Group 207-244-1161 noel@themussongroup.com For More Information, Contact: Matthew Nixon, Assistant Director Maine Coastal Program Maine Department of Agriculture, Conservation and Forestry 207-287-1491 matthew.e.nixon@maine.gov Ruta Dzenis AICP, Senior Planner Municipal Planning Assistance Program Maine Department of Agriculture, Conservation and Forestry 207-287-2851 ruta.dzenis@maine.gov This report was prepared by The Musson Group under award CZM NA73NOS4790045 to the Maine Coastal Program from the National Oceanic and Atmospheric Administration, U.S. Department of Commerce. The statements, findings, conclusions, and recommendations are those of the outhor(s) and do not necessarily reflect the views of the National Oceanic and Atmospheric Administration or the Department of Commerce. Table of Contents Introduction and Purpose Overview of a Mooring System Mooring System Layout Mooring Planning Considerations Conservation Moorings Consideration for Harbor Committees Sources Consulted Acl:r7z�wled(jeinen L-; This report was prepared with assistance of several knowledgeable individuals. The author would like to thank the members of the Maine Harbor Masters Association Board of Directors for their suggestions, input and guidance. Specifically Katherine Pickering, Dave Schmanska, Jim Hayes, Chris Mayo, Jay Pinkham, Charlie Phippen, Dave Corbeau, Shawn Hebert, and Ed Glaser. We would like to thank Wayne Hamilton, Owner of Hamilton Marine and Searsport Harbormaster for his previous research and training on moorings. We would also like to thank Josh Willard from Chalmers Enterprises, Jay Clement from the Army Corps of Engineers, Matthew Nixon from the Maine Coastal Program, and Ruta Dzenis from the Municipal Planning Assistance Program for their contributions to this document. Introduction and Purpose FOR MOST BOATERS, SHORESIDE DOCKAGE IS NOT POSSIBLE OR PRACTICAL. Therefore, most use some type of mooring. While much can be written about moorings, the focus of this report is to provide an overview tool that can be referred to when considering alternative moorings options. While specifications on equipment are not addressed in this report, the reader, whether a Harbor Master, local committee member, or interested citizen, can refer to this report as a preliminary guide when considering a mooring for their individual boat, as part of an overall harbor planning effort, or when considering new ways to protect sensitive harbor resources such as eelgrass, shell fish beds, and lobster habitat. There are many design considerations when establishing a reliable mooring system. One must consider the depth of water (in Maine, tides commonly range 12 feet or more), size of the vessel, the exposure of the location, current, the type of bottom, the swinging room available, the chain and pennant size needed, and the vessel hardware layout. This report will touch on many of those considerations. However, as Wayne Hamilton, Harbor Master for the Town of Searsport and owner of Hamilton Marine, said in his training packet to the Maine Harbor Masters Association, 'The most reliable mooring systems are those tested by time and gradually improved with technology." In addition, all harbors have unique characteristics which must be considered and many communities have specific requirements set out in Harbor Ordinances. Therefore, it is extremely important to consult with local experts such as Harbor Masters and marine professionals who regularly install moorings. Mooring pennant I. Heavy chain Galvanized shackle Mushroom mooring J Overview of a Mooring System A MOORING REFERS TO ANY PERMANENT STRUCTURE to which a vessel may be secured. A "mooring system" refers to the various components — an anchor, a rode (typically a rope, chain, or cable), a buoy, and a pennant. THE ANCHOR An anchor is used to fix a vessel to a point on the bottom of the seafloor without connecting it to land. There are four basic types of anchors used in moorings: DeodweightAnchors. Deadweight anchors are the simplest type of anchor and, in many harbor settings, provide the greatest reliability. Their holding power is through weight. Once the heavy weight settles on the bottom, the anchor becomes embedded and the suction effect helps to increase its holding power. Deadweight anchors can be made of most any heavy object but are typically a large stone block or concrete. Due to their size and weight, these anchors typically require a barge to set. Mushroom Anchors. Mushroom anchors get their name from their shape, which looks like an upside down mushroom. They work best in mud, sand, silt or other soft ocean bottoms where they can be easily buried. Once buried, a mushroom mooring is typically thought to be able to hold up to 10 times its weight. In certain conditions, mushroom _ anchors that are not properly embedded in the bottom can dislodge and lose holding power. This is commonly referred to as "spin out" Additionally, mushroom anchors run the risk of having the chain wrap around the shaft of the anchor when not properly set. This can reduce the scope of the mooring. Pyramid Anchors. As the name implies, these one piece cast iron anchors are shaped like a pyramid. Pyramid anchors are essentially a redesigned version of a mushroom anchor. They are comparable in terms of holding strength, but their smaller size pyramid shape helps them penetrate the bottom more rapidly. Pyramid anchors have a shorter anchor shaft which helps to minimize the potential for chain wrap and also makes then useful in more shallow water settings. These anchors are used in hard, rocky or sandy bottoms. Sometimes these anchors are call "Dor-Mor" anchors after one of their manufacturers. Helix Anchors. Helix (or screw-in) anchors are made of high tensile steel with an attachment eye at the top and large threads at the lower end. These anchors come in long (8 ft.) lengths with _.!Mil erC tion -or :kloo(In( -relic ir,3r`J 1c' *G `i{C^;Jflfli� -�!Ulir`l. varying diameters of threads (10", 14"). To set the anchor, they are'i screwed in until the top eye is Y` essentially Flush with the bottom +�' s`� 6A connected to traditional ground tackle. While screw-in or helix anchors have been used by the y > offshore oil industry for well over g 20 years, they are a relatively new technology in anchoring systems for the yachting and smaller commercial vessel markets. W Recent industry tests are showing _ that these anchors can offer ",, significantly more holding power that traditional anchors when set property and in the right conditions. These anchors may also help eliminate or minimize damage to sensitive benthic resources like eel grass, shellfish beds and lobster habitat. (See discussion on conservation moorings) TABLE 1. ANCHOR SUMMARY TABLE THE RODE SYSTEM The Rode system, which runs from the anchor