:operation manual/prepared by Maritech of Newmarket for New Hampshire Port Authority, in conjunction with New Hampshire Office of State Planning. Maritech of Newmarket. New Hampshire.Office of State Planning. Port Authority of New Hampshire. New Hamphire Coastal Program. [Concord, N.H.] :Maritech of Newmarket,[1988] Fire extinction New Hampshire Portsmouth Harbor Handbooks, manuals, etc. Fire prevention Law and legislation Hew Hampshire Portsmouth Harbor Handbooks, manuals, etc. Portsmouth H a r b o r Marine F i r e f i g h t 1 n g Contingency Plan OPERATION MANUAL JUNE 1988 0 00 PORTSMOUTH HARBOR MARINE FIREFIGHTING CONTINGENCY PLAN OPERATION MANUAL June 1988 Prepared by: MARITECH of Newmarket, New Hampshire Principals: Captain David B. Moskoff Daphne M.N. Fotiades Prepared for: New Hampshire State Port Authority Director: Ernest Connor In Conjunction with New Hampshire Office of State Planning Principals: William Ray Stephanie D'Agostino U . S . DEPARTMENT OF COMMERCE NOAA COASTAL SERVICES CENTER 2234 SOUTH HOBSON AVENUE CHARLESTON, SC 29405-2413 "The New Hampshire Coastal Program provided a grant for the preparation of this manual which was financed in part by the Coastal Zone Management Act of 1972, as amended, administered by the Office of Ocean and Coastal Resources Management, National Oceanic and Atmospheric Administration." June 1988. To MARITECH. PMVertY Of CSC Library PORTSMOUTH HARBOR MARINE FIREFIGHTING CONTINGENCY PLAN OPERATION MANUAL TABLE OF CONTENTS MAINTENANCE SHEET Record of Changes 1.0 INTRODUCTION Background Purpose Participants Legal Basis Maintenance 2.0 JURISDICTIONS 3.0 NOTIFICATION 4.0 'PLAN' ACTIVATION 5.0 ROLES AND RESPONSIBILITIES Vessel Personnel Municipal Fire Departments U.S.C.G. Agencies 6.0 C014MUNICATIONS 7.0 EQUIP14ENT AND RESOURCES Inventory Special Resources 8.0 FACILITY INFORMATION 9.0 COMMAND POST 10.0 EMERGENCY OPERATING CENTER (EOC) 11.0 STAGING 12.0 INCIDENT RESPONSE POSITIONS 13.0 STRATEGY AND TACTICS 14.0 STABILITY 15.0 VESSEL MOVEMENT WITH FIRE ONBOARD 16.0 FIRE CONTROL BERTHS 17.0 GROUNDING, SCUTTLING AND SINKING SITES 18.0 ENVIRONMENT 19.0 APPENDIX MAINTENANCE SHEET for the PORTSMOUTH HARBOR MARINE FIREFIGHTING CONTINGENCY PLAN OPERATION MANUAL 'Change Number I Date Change Recorded Person Recording Change 1.0 INTRODUCTION 1.1 Background The New Hampshire Port Authority has undertaken to develop a Marine Firefighting Contingency Plan (hereinafter referred to as 'Plan' or PHMFCP) for the Port of Portsmouth and Piscataqua River. The 'Plan' is conceptually different from other U.S. port and Portsmouth Harbor marine incident plans. The PHMFCP Operation Manual is derived in part from these plans. It has been developed with the intent to avoid conflict with the Portsmouth Harbor and regional plans listed in Section 1.1.1. The Operation Manual is intended to complement COTP plans for the Port of Portsmouth which have been promulgated by MSO, Portland, Maine. At this time, however, several port and emergency plans on which this 'Plan' is based, are undergoing revisions and updating. Until those revisions are finalized and all plans coordinated, there are plan information differences. The differences are basically Notification Schemes, the Jurisdiction Grid, task descriptions, checklists and similar information. The Portsmouth Harbor Marine Firefighting Contingency Plan has been promulgated by the New Hampshire Port Authority and Office of State Planning as a series of project components. These include Inventory, Fire Hazard Assessment, Training, Needs and Recommendations, and, this Operation Manual. As a component of this 'Plan'r the Operation Manual has been developed to help provide for increased coordination of the established multi-agency response to fire onboard a vessel. The 'Captain of the Port(COTP) Joint Piscataqua River Marine Disaster Plan, is the recognized marine firefighting and marine disaster plan for Portsmouth Harbor. LPG incidents are covered under the 'COTP LPG Vessel Management Plan and LPG Emergency Contingency Plan'. The PHMFCP Operation Manual contains 1.)enhanced information from the plans listed in Section 1.1.1, and, 2.)various matters not written into the existing marine incident plans relevant to marine firefighting. Information contained herein is 1.)unique to the Portsmouth Harbor Marine Firefighting Contingency Plan both in format and content, and 2.)generally accepted standard for ports and harbors throughout the United States, customized and developed for Portsmouth Harbor, New Hampshire and Maine. No plan should be considered finalized as contingency planning is an ongoing process. According to the USCG Marine Safety Manual, "A contingency plan enables decision makers to take expeditious and predictable actions to prevent or mitigate potentially disastrous conditions. Contingency planning does njo_t replace good judgment and experience in an emergency; however, it augments those qualities significantly ... Contingency planning is a long-established practice among emergency services, its goal being to maximize efficiency when an emergency occurs." Page 2 Every marine fire event is different. Plan participants and agencies change. Ideas change; concepts change and new information is constantly being researched. Marine firefighting principles change. New products also affect strategy, tactics and decision making. The guidelines set here must always be applied on a case by case basis. Never hesitate to seek technical and professional expertise. Marine firefighting is highly specialized and it is impossible to determine all events that may occur and/or actions to take. Concerns of and interpretations by participants in the development of this 'Plan' and Operation Manual, and generally accepted practices may change. Do not hesitate to question, confirm or redesign. 1.1.1 Plans. Experience from previous marine firefighting incidents has clearly indicated the importance of contingency planning and the identification of necessary resources from federal, state, local and private levels. A marine firefighting incident, particularly of a major nature will most likely require resources beyond those locally available. Accordingly, a number of existing local plans were combined into the PHMFCPr and marine fire resources were identified to address these issues. Plans reviewed for applicability to the Portsmouth Harbor Marine Firefighting Contingency Plan (PHMFCP) include: -COTP LPG Vessel Management and Emergency Contingency Plan -Emergency Oil Spill Containment and Removal Strategies for Piscataqua River Terminals -Inventory of the Natural Resources of the Great Bay Estuarine System -COTP Joint Piscataqua River Marine Disaster Plan -New Hampshire Hazardous Materials Incident Emergency Response Plan -Oil and Hazardous Materials Pollution Contingency Plan -Oil Pollution Control Training Manual: NHWSPCC and Coastal Energy Impact Program -Sea-3, Inc. Emergency Procedures Plans that were not reviewed nor incorporated in the development of the PHMFCP, but are also important to the port area include: the IMSO Portland Subregional Oil and Hazardous Substances Pollution Contingency Plan', those under consideration by the Portsmouth Naval Shipyard, Newington Mass Casualty Plan, and all waterfront facilities and agency response plans, among several. Page 3 Agencies with responsibility for Portsmouth Harbor and outlying marinas and harbor areas, as well as marinas outside the COTP zone within state boundaries, have marine firefighting concerns. The 'Plan' as is, does not specifically lend itself to incident response in these areas. Further contingency planning by individual fire departmentsf waterfront facilities, New Hampshire and Maine State agenciesi, and federal agencies is encouraged based upon the meetings, discussion and flow of information between February 1988 and May 1988. Due to the organizational and jurisdictional uniqueness of Portsmouth Harbor, response planning for facilities and harbors should be done as individual pre-fire plans where not already done so. 1.2 Purpose The purpose of this Operation Manual is to provide increased coordination between organizations and resources responding to a marine fire incident for the protection of Portsmouth Harbor. The manual includes information on prefire as well as marine firefighting incident response activities. It addresses multiple agency response to a waterborne emergency. It lists current resources of equipment and personnel. The manual may help establish design of a comprehensive resource and information system which enables more timely and facilitated response efforts. This Operation Manual should not be viewed as the ultimate version for enhancements are desirable. The schematics need to be monitored and tested at regular intervals by marine fire incident response agencies and other participants. 