to the mooring buoy, has two basic parts - a ground line and a riding line. The ground line, which lies on the bottom, is traditionally made up of heavy chain (bottom chain). The riding line is typically a smaller sized chain called 'top chain" The rode can also be made of line or cable. The rode system is normally several times longer than the depth of the water (typically 1 1/2 times maximum water depth but varies depending on harbor conditions) to assist in the angle of forces that are placed on an anchor. The longer the rode, the lower the angle of force will be on the anchor. As more of the force is pulled horizontally, the holding power of a traditional anchor improves. A longer rode also increases the swinging circle (scope) of each mooring. By adding weight to the bottom of _Jll i-_r:r �,?r V 'I o r i r1CA A I rr ii;r'y -1,' `.l,-cl_i'r`e. — An 8,0001b. Simple design Hpavy, bulky, Setter suited for ro--k bottoms than other concrete Good for most requires anchors mooring has bottom types assistance for Deadweight moorings mace �rom concrete approximately Still holds installation can lose over half their weight when Cn v 4,0001b. of position even submerged in water v holding power if dragged Deadweight moorings made from granite cu during storm can lose over a third of their weight when submerged in water Fault lines in stone anchors can crack w"en putting in staples A 5001b. Hasa high Limited Better suited for muddy bottom conditions mushroom holding power- success in Limited success in rocky areas E anchor has to -weight ratio rocky areas prone to spin out and chain wrap °o approximately Prone to spin Better suited for muddy bottom conditions s 1,2001b. of out and chain Generally, weight of musrroom anchors holding power wrap would be 10-20 lbs per foot of boat in mud bottom Proper installation is important to assure it is buried A 6501b. pyramid Has high hold- Limited Better suited for muddy bottom conditions anchor has ing power to succeess in Size and shape help it penetrate the bottom E approximately weight ratio rocky areas more rapidly 6,5001b. of Simple design Higher cost Generally, weight of pyramid anchors would holding power be 10-20 lbs per foot of boat in mud bottom A 10" screw High hold- Specialized Better suited for softer bottom conditions Helix anchor has ing power to installer and don't perform as well in rocky bottom approximately weigh ratio needed conditions I0,0001b. of Small size Difficult in Type of helix used might differ with condition X holding power Longevity rock of bottom. v More envi- Heavy, bulky, Requires diver to set and maintain = ronmentally requires sensitive assistance for installation More difficult to move THE RODE SYSTEM The Rode system, which runs from the anchor to the mooring buoy, has two basic parts - a ground line and a riding line. The ground line, which lies on the bottom, is traditionally made up of heavy chain (bottom chain). The riding line is typically a smaller sized chain called 'top chain" The rode can also be made of line or cable. The rode system is normally several times longer than the depth of the water (typically 1 1/2 times maximum water depth but varies depending on harbor conditions) to assist in the angle of forces that are placed on an anchor. The longer the rode, the lower the angle of force will be on the anchor. As more of the force is pulled horizontally, the holding power of a traditional anchor improves. A longer rode also increases the swinging circle (scope) of each mooring. By adding weight to the bottom of _Jll i-_r:r �,?r V 'I o r i r1CA A I rr ii;r'y -1,' `.l,-cl_i'r`e. — the rode, such as using a length of heavy bottom chain, the angle of force can be decreased further Heavy bottom chain can scrape the harbor bottom around the anchor. Newer technologies have been designed to help alleviate this. (See discussion on ' Conservation Moorings in the next section.) WIND DIRECTION10 Pennants Shackles and swivels are used to connect the anchor, bottom chain, top chain and mooring buoy together. Shackles and swivels can become weak links in the mooring system. Therefore high quality parts are an important consideration. THE MOORING BUOY The mooring buoy has two functions. First, it serves to support the rode and floats it off the bottom. Second, it absorbs the shock of heavy waves and wind which helps to increase holding power. US Coast Guard and many Harbor Ordinances have regulations around the type and color of mooring buoys. Many buoys are constructed of polyethylene plastic filled with polyurethane foam and treated with UV inhibitors. However, air inflated net buoys are also commonly used due to their lower costs. Mooring Bu _ Top Chain , Shackle Bottom Chainl 1 w� tl Middle Shackle 2 Concrete Block PENNANTS _ , 11_ The pennant ties the boat to the mooring. The pennant should run as straight as possible to avoid chaffing. The sharper the angle of the pennant the greater pressure on the line which increases chaffing. Some harbors ordinances require a secondary or "safety" pennant which is typically longer than the primary pennant and used as a back-up in case the primary fails. IPS �. rilllllll�>® ey PENNANTS _ , 11_ The pennant ties the boat to the mooring. The pennant should run as straight as possible to avoid chaffing. The sharper the angle of the pennant the greater pressure on the line which increases chaffing. Some harbors ordinances require a secondary or "safety" pennant which is typically longer than the primary pennant and used as a back-up in case the primary fails. SWING 1,000RIN65 Swing moorings, also known as "single -point" moorings, are the simplest and most common kind of mooring. For these types of moorings systems a boat is attached to a single anchor and swings about in a circle around that anchor. The boats swing can vary depending on the length of the boat and depth of water. In many harbors, the swing moorings are sited so that the scope or "circle of influence" of each boat does not overlap. In some harbors it might be possible to increase the number of moorings by siting them so that the swing circles overlap. This is very effective in areas where boats of similar size and character are moored. In mixed harbors it becomes more difficult since a 30 foot lobster boat will behave differently than a 30 foot sail boat. MULTIPLE ANCHOR MOORINGS There are several options for multiple anchoring moorings. A double mooring system uses a pair of anchors with an additional rode between the two primary rodes. The anchors can be set fore and aft to fix a vessels position more precisely or spaced apart at twice the water depth to reduce the scope of a traditional single point mooring. In some situations a third anchor can be added. PILE MOORINGS Pile moorings use a wooden or steel pile driven into the sea bottom to act as the anchor. These moorings are not typically used but can be effective in some harbor setting. Multiple piles can be used to fix the boats position. MOORING FLOATS These are actually narrow floating docks which are long enough for boats to tie up to each side of the float. Because each boat and the float rides on the mooring, the mooring must have a strong enough anchor. In many harbors this means that two or more anchors are required. The users of the float are sometimes the owners of the float. In other situations, the owner is the municipality and the floats are leased to the boat owners. Moorings floats work well in more sheltered harbors. Mrowing Mmmii` Considenitic>i1s HABITAT Many harbors and mooring areas are home to eel grass beds and other significant habitat resources that are important to our marine environment and coastal economies. Eel grass, for example, plays an important role in providing spawning and nursery ground as well as serving as foraging grounds, areas of refuge, and food sources. In areas where these sensitive habitats exist, communities should consider the effectiveness of Conservation Moorings to help minimize the impacts moorings can have. The Maine Department of Marine Resources has an eel grass inventory for current/historic extent of eel grass along Maine's coast. This information can be accessed at http://www.maine.gov/dmr/ maps/mapindex.html. HARBOR BOTTOM The type of harbor bottom (rocky, muddy, sandy, etc.) is an important consideration for what type of anchor is used. As noted above, some anchors are well suited for soft muddy bottoms, but will not function as needed in hard rock bottoms. EXPOSURE Exposure to open sea and fetch, which is the distance traveled by wind or waves across open water, allows wave and wind strength to build enough force to drag gear around. Therefore more exposed areas require heavier gear while more sheltered location requires less hefty ground tackle. HOLDING CAPACITY There are many variables in determining appropriate holding capacity -the wind, depth of water, bottom conditions, currents, and seas, all have influences. Holding capacity of a mooring depends on factors such as the strength of the rodes, the deck hardware, the shackles, and the resistance of the anchor. Additionally, the size and type of vessel make a big difference. A sailing vessel is more streamline, where power vessels are usually wider. Even if both vessels were the same weight, the power vessel might stress the mooring a lot more on a windy day. Swells and storm surges can cause water levels to rise which will have an effect on the holding capacity the anchor. Anchors are designed to hold best when pulled on at an angle. On a traditional mooring, as water rises, the boat is pulled toward the anchor. If the scope is too short, or if water levels rise enough, the boat may end up directly over the anchor. This would cause the boat to pull up on the anchor which would compromise its holding capacity. NIAINTEN:ANCE The holding capacity and effectiveness of any mooring system is directly related to the maintenance of its various components. Buying quality chain and hardware is an important aspect of a functional mooring system. Most harbor regulations have specific timeframes for inspections and replacement. Moorings of any type should be maintained at least annually to ensure safety. In many harbors, the issue of electrolysis eroding mooring hardware is becoming more of concern. In these areas mooring systems should be inspected more often. ECONOMIC CONSIDERATIONS The cost of a mooring involves several factors including installation costs (which could range from $200.00 for a simple installation to $500.00 or more depending on location), equipment costs, maintenance, insurance, and mooring fees. These costs can vary depending on the complexity of the installation, location of the mooring, and bottom conditions. Helix anchors can be more expensive to install due to the specialized installation requirements. The information below is provided as a means of comparing costs. Actual prices should be verified. 400 Ib. mushroom anchor: Ranges from approximately $500.00 to $800.00 3,000 Ib. concrete block anchor: Ranges from approximately $400.00 to $700.00 Helix anchor: Ranges from approximately $400.00 to $700.00 5/8" chain: Approximately $9.50/foot = $134.85 for 15' 3/4" chain: Approximately $16.00/foot = $467.70 for 30' REGULATORY CONSIDERATION Moorings are regulated by Federal, State and Local rules. Army Corp ofEngineers (ACOS). Performing work in coastal waters, including placing moorings, is regulated by the ACOE under the Rivers and Harbors Act of 1899 (33 U.S.0 401, 403, 407). Section 10 (33 U.S.C. 403) prohibits "...the creation of any obstruction not affirmatively authorized by Congress, to the navigable capacity of any of the waters of the United States" Permits are also required under Section 404 of the Clean Water Act for the discharge of dredge or fill material into all waters — tidal and freshwater — and their adjacent wetlands. For more information from the Army Corps visit their website at http://www. nae.usace.army.mil/. State of Maine. The State plays an important role in many coastal projects including moorings, floats, piers and wharfs. State agencies to consult include the Maine Department of Environmental Protection and the Department of Agriculture, Conservation and Forestry's Bureau of Submerged Lands. For more information from the Maine Department of Environmental projection visit their website at http:H www.maine.gov/dep/land/index.htmi. Additional information from the Department of Agriculture, Conservation and Forestry Bureau of Submerged Lands can be found at http://www.maine.gov/dacf/ parks/about/submerged_lands.shtml. Municipalities. The State of Maine has the right to confer authority over some coastal regulations directly to municipalities. This includes the powerto issue temporary and annual permits to the public for mooring of vessels and related structures under such terms, conditions and restrictions as the municipality may deem necessary. Local municipalities should have outlined these rules in their Harbor or Coastal Ordinances. A CONSERVATION MOORING IS SIMPLY A MOORING SYSTEM that is designed to minimize impacts to habitat. This can be achieved by reducing the contact between the bottom chain and the ocean bottom, by minimizing the potential for the bottom chain to scour the seafloor around the mooring anchor, or by providing added habitat through the anchor system itself. THEANCHOR Appropriate anchoring is largely determined by the bottom condition (mud, rock, cobble, etc.). Most conservation mooring systems work well with any type of anchor. The helix anchor is typically preferred due to its minimal footprint. Newer deadweight