1.3 'Plan' Participants Participation in the development of this project and use of this Operation Manual is voluntary. Twenty nine (29) agencies listed in various incident plans were invited to participate in the development of the PHMFCP. These groups represent a cross section of agencies who may or will be involved in marine fire incident response. However, the list is not all inclusive. In the event of a major marine fire, it is possible that other plans may be initialized and other agencies will join. Accordingly, all agency response will be automatic per existing plans. Activity and response may come from many, including Maine, New Hampshire, U.S. Department of Transportation and U.S.C.G., Department of Defense and Portsmouth Naval Shipyard and Pease Air Force Base, municipal and private agencies. Page 4 1.3 'Plan' Participants (continued) The list of those who were contacted throughout the project follows in the format used for PHMFCP development purposes. Shorebasg Department of Transportation - New Hampshire Fire Marshal - New Hampshire Department of Safety Mainer Department of Environmental Protection Mainey York County Emergency Management Agency Municipal Fire Departments of: Newington, N.H. Rye, N.H. New Castle, N.H. Eliot, Maine Portsmouth, N.H. Kittery, Maine Office of State Planning - New Hampshire New Hampshire Department of Safety HAZMAT Inspectors New Hampshire Fire Standards and Training Commission Office of Emergency Management - New Hampshire Governor's Pease Air Force Base Marine ShiRboard Isles of Shoals Steamship Company Portsmouth Naval Shipyard Portsmouth Navigation Division United States Coast Guard Marine shoreside Granite State Minerals Bureau of Bridge Maintenance National Gypsum Company, Inc. New Hampshire Port Authority New Hampshire Water Supply and Pollution Control Commission Public Service Company of New Hampshire Sea-3, Inc. Simplex Wire and Cable Company, Inc. C.H. Sprague & Son Company, Inc. This is not a mutual aid Operation Manual per se. The PHMFCP operational organization relies on implementation of the existing mutual aid organization of the involved agencies and plans listed under Section 1.1.1 Plans, and Section 1.3 'Plan' Participants. Mutual aid agreements are signed for other plans whose implementation may be compatible with use of this Operation Manual and the PHMFCP project components. It should be recognized that effective mutual aid is necessary to a major marine fire incident. Mutual aid requests should be originated through appropriate channels according to existing arrangements. Page 5 1.3 'Plan' Participants (continued) Events can occur however, which necessitate the withdrawal of mutual aid resources by a response agency. According to policy of the 'Piscataqua River Marine Disaster Plan', "Should the need arise for participating agencies to withdraw their resources during a response under this plan, it should be done after discussion with other agencies on scene." The 'Piscataqua River Marine Disaster Plan' does not apply to all agencies and is a voluntary plan. However, this practice applies to most mutual aid agreements. Conditions may also occur which limit resources to 'assistance as available' which is the policy of most federal agencies. 1.4 Legal Basis The Portsmouth Harbor Marine Firefighting Contingency Plan Operation Manual has no authority to supersede existing plans, arrangements or agreements between various local, state, federal, private agencies and parties; nor does implementation of this Operation Manual exclude the invocation of any other plan listed herewith, or, recognized elsewhere either locally, statewide (Maine or New Hampshire) , federally or private. The Operation Manual and PHMFCP integrate information and statements from existing plans. This is not to designate, or imply consent or approval by any agency as to the legal basis or acceptance of this 'Plan'; or that this 'Plan' takes precedence over any other existing plan or plans. This Operation Manual is currently a guideline to be used in conjunction'with accepted plans. All reasonable attempts have been made to use accurate and reliable information. Use of information from any plan does not imply, suggest, endorse, or recommend validity and accuracy of plans. 1.5 'Plan' Maintenance The PHMFCP is under the authority of the New Hampshire Port Authority. Considerations regarding 'Plan' and Operation Manual maintenance should be directed to the Director, New Hampshire Port Authority, Box 506, Portsmouth, New Hampshire, 03801. Page 6 2.0 JURISDICTIONS Jurisdictions are ofttimes considered the territorial range of authority or control of an agency. They sometimes include lines of authority and chain of command. For this Operation Manual, jurisdiction is defined in standard terminology as the right and power 1.) to interpret and apply a plan within its jurisdiction, 2.) of authority or control, 3.) of administration and rule, and 4.) within the territorial range of an agency. Understanding the complexity of jurisdiction and change of command has been one of the more difficult challenges past marine fire response agencies have coped with. A triangle of incident command is formed by the Chief Fire Officer, Captain of the Port and Captain of the vessel; unless a Defense Area is involved, or the incident is declared a pollution or HAZMAT occurrence. Very basically said,, the Chief Fire Officer has responsibility for the municipality and adjacent area as they fall under Incident Command. The COTP has responsibility for the safety of the Port. The Captain has responsibility for the vessel and crew. Wherever the chain of responsibility leads from or points to, each commander has an obligation to protect life and structure within their jurisdiction. It is difficult to prepare for disagreements between any one or all of these Commanders. However, written understandings regarding the authority of Incident Command may help and should be considered for an Operation Manual. This section contains three parts on jurisdictions. The first is a List of Jurisdictions. It is derived from key marine incident plans for some key marine incident organizations. This information is included to supply an understanding of how jurisdiction is defined for Portsmouth Harbor within the PHMFCP scope. Only information supplied by the jurisdictional agency is included except for that of fire departments. The second part is a Jurisdiction Grid. It was developed from existing information and discussed during workshops and afterwards. It charts jurisdictional control as the relationship between territorial boundaries and the nature of an incident. The detail and format of the Grid is unique to Portsmouth Harbor. It has been reviewed by and developed with appropriate authorities. Howeverr its legal basis is only insofar as it may be adopted by existing plans, and has been preliminarily agreed to by agency representatives. It is at this time, an up-to-date and detailed listing of who is in charge and under what circumstances. The third part is Change of Command. Since this is an important issue for Portsmouth Harbor's multi-jurisdiction environment, some examples have been highlighted. Page 7 2.1 Part One: Jurisdiction By Plan for Some Key Marine Fire Incident Response Agencies. l.municipal Fire Departments: In general: Jurisdiction: The geographical boundaries of the municipality including the waters of the Piscataqua River up to the middle of the river and state boundary, extending along the shoreline and sided by boundaries of adjacent municipalities. Marine firefighting incident jurisdiction for municipal firefighters is also determined by the nature of the incident. 2.United States Coast Guard: COTP Portland,, Maine LPG Vessel Management Plan and LPG Emergency Contingency Plan Jurisdiction: Navigable Waters of the United States MSO Portland,, Maine Subregional Oil and Hazardous Substances Pollution Contingency Plan Jurisdiction: Discharges of oil or hazardous substances into or upon the navigable waters of the United States, adjoining shorelines, or into or upon the waters of the contiguous zone. USCG MSO Piscataqua River Marine Disaster Plan (also referred to as COTP) Jurisdiction: Navigable waters of the United States and adjacent waterfront facilities on the shores of Maine and New Hampshire 3. Vessel: Jurisdiction: master has responsibility for the safety of the vessel and crew. 4.Sea-3, Inc.: Sea-3r Inc. Contingency Plan Jurisdiction: The Chief Fire Officer is in charge of an incident at Sea-3r Inc.: such incident being within the geographical boundaries of the Newington township. Presumably the Chief Fire Officer is from the Newington Fire Department. (See Needs and Recommendations - National Defense Areas.) 5.New Hampshire Governor's Office of Emergency Management: N.H. Hazardous Materials Incident Response Plan Jurisdiction: Covers all of New Hampshire which includes those areas of the harbor that are within state boundaries. Jurisdiction does not override local jurisdictions and is, by definition, a support-role type of jurisdiction. Page 8 Jurisdiction by 'Plan' (continued) 6.New Hampshire Fire Marshal: N.H. Hazardous Materials Incident Response Plan Jurisdiction: In charge of hazardous materials transportation incidents for all areas of New Hampshire within state boundaries and those of New Hampshire harbor areas. This is under review. 