anchors such as the Habitat Mooring have been designed to provide homes for marine organisms. THE RODE The main component of any conservation mooring is to keep the bottom chain off the sea floor. In some applications a Float is used to keep the heavy bottom chain from making contact with the bottom. In most applications, an elastic/floating rode system is used. For these systems, the flexibility of the rode replaces the buffering Function of a traditional heavy bottom chain and the rode is able to float off the bottom. An extra line is often used to reinforce the lines and safeguard against overstretching and breakage. Conservation style rodes also have added benefits during storm events. While the lines used on a conventional moorings has some stretch, conservation rodes are specifically designed to stretch, generating more horizontal holding force earlier in the boats movement. One concern is that the elastic component of the rode that Floats near the surface could become tangled in boating activities. Therefore it is important to make sure they are submerged beyond the reach of boat propellers. COMMON MANUFACTURERS A recent study by the Urban Harbors Institute indicated that there are three (3) common conservation mooring systems used in New England. They are: the Eco -Mooring System made by boatmoorings.com, the Hazelett Elastic Mooring System made by Hazelett Marine, and the Stormsoft Elastic Boat Mooring System. These systems seem to be primarity used in Massachusetts including Salem, Provincetown, Gloucester, Nantucket and Chatham. American Undemate,Cent,actne.1ncj ' � P. Humcane reated5ronnSon ebonysysr.m: Some harbors in Maine have started h .L to explore the use of conservation s ,r mooring components. Wells Harbor, = TI 5t 5ekeas c - e:�5p,e,.nI Storms h n o eg for example, has begun to install a i, In mr 5n k e sin o�5 n� b1n no letl zeemk xnn tensll zven tns +. keep You, floating docks 9 anJ vessels in losinon limited number of helix anchors. The '' up tu,99.0001hz. I Town of Mount Desert has installed a Habitat Mooring as a test mooring in Seal Harbor. According to the Urban I � DavIJ Faster 5fit-5]55599 AIIClosteiQaol.cani Harbors Institute, several Harbors in eJcannnJerwatercan„a re,=.een ------------ Massachusetts - Massachusetts . - - TART F'J rnMMf1N rnNGGrzvaTinnf hAnnofnln CVCTCnnc Rd �1�3viR 'a Uses various Uses any buoy Poly fiber rope su rounds a stretchable Eco -Mooring anchor elastic rubber component. The System types (helix surrounding rope stretches to provide recommended) stre^gth (similar to a Chinese `nger trap). Helical anchor Company has developed A polymer elastic rode (or series of Hazelett or deadweight a spar buoy that can slip roles). The roae system Is held off t^e System (specifically below the ice during the bottom with trawl Floats. a concrete or winter. It is a standard part granite block) of the mooring system Uses various an- Uses any buoy A"down line" consisting of rubber Stormsoft chor types, helix multi -strand cords surrounded by a System recommended braided polyester shell/rope. An inner core maintains the position of the shock absorbing rubber. Considcr�->.tioil� for fim-hor conlrllittce 1%1OORINGS IN THE OFF SEASON When reviewing the harbor ordinance municipalities may want to consider adding rules onappropriate off season storage. In harbors where the moorings stay in place, this couldinclude language on sinking moorings just under the water line or in some cases simplyremoving the mooring. PLANNING FOR OUTER HARBOR AREAS According to several harbor masters, the demand for mooring space is increasing. In manyharbors this has led to lengthy wait lists in the tradition harbors (or inner harbor) due tolimited space. Often, many communities begin to look toward outer harbor areas foradditional mooring space. These areas are often more exposed and require additionalthought with regard to mooring system requirements. SHORE SIDE ACCESS CAN BE A LIMITING FACTOR FOR ADDING MOORINGS In several harbors, it is not the space in the harbor itself that is limiting the ability to issue new moorings. Instead it is the shoreside access facilities. Several municipal docks are small, have informal parking layout, and have limited room for expansion within existing property boundaries. The result is parking areas and dinghy tie-ups can get full. REFERENCE YOUR COMMUNITY S COb1PREHENSIVE PLAN OR STATE HABITAT INFORMATION When considering whether to expand an existing or develop a new mooring field location, consider whether or not your municipality has goals or criterion for the geographic area in question. Additionally, it may be helpful to investigate the State's habitat information (eelgrass/clamming flats, etc) in order to mitigate environmental impacts to the seafloor. ENGAGE YOUR USERS The Maine Coastal Program and the Maine Department of Transportation offer grant opportunities, not just for engineering, design, and construction purposes, but for community engagement purposes. Workwith your users to figure out what, if any, changes need to be made to your municipality's existing mooring field, access, or amenities. American Underwater Contractors website Online at: http://www.ameriocanunderwatercontractors.com Annes Anchors website Online at http://www.annesanchors.com/seating.htmi Eco Mooring Systems website. Online at http://www.ecomooringsystems.com/eco-mooring-system Habitat Mooring Systems website Online at: http://www.habitatmooring.com Hamilton Marine website Online at http://www.hamiltonmarine.com/ Hamiton, Wayne. Mooring Assembly. Presentation Materials from the Maine Harbor Masters Association Annual Training Program. March 2013 Hazelett Marine website Online at: http://www.hazelettmarine.com/ INAMAR, Recreational Marine Insurance Company. Moorings Online at http://www.INAMARmarine.com Jamestown Distributors website Online at: http://www.jamestowndistributors.com Lanier, Frank. 2005. Setting Your Own Mooring Buoy. Offshore Magazine Maine Harbor Masters Associate, Board of Directors. Personal communications at January 2015 Board meeting Swan, Brian M. 2012. Eel Grass and Moorings. Maine Department of Marine Resources The Right Tack: Charting Your Harbors Future. A Publication of the Maine Coastal Program and the State Planning Office. 1995 Urban Harbors Institute, Conservation Mooring Study, January 2013 U.S. Army Corps of Engineers, Maine General Permit Online at: http://www.nae.usace.army.mil/Portals/74/docs/regulatory/StateGeneralPermits/ MEGP.pdf West Marine Website Online at: http:H www.westmarine.com/ UNITED STATES COAST GUARD OCEAN ENGINEERING DIVISION WASHINGTON, D.C. JANUARY 2011 SPECIFICATION FOR THE MANUFACTURE OF OPEN LINK, WELDED STEEL CHAIN AND BRIDLES SPECIFICATION NO. 377 REVISION L 1. SCOPE 1.1 Purpose. This specification describes the requirements for the manufacture of open link, welded steel chain and bridles used for mooring aids to navigation buoys in the coastal and inland waters of the United States. 