7.N.H. Department of Safety/Division of Enforcement: N.H. Hazardous Materials Incident Response Plan Jurisdiction: Covers all of New Hampshire which includes those areas of the harbor that are within state boundaries. Case by case. 2.2 Part Two: Jurisdiction Grid No single organization has the sole responsibility for fighting ship f ires in and along the Piscataqua River. Numerous agencies are tasked with protecting the harbor, riverr adjoining waterways and land which may be affected by a marine fire incident response. While the US Coast Guard is commonly thought to be responsible for all ship fires,, this is not the case. Coast Guard firefighting activity is limited. USCG authority and responsibility to handle marine firefighting is not comprehensive. (See Section 5 Roles and Responsibilities) The Jurisdiction Grid following on pages 9 and 10 outlines initial Incident Command (IC) / On Scene Coordinator (OSC) for several locations of vessel fire according to the nature of the incident and who is in overall charge. This grid addresses jurisdictional authority for various local (Maine and New Hampshire), state (Maine and New Hampshire), and federal agencies including Department of Transportation and Department of Defense. Federal agencies will be represented by a federal On Scene Coordinator (OSC) . As circumstances dictate, the federal OSC may also act as OSC in overall charge; IC in other terms. When a Chief Fire Officer assumes IC,, a federal OSC will also be present though not in overall charge. To avoid semantics and confusion on whether the individual is called IC or OSC per its organization's title, a '/1 has been inserted between titles. The term 'IC/OSC' indicates overall in charge of an incident, whether or not the individual is called IC or OSC acting in overall charge. It is not customary in United States' ports for private agencies to command an incident. This is so for facility owners and operators as well as vessel owners and operators. Salvage companies and the like are generally brought in after initial response operations and command. Page 9 PORTSMOUTH HARBOR MARINE FIREFIGHTING 1988 JURISDICTION GRID FOR VESSEL FIRE INCIDENT COMMAND/ VESSEL FIRE ON SCENE COORDINATOR OCCURRENCE OF FIRE ONBOARD A VESSEL BY LOCATION AND THE NATURE OF THE INCIDENT WITHOUT POLLUTION AND HAZARDOUS MATERIALS FIRE EVENT INITIAL INCIDENT COMMAND/OSC MOORED AT FACILITY: 1. PIER/WHARF Chief Fire Officer --------------------------------------------------------------- 2. DOCKING/UNDOCKING Chief Fire officer NOT MOORED AT FACILITY: 3. ANCHORED WITHIN MAINE OR NEW HAMPSHIRE FIRE DEPT. JURISDICTION COTP or COTP REPRESENTATIVE ---------------------------------------------------------------- 4. IN TRANSIT ENTER WITHOUT FIRE; FIRE OCCURS COTP or COTP REPRESENTATIVE ---------------------------------------------------------------- 5. IN TRANSIT ENTER WITH FIRE UNDER CONTROL COTP or COTP REPRESENTATIVE ---------------------------------------------------------------- 6. IN TRANSIT COLLISION/HARD AGROUND IMMOVABLE COTP or COTP REPRESENTATIVE ---------------------------------------------------------------- 7. IN TRANSIT COLLISION/GROUNDING IM14EDIATELY MOVABLE COTP or COTP Representative The term IC/OSC indicates overall in charge of an incident whether or not the agency refers to the position as Incident Command or On Scene Coordinator. Federal agencies are represented by an OSC when acting as over all in charge or as federal agency representatives. Page 10 VESSEL FIRE INCIDENT COMMAND/ VESSEL FIRE ON SCENE COORDINATOR OCCURRENCE OF FIRE ONBOARD A VESSEL BY LOCATION AND THE NATURE OF THE INCIDENT WITHOUT POLLUTION AND HAZARDOUS MATERIALS FIRE EVENT INITIAL INCIDENT COMMAND/OSC MISCELLANEOUS: 8. PNSY: WATERFRONT PNSY Chief Fire Officer ---------------------------------------------------------------- 9. PNSY: DEFENSE AREA PNSY Chief Fire Officer 10. PAFB:PLANE WITH VESSEL ON WATER Undetermined ---------------------------------------------------------------- 11. PAFB: DEFENSE AREA-DFSP PAFB Fire Department ---------------------------------------------------------------- 12. PAFB,: DEFENSE AREA-Sea-3j Inc. Undetermined 13. VISITING VESSEL-DOT Undetermined 14. -DOD Undetermined 15. -Foreign Undetermined 16. SMALL CRAFT-RECREATIONAL:AFLOAT USCG Station Portsmouth Harbor in charge. Discretion 17. SMALL CRAFT-COMMERCIAL :AFLOAT used for vessel size and response capability. ---------------------------------------------------------------- 18. SMALL CRAFT-RECREATIONAL:DOCKED Chief Fire officer in Charge. Remain at pier. 19. SMALL CRAFT-COMMERCIAL :DOCKED No setting afloat unless permission granted by the COTP. 20. OUTSIDE FIRE DEPT. JURISDICTION/ The COTP will consult with IN JURISDICTION OF THE COTP Chief Fire officers for the decision to bring the vessel in. 21. STRADDLES STATE AND MUNICIPALITY BOUNDARY COTP or COTP Representative 22. USCG STATION PORTSMOUTH HARBOR Per the USCG Portsmouth Harbor Plan Page 11 2.3 Part Three: Change of Command There are events which may affect a change of command. Possibilities include inter-agency jurisdiction change, intra-agency change, geographic change, inability to perform, and request to change. For exampler due to the generally transited navigation routes of the harbor, a vessel underway may change jurisdiction between states, municipalities and federal areas. Referring to the Grid for vessels with fire underway or anchoredf the OSC (IC in other terms) is the COTP MSO Portland, Maine even as it changes geographical water boundaries. As soon as the vessel is docked or docking,, OSC shifts to landbased IC of the municipality or agency where it has docked. To reverse this, if it is decided to move the docked vessel per orders of the COTP consulting with appropriate agencies, the IC originating with the landbased agency shifts to the USCG COTP OSC as it moves from the dock. Another example for a vessel underway is a person to person, intra-agency change of command. During the time it takes the COTP to travel from Portland,, Maine to the Portsmouth Harbor areaf the COTP may appoint a federal OSC to command until the COTP arrives to assume command. If the COTP is also IC/OSC,, most likely this same representative will fill both positions until assumption of command by the COTP. The appointment of the COTP representative will be on a case by case basis. Incident Command for a vessel underway with fire may by circumstance, also temporarily rest with the vessel's masterf familiarly known as the Captain. Refer to the Jurisdiction Grids on Pages 9 and 10 for the jurisdictional listing of these occurrences. Depicted below is the triangle of command formed by the Chief Fire Officer, Captain of the Port and Captain (Master) of the vessel. Chief Fire Officer Captain of the Port Captain of the Vessel Page 12 3.0 NOTIFICATION The notifications for marine fire call-ups are: 1. Vessel Moored at Facility 2. Vessel Not Moored When in Transit or Anchored. The incident is without declaration of pollution or hazardous materials. Refer to pages 15 and 16 for the Notification layout. It should be noted that these Notification schemes have not been finally approved. They MUST be tested and all parties MUST agree to their use. Notification schemes from the following plans were pictographically compiled and united into the call-ups for these two Marine Fire Incident Notification Schedules. Since the PHMFCP is a combination of these 'Plans', the notifications differ accordingly. -State of New Hampshire Oil and Hazardous materials Pollution Contingency Plan:P.79 -State of New Hampshire Oil and Hazardous Materials Pollution Contingency Plan:Initial Oil-Hazardous Material Spill Notification - Newington oil Spills Notification Procedure -Newington Hazardous Material Spills Notification Procedure New Hampshire Hazardous Materials Incident Response Plan: Hazardous Materials Notification -Piscataqua River Marine Disaster Plan-Plan Activation -COTP LPG Facility/Vessel Moored Incident:Emergency call-up -COTP LPG Plan for Vessel Harbor Transit Incident:Emergency Call-up -Concept of York County Emergency Management Agency: Emergency Operating Center initiation: on-scene coordinator 3.1 General Basis of Notification/Call-up Some of the general rationale for both layouts is combined in this section. It is mentioned for information purposes as there are differences between existing schemes and these charts regarding, 1. sequence of calls and, 2. agency contacts from existing notif ications. Refer to the charts to follow these points. Page 13 Rationale: ROW l.: Most likely to be first observers/first callers. Each group is able to telephone or marine radio. Facility personnel- des i gnated per existing plans; may be first to note incident; maintain contact with vessel or are able to make notification for vessel; first on scene/first caller. Vessel personnel-designated per existing plan; first on scene. USCG on Scene-may be first on