1.2 Precedence. In the event of a conflict between the requirements of this specification, the drawings, the contract, and the applicable documents, the order of precedence is as follows: a. The contract b. This specification c. The drawings listed in paragraph 2.2 d. The applicable documents listed in paragraph 2.1 1.3 Classification. Chain and Bridles are classified by size (Tables I and II), which is defined as the bar diameter in inches (in) or millimeters (mm) of the common links used in the chain or bridles combined with the respective length in feet or meters. Chain and Bridle dimensions shall be either U.S. Customary Sizes (inches/feet) or Metric Sizes (millimeters/meters); these two measurement standards shall NOT be combined. 1.3.1 Chain. Lengths of chain are called "shots" (90ft (27.4m) lengths) and "half -shots" (4511 (13.7m) lengths). Table I U.S. Customary Sizes inches Metric Sizes millimeters 7/8 x 10 U.S. Customary Sizes inches Metric Sizes millimeters 1/2 12.7 1-3/4 44 3/4 19 1-7/8 48 1 25 2 51 1-1/8 28 2-1/8 54 1-1/4 32 2-1/4 57 1-1/2 38 1.3.2 Bridles. Bridle lengths are expressed in either U.S. Customary sizes in feet or Metric sizes in meters. Table II U.S. Customary Sizes in x feet Metric Sizes mm x meters 7/8 x 10 22 x 3.1 1x12 25x3.6 1-1/4 x 15 32 x 4.5 1-1/2 x 18 38 x 5.5 1-1/2 x 20 38 x 6.1 1-1/2x26 38x7.9 2of15 2. APPLICABLE DOCUMENTS 2.1 Industrypublication. The following document of the issue specified forms a part of this specification to the extent referenced herein. The suffix denoting the specific issue of the document will be omitted from future references to the document in this specification. AMERICAN SOCIETY FOR QUALITY (ASQ) ANSI/ASQ/ISO Quality Management Systems -- Requirements Q9001-2008 American Society for Quality/International Org. for Standardization 15 -Nov -2008 2.1.1 Source of document. The document maybe obtained from the following source: American Society for Quality Web: http://asq.org/ Phone: (800) 248=1946 Mail: 600 North Plankinton Avenue Milwaukee, WI 53203 Order: http://asq.org/iso9001/ The document can also be downloaded from several other websites. 2.2 Drawings. The latest revisions of the following United States Coast Guard Ocean Engineering Drawings form a part of this specification, and are hereafter referred to as "the drawings." Current versions of these drawings can be downloaded from the Ocean Engineering website: http://www.uscg.mi1/hq/cg4/cg432/drawings-2b.asp Number Title 121031 Buoy Bridles 121032 Buoy Chain 3of15 3. REQUIREMENTS 3.1 General. The chain and bridles shall be manufactured in accordance with the drawings and shall meet the requirements of this specification. 3.2 Material. The chain and bridles shall be manufactured of carbon steel of uniform quality and shall be resistance welded. The chemical composition of the steel shall be determined at the steel mill for each heat of steel and shall conform to the following values: Element Weight % (Max.) Carbon (C) 0.36 Manganese (Mn) 1.90 Silicon (Si) 0.55 Phosphorus (P) 0.05 Sulfur (S) 0.05 3.2.1 Material certificates. The Contractor shall furnish material certificates from the steel mill for each heat of steel used. The report shall indicate the heat number, steel designation, chemical composition, and quantity of steel represented by the report. 3.3 Traceability. The Contractor shall maintain the traceability of steel throughout the production, testing, and inspection processes. Each shot and each bridle offered shall be traceable to the heat of steel from which it was made through the batch number and trace code described below. 3.3.1 Batch number. A batch is defined as all chain and bridles of the same size manufactured from the same heat of steel. The Contractor shall assign a unique number to each batch of chain and bridles. The Contractor may use the heat number assigned by the steel mill as the batch number provided it meets the requirements of this paragraph. 3.3.2 Trace code. The Contractor shall assign a trace code to each shot and each bridle submitted under this specification. The purpose of this trace code is to identify the batch of steel from which the shot or bridle was manufactured. The type of trace code used is at the Contractor's discretion: it may be the batch number itself, a unique sequential number, or any other alphanumeric designation. The only requirement is that the trace code clearly identifies the batch of steel from which the shot or bridle was manufactured. 4 of 15 3.4 Design. 3.4.1 Chain. Chain shall be furnished in shots of at least 90 -feet (27.4m) and 45 -feet (13.7m) lengths (tolerance = +3%, -0%). The common links and end links shall conform to the shapes, dimensions, and tolerances shown on the drawings. End links are only required on designated 1/2 -inch (12.7 mm) and 3/4 -inch (19 mm) chain, as specified on the delivery order. 3.4.2 Bridles. Bridles shall be constructed of a specific number of common links and shall be the applicable length within specified tolerances shown in the Table III and on the drawings. The common links, end links, and center rings shall conform to the shapes, dimensions, and tolerances shown on the drawings. End links are required on all bridles. Table III U.S. Customary Sizes inches x feet E Ec c a U Metric Sizes millimeters x me*ters Minimum Size Length Maximum Length Bridle Size MinimumBridle Length 7/8 x 10 loft l oft lin 28 22 x 3.1 3.00m 3.20m 1 x 12 l lft3in 12ft 3in 28 25 x 3.6 3.38m 3.65m 1-1/4 x 15 14ft 15ft 3in 28 32 x 4.5 4.24m 4.57m 1-1/2 x 18 17ft 18ft 3in 28 38 x 5.5 5.12m 5.50m 1-1/2 x 20 19ft 20ft 3in 32 38 x 6.1 5.70m 6.12m 1-1/2 x 26 25ft 26ft 3in 44 38 x 7.9 7.46m 8.00m 5of15 3.4.3 Inside curvature of links. The common links and end links of chain and bridles shall be made such that the inside curvature shall allow a round bar, of the diameter listed in Table IV, to pass through the link at either end. When the bar is held perpendicular to the link, it shall not be restricted from making contact with, or coming within 1/32in (0.8 mm) of, all points along the curvature, or from freely passing between both ends of the link. Table IV Minimum Inside Curvature Mating Chain Size Minimum Bar Diameter inch millimeter inch. millimeter 1/2 12.7 5/8 15.9 3/4 19 1 25.4 1 25 1-5/16 33.3 1-1/8 28 1-1/2 38.1 1-1/4 32 1-11/16 42.9 1-1/2 38 2 50.8 1-3/4 44 2-3/8 60.3 1-7/8 48 2-9/16 65.1 2 51 2-3/4 69.9 2-1/8 54 3 76.2 2-1/4 57 3-1/8 79.5 3.5 Welding. Welding shall be performed by resistance welding. 3.5.1 Weld defects. The welds shall not contain craters, undercutting, overlap, or porosity. 3.5.2 Weld Diameter. The diameter of the weld at any one point shall not be less than the bar diameter, nor shall it exceed the bar diameter by more than 10 percent. 3.5.3 Bar end misalignment. Bar end misalignment shall not exceed 5 percent of the bar diameter. 3.6 Proof load. Every shot of chain and every bridle offered for acceptance shall have successfully withstood the proof load specified in Table V without rupture, deformation, cold welding, or stretching beyond the tolerances shown on the drawings. A horizontal test bed or an incremental calibrator shall be used to apply the proof load. This process shall be recorded in the documentation of inspections and tests required by paragraph 4.1.2. The Contractor shall certify conformance with this requirement by submitting a Certificate of Performance (Appendix A) for each batch of chain or bridles offered. 6 of 15 3.7 Breaking load. Chain and bridles shall be capable of withstanding the applicable breaking load specified in Table V for a minimum of 15 seconds without rupture. Table V 3.8 Elongation. The elongation of the chain and bridles shall be at least 15 percent before rupture. The elongation shall be determined in accordance with paragraph 4.2.4.6. 3.9 Cracks. A crack is defined as a linear defect that has a length of more than three (3) times its width. Chain and bridles shall be free from cracks in the interior link radius and weld fusion zone. 3.10 Surfaces. Each link shall be free from mill defects, burrs, slag, weld spatter, or rough surfaces which might present a safety hazard or cause kinking of the chain or bridle in service. 3.11 Finish. Chain and bridles shall be submitted in natural color and finish. Varnish or other coatings shall not be used. 7 of 15 Proof and Breaking Loads Chain/Bridle Link Diameter Proof Load Breakin Load imeter lb k Ib k 2.7 7,500 3,402 15,000 6,804 19 16,000 7,257 32,000 14,515 22 22,000 9,979 44,000 19,958 25 291000 13,154 58,000 26,308 28 U2-1/854 38,500 17,463 77,000 34,927 32 45,500 20,638 91,000 41,277 38 65,500 29,710 131,000 59,421 44 86,500 39,236 173,000 78,472 8 100,000 45,360 200,000 90,720 51 116,000 52,616 232,000 105,232 4 131,000 59,420 262,000 118,841 2-1/4 57 1 147,000 66,678 294,000 133,355 3.8 Elongation. The elongation of the chain and bridles shall be at least 15 percent before rupture. The elongation shall be determined in accordance with paragraph 4.2.4.6. 3.9 Cracks. A crack is defined as a linear defect that has a length of more than three (3) times its width. Chain and bridles shall be free from cracks in the interior link radius and weld fusion zone. 3.10 Surfaces. Each link shall be free from mill defects, burrs, slag, weld spatter, or rough surfaces which might present a safety hazard or cause kinking of the chain or bridle in service. 3.11 Finish. Chain and bridles shall be submitted in natural color and finish. Varnish or other coatings shall not be used. 7 of 15 3.12 Marking. The last link on both ends of each shot of chain and one end link on each bridle shall be legibly and permanently stamped or engraved with the manufacturer's name or trademark, the trace code per paragraph 3.3.2, and the year of manufacture. For 1/2 -inch chain supplied without end links, only the trace code is required and shall be applied at a maximum rate of once every ten links. 4. INSPECTION AND ACCEPTANCE 4.1 General. The Contractor shall have a quality assurance program in place prior to beginning the manufacture of the chain and bridles. This quality assurance program shall meet the minimum requirements of ANSI/ASQ/ISO Q9001-2008. However, the Contractor does not have to be Q9001 certified. The Contractor shall ensure that every shot and bridle submitted to the Coast Guard meets the requirements of this specification. 4. 1.1 Test equipment calibrations stem. The Contractor shall maintain a calibration and maintenance system to control the accuracy of measurement and test equipment used in the fulfillment of the requirements of this specification. The system shall include, as a minimum, prescribed calibration intervals, source of calibration, and a monitoring system to ensure adherence to calibration schedules. All testing equipment shall have been calibrated traceable to. the International Standards within 12 months prior to the testing. At the time of final inspection, documentation in support of this requirement shall be made available to the Contracting Officer's Technical Representative (COTR). 4.1.2 Documentation of inspections and tests. The Contractor shall maintain, and make available to the COTR, documentation of all inspections and tests performed throughout the entire manufacturing process and during the final inspection. 4.2 Coast Guard final inspection. The following inspections and tests are not intended to limit or supplant any inspections or tests normally performed by the Contractor to ensure product quality. 4.2.1 Sampling. Samples for inspections and tests performed during the final inspection will be randomly selected from batches by the COTR. The actual number of samples selected for testing will be at the discretion of the COTR. 4.2.2 Units of inspection. 4.2.2.1 Overall shot and bridle length requirement. The unit of inspection for the overall length requirement in paragraphs 3.4.1 and 3.4.2 will be one shot or one bridle. 4.2.2.2 Proof load, breaking load and elongation test requirements. The unit of inspection for the requirements in paragraphs 3.6, 3.7, and 3.8 will be one shot or one bridle. 8of15 4.2.2.3 Other requirements. The unit of inspection for the requirements in paragraphs 3.4.3, 3.5.1, 3.5.2, 3.5.3, 3.9, 3.10, 3.11, and 3.12 will be one link. 4.2.3 Rejection Criteria. 4.2.3.1 Reiection criteria for material composition defects. Failure to comply with the requirements of paragraphs 3.2 and 3.2.1 will result in rejection of the entire batch. A batch thus rejected shall not be resubmitted. 4.2.3.2 Rejection criteria for visual defects. Failure to comply with the requirements in paragraphs 3.4.1, 3.4.2 (except for bridle length — see paragraph 4.2.3.3), 3.4.3, 3.5.1, 3.5.2, 3.5.3, 3.10, 3.11, and 3.12 will result in rejection of the entire batch in accordance with the rejection criteria in Tables VI and VII. The rejected batch may, at the discretion of the COTR, be reworked and resubmitted for inspection when it complies with this specification. Table VI Overall Length Rejection Criteria Number of shots or half -shots per batch Defective shots or half -shots Accept Reject 2 to 15 0 1 16 to 50 1 2 51 to 90 2 3 91 to 150 3 4 151 to 280 5 6 281 and above 7 8 Table VII Rejection Criteria for Visual Defects (other than overall length) Number of links in batch Defective links Accept Reject up to 500 2 3 501 to 1,200 3 4 1,201 to 3,200 5 6 3,201 to 10,000 7 8 10,001 to 35,000 10 11 35,001 and above 14 15 9of15 4.2.3.3 Reiection criteria for bridle length defects. Failure of any sample to comply with the bridle length requirements of paragraph 3.4.2, Table III will result in rejection of the entire batch. The rejected batch may, at the discretion of.the COTR, be reworked and resubmitted for inspection. 