scene per existing LPG plan-MSO; relationship with and proximity to New Castle Group; Bridge Oper ators- excel lent observation of harbor; monitor channel 13; may be first observer/first caller. Pilot-first on scene; marine radio communications capability. Tug Operators-first on scene; marine radio communications capability. ROW 2: Have the capability and responsibility to initialize long series of vital telephone calls. USCG Station Portsmouth Harbor -excellent observation point; 24 hour monitoring of marine radio and full time dispatch; landline telephones; marine radio telephones; link with COTP; relationship with fire departments; trained in emergency response; back-up to round one of calls. Early notification also affects immediate dispatch of SAR boats and 'assistance as available'. Boats are usually crewed and depart New Castle Station within two minutes of notification. Row 3 and on: Emergency services responsible and capable of initializing next series of calls. Local Municipal Fire Department- important to notify as soon as possible for incident response; has dispatch to follow emergency operating procedures and additional notifications. The municipal fire department will call the Portsmouth Naval Shipyard Fire Department. Newington Dispatch agency (Durham dispatch) operates from Durham-expected to soon have two full-time professional dispatchers on duty 24 hours a day who will in turn notify other fire departments on alert status or as conditions warrant. Page 14 3.1 Notification (continued) State Police-will notify local police; NH Office Of Emergency Management and Maine Emergency Management Agency, and others as appropriate. NHOEM and MEEMA-may initialize various emergency plans as necessary; NHOEM may activate the Hazardous Materials Incident Response Plan; OEM/CD will open the EOC as appropriate in Concord. Maine agencies will have been notified starting their chain of emergency operations and EOC openings as appropriate. USCG MSO Portland-required to be notified; can appropriately organize maritime operations; responsible for port safety; will notify appropriate federal agencies; Maine and New Hampshire State Police and environmental agencies as required; tugs and pilots to get underway; will notify the Portsmouth Naval Shipyard Tugboats, NHPA and NH Dept. of Transportation. Others-other appropriate agencies to alert or advise of a potential or ongoing incident listed in existing plans. 3.2 Differences with Existing Notification Schedules The Notification charts integrate several plans. Major differences include: 1. Double notification of the Maine and New Hampshire State Police for verification purposes . The fire departments notify State Police early in the chain. USCG MSO notifies State Police later in the chain. 2. Portsmouth Naval Shipyard (PNSY) mutual aid. The local fire departments will notify the PNSY fire department. The USCG will notify the PNSY tugboats. 3. Additions. Marine terminals and Marinas were added per consideration of the Newington notification scheme and the need for incident status notification along the river. Terminals, marinas and piers will be notified by the fire department within whose jurisdiction they are located. 4. Change of dispatch. For vessel fire moored, dispatch has been changed to Newington. It is no longer Portsmouth. S. USCG Station Portsmouth Harbor (SAR New Castle). Are able to start SAR immediately. 6. Additions. Vessel distress signal for 'Fire Aboard'indicated as a continuous sounding of the whistle. Facility ersonnel Personnel No initial pollution Vessel USCG on Scene No initial flazmat PROPOSED Bridge Operators Vessel Fire Notification By Tele one or When Moored at a Facility Marine Radio June 1988 Unadopted Suggested Signal: If a Vessel Moored at a facility sounds the DISTRESS SIGNAL (a continuous USOGSAR sounding of the whistle), this Station New Castle should be considered a Notification (Portsmouth Harbor) of Vessel Fire. Verify Verify Local Municipal FSCG MSO Portland Fire Dept. (IC) COTP OSC) Federal Agencies ,Portsmo h-@FD 0/ ,Newington FD York County Sheriff's Department Portsmouth Navigation New Ca-stle FD Rockingham County Sheriff's Dept. PNSY W.O. for Tugs Kittery FD York County EMA NH Dept. of Transport. .@,Elio FD Hospitals in NH Area, REMIS, E.R. NHPA Hospitals in ME Area, REGENT, E.R. NH WSPCC PNSY FD ME DEP PAFB FD ME State Police- NH State Police Verify Last 9 ia@ [A: A-1, Local Police NH State Police Mar:ine Terminals Local Police ME State Police to and :Mar=inas sl NH OEM (D Ln