4.2.3.4 Rejection criteria for welds. Links shall not rupture at the weld when subjected to the tests outlined in paragraphs 4.2.4.4, 4.2.4.5, and 4.2.4.6. Any link that ruptures at the weld will result in rejection of the entire batch. A batch thus rejected shall not be reworked or resubmitted. 4.2.3.5 Rejection criteria for strength and elongation defects. Failure of any sample to comply with the requirements of paragraphs 3.6, 3.7, and 3.8 will result in rejection of the entire batch. A batch thus rejected shall not be reworked or resubmitted. 4.2.3.6 Rejection criteria for cracks. Failure of any sample to comply with the requirement of paragraphs 3.9 will result in rejection of the entire batch. A batch thus rejected shall not be reworked or resubmitted. 4.2.4 Inspections and tests. 4.2.4.1 Material conformance inspection. The COTR will review the material certificates required by paragraph 3.2.1 to verify conformance with paragraph 3.2. In addition, the COTR will review the Contractor's traceability system to verify conformance with paragraph 3.3. Rejection criteria for the material conformance inspection will be in accordance with paragraph 4.2.3.1. 4.2.4.2 Visual inspection. The Contractor shall perform all visual inspections necessary to ensure compliance with the requirements of paragraphs 3.4.1, 3.4.2, 3.4.3, 3.5.1, 3.5.2, 3.5.3, 3.10, 3.11, and 3.12. At the time of final inspection, the COTR will verify compliance by performing visual inspections on selected samples. Rejection criteria for visual inspections will be in accordance with paragraphs 4.2.3.2 and 4.2.3.3. 4.2.4.3 Proof load test. The COTR will review the Certificates of Performance required by paragraph 3.6. In addition, the COTR will witness proof load tests performed on selected samples. Rejection criteria for the proof load test will be in accordance with paragraph 4.2.3.5. 10 of 15 4.2.4.4 Breaking load test. The breaking load tests shall be performed in the presence of the COTR. Samples for these tests shall be cut from the ends of the sample shots or bridles chosen by the COTR. Samples shall consist of 3 to 7 links (excluding the end links) as required by the testing machine being used, or as determined by the COTR. Samples shall be free from twist, and shall be secured to the testing machine with a bar, pin, or half link having a diameter no greater than the "minimum bar diameter" listed in Table IV for the diameter of the sample links being tested. All stresses bearing on the terminal links shall be the same as those applied to every link in the sample. The samples shall be brought to the breaking load and held for 15 seconds. The highest load applied to each sample shall be recorded on the documentation of inspections and tests as required by paragraph 4.1.2. Rejection criteria for the breaking load test will be in accordance with paragraph 4.2.3.5. 4.2.4.5 Weld strength testing. During the breaking load test, the COTR may require that the load be increased until the sample ruptures. Samples that break at the weld will result in rejection of the batch in accordance with paragraph 4.2.3.4. The highest load applied to each sample shall be recorded on the documentation of inspections and tests as required by paragraph 4.1.2. 4.2.4.6 Elongation test. The elongation test shall be performed in the presence of the COTR. Samples for these tests may be the same as those used for the breaking load tests at the discretion of the COTR. The setup criteria shall be as specified in paragraph 4.2.4.4. Elongation shall be determined using an autographic recorder, or by measuring the sample manually before and after the test. When performing manual measurements, ten percent of the applicable proof load shall be applied to each sample for the initial measurement to ensure that the links are properly set. Subsequent measurements of each sample shall be taken with the load reduced to ten percent of the proof load. The elongation for each sample shall be recorded on the documentation of inspections and tests as required by paragraph 4.1.2. Rejection criteria for the elongation test will be in accordance with paragraph 4.2.3.5. 4.2.4.7 Testing for cracks. The COTR will test selected samples for cracks using magnetic particle or dye penetrate inspection procedures. Rejection criteria for cracks will be in accordance with paragraph 4.2.3.6. 4.3 Disposition of shot and bridle remains. 4.3.1 Shots. Shots which have had no more than 9 links (including the end link) cut from one end for purposes of the breaking load and elongation tests may be submitted as deliverables. Although the shots may not meet the overall length requirements of paragraph 3.4.1, they shall meet all other requirements of this specification. The marking required by paragraph 3.12 shall be located on the last common link. 11 of 15 4.3.2 Bridles. Bridles which have had sample links cut out for the breaking load and elongation tests shall be reworked to replace the sample links (including the end link) and proof tested again. If they successfully pass the proof test (and all other requirements of this specification), then they may be submitted as deliverables. The Contractor shall certify conformance of the proof load test by submitting a Certificate of Performance (Appendix A) for each batch of bridles that have been reworked. 5. PACKAGING AND MARKING 5.1 _Preservation Packaging,Packing. Chain and bridles shall be bundled with wire rope or bundling chain of sufficient size and strength to ensure safe handling and delivery, or shall be contained in barrels. Bundling chain and barrels, as used, shall become the property of the Coast Guard. The maximum number of shots per bundle and the maximum number of bridles per bundle are listed in Tables VIII. The shipment shall be packaged in a manner that will facilitate unloading at destination by standard lifting equipment (i.e., forklift or crane). Tahle V111 Chain Bundling Bridle Bundling Chain Size Shots per Bundle Bridle Size Bridles per Bundle inch x feet millimeter x meter inch x feet millimeter x meter 1/2x45 12.7x13.7 10 7/8x1022x3.1 10 1/2x90 12.7x27.4 10 1 x 12 25x3.6 10 3/4x90 19x27.4 5 1-1/4x 15 32x4.5 8 1x90 25x27.4 3 1-1/2x18 38x5.5 5 1-1/8 x 90 28 x 27.4 1 1-1/2 x 20 38 x 6.1 4 1-1/4 x 90 32 x 27.4 1 1-1/2 x 26 38 x 7.9 4 1-1/2 x 90 38 x 27.4 1 1-3/4 x 90 44 x 27.4 1 1-7/8 x 90 48 x 27.4 1 2x90 51 x27.4 1 2-1/8 x 90 54 x 27.4 1 2-1/4x90 57x27.4 1 5.2 Marking. Each barrel or bundle shall be tagged with metal shipping tags indicating the complete name and address of consignee, contract number, contract item number, lot number, quantity contained, size, and name of manufacturer. 12 of 15 5.3 Material Inspection and Receiving Report (DD -250 Form). A form DD -250 shall be used as a certification of Contract Quality Assurance (CQA), as a packing list, and as a certification of acceptance. The Contractor shall prepare a separate DD -250 for each shipping lot. Three copies of the DD -250 shall be delivered with each lot. Two copies of the signed DD -250 shall be retained by the receiving unit. One copy of the signed DD -250 shall be mailed to the Contracting Officer at the address shown in the contract. The copy returned to the Contracting Officer shall be clearly marked "Information Only" and shall be used as supporting documentation for and must be submitted with each invoice. In addition, Block 23 of the DD - 250 shall contain the following information: "DELIVERY DESTINATION: Inspect all items for correct quantity and damage. Indicate any discrepancies below. Sign block 22 and retain one for unit files, one copy for District/Sector Commander (as necessary) and e-mail a copy of signed DD250 to authorized government representative listed in block 21. 13 of 15 SPECIFICATION FOR THE MANUFACTURE OF OPEN LINK, WELDED STEEL CHAIN AND BRIDLES SPECIFICATION NO. 377 REVISION L January 2011 PREPARED BY: Signature on file Scott Dawes, CWO4 Buoy and Structures Team 14 of 15 REVIEWED BY: Signature on file Stan Walker CG -432 Division Chief SPECIFICATION FOR THE MANUFACTURE OF OPEN LINK, WELDED STEEL CHAIN AND BRIDLES SPECIFICATION NO. 377 REVISION L January 2011 PREPARED BY: REVIEWED BY: Scott Dawes, CWO4 Buoy and Structures Team 14 of 15 Stan Walker CG -432 Division Chief APPENDIX A CERTIFICATE OF PERFORMANCE Contract No. Chain/Bridle Size Batch/Heat No. I hereby certify that shots and/or bridles produced from the above numbered batch, submitted for Coast Guard inspection on the date shown below, have successfully passed the proof load test as specified in paragraph 3.6 and Table V of U.S. Coast Guard Specification No. 377L. Signed Title Date 15 of 15 9/22/2017 Screenshot-2017-09-20-08-35-38.png (Working Load Limit Comparisons) (-�-iain strength is identifn?d th- fghcwt our website bv ',Narking Load LjnlitsMLL) ii -I POLHICIS - the hiqh-r t..e WL[ Aj,),Qu,t,Ch,cuj-iA3 ra dd�!,; Grade 30 E Gil 43 Or 70 Or 80 Or 100 Alloy Chain Proof Coill twui I High Test Transport Alloy WLL: bar fWL.L In ) Size QiLTIPt7uton Dimensions priMS priat5 1/8 400 3/16 800 F 7/32 1/4 1 �LQQ 2 3.,1 501 9/32 4X00 5/16 j., 9 —OQ ISO 4 .IQQ .. ....... . ,- 2MQ Liu Alm 7/16 3,700 7,200 112 45 00 9200 11.300 12 00 15 00 18 314 I.Q,6 -0-0 2jDM!D 2.4.700 218,3M 718 24,500 34,200 wW 17.90 ampoo. 4_7,.7-99- 7.Z3,QQ —1-1 /4 I L :, ad 21 x ttLL g 4. CA. -E �'E Vv, LL c JR.P- 'TIC-N NLY view.cat L , mem Sept )4 dvO https:llmail.google.com/mail/u/0/#label/Ship+matters/l5e9ff2fbc6f8l8d?projector--1 1/1 t Grade 43 Chain features both high tensile strength and resistance to wear needed by modern hauling and heavy duty trucking, farm and construction firms. Working load limits exceed those of ordinary low carbon or general utility chain. Order unit is foot. NOT FOR OVERHEAD LIFTING. 'a Trade Inside Link Dim. Working Stock # Size Wire (Inches) Ft. Net Load Limit Self- Dia. Length Width Per Wt. Colored Zinc HDG In. MM (In.) (Nominal) (Min.) Drum (Lbs.) Lbs. Kgs. 5031213 5031233 5630247 1/4 7 0.274 1.236 0.480 800 508 2,600 1,180 5031313 5031333 5630347 5/16 8 0.328 1.285 0.480 550 512 3,900 1,770 5031413 5031433 5630447 3/8 10 0.392 1.374 0.551 400 544 5,400 2,450 5031613 5031633 5630647 1/2 13 0.509 1.782 0.750 200 460 9,200 4,174 5030813 --- 5630847 5/8 16 0,625 2.016 0.851 150 554 13,000 5,897 5030913 -- 5030947 3/4 20 0.781 2.610 1.020 100 542 20,200 9,163 5031013 — 5031047 7/8 22 0.904 2,570 1.260 75 582 24,500 11,113 ��33.113 —.- ------ 5301147 1 26 1.032 2.870 1.420 60 606 30,000 13,608 'a •�� '-""_ 1Illy opecirications RE; Chain/weight chart for moorings being proposal considered. (Not specific as to grade of chain.), 0 rf :: o c" CD N-- � �uestions to be answered by responsible parties; co e o 1. What specific authoritie (s ) were they w 0 � 110 (D C Co �- ° , `� ,� & derived from? IE; Coart Guard, Army Corps of H A) . h 0 " 0 @ ct o Engineers, ETC, (AUTHORIZED GOVERNMENT M a o ca o AV. If so please produce such. 0 cn ,.� � o C � O � o rt - 2. What grade of chain is this chart refering p p,rr m 0 0 rt � � rcr � � � � to? IE; Grade 43 would be the minimum that 0 w- rt � should be used. for such a purposes 0A.tl ° �o n r� A. Why is that not indicated on the chart? o �`' al00 � o 1 . 0 Aj Aj o, VU B, Chain strength is not determinebyd size_ alor�e- but the grade. Which -then �- 0 � � �. W o � 0 Ir determines the size! 1. The standard size of 7/81° is missing in the rr o �r 10 (D m A) 0 (D 9 .hart for approval, why is' that? `� m n (D A. Chain size increases in standard increments rt (D 0 0 0 °, N:7 r (tN o to m sz ,� of 1/80°, which is normally used for a range of © � c to C4 � :4 o moorings according to their weights. o fD �" 0 E. This h apparently g proposed chart, even thou a N 'd o, rt (D tot yet approved seems to have been in effect m rt m .or the last 3 Yrs.¢-. How is that and why.has tot the chain rule in The harbor Dept's. Reg- Llations, Section 17.25.020(F)(1) ( s (1 ) been used? �, ® c" -� Chain breaking strength to be 6X mooring weight) �, M rt H- rt tr cD �- 'HIS ONLY TREATS THE SYMPTOMS IMPROPERLY, NOT THE CAUSE!! O (DH 0 0 5. A reason for having this Chain/Weight chart o G ,t 0 to +�O °/gyp r-xx �' o p approved, which was sighted, is that there have rt MJ V '� °rt been moorings that have mooved and chains Pres- a Q o '� K .� a rt � � �. umably broken during 'storms','Yet it would n Q' I- n 0roo N- m (D appear that this very chart had been in effect a Fl -ft o N 01.o o c for long enough time for the moorings to have cn n 0 �j `Q W SZ Ct ra been in it's effect already! Is that not so? LQ 0 o �, � n o A. it has been my experience that it is nota rr rr o 0 Qj 0 Qj the normally regulated, by authority, moorings cD V o rt c 0 chain/weight that has been the problem, but � m o cD card .,. o ��, ;� N (D Pi rt 0 (A continuance is requested if there is not 1 ( enough time accorded to finish the debate) -_- Presented by John Panek Jr. Contr. License # CM -C04815 reasons, to me, in writing.( zA VES 4 'Z; c. F MARINE SUPPORT INTERNATION. INC. Keith Drohan Captain / Service UWMI@Ad.com SER 0RUkHDlT0WM&TW 2. DW-q&&cASlEUCrNCALlh r. A. atice t 1. MW 24 Hour Emergency Number 562-435-1122 Coll Emergency Numlw AL 562-209-2562 MARINE SUPPORT INTERNATION. INC. Keith Drohan Captain / Service UWMI@Ad.com SER 0RUkHDlT0WM&TW 2. DW-q&&cASlEUCrNCALlh r. A. atice t 1. MW 24 Hour Emergency Number 562-435-1122 Coll Emergency Numlw AL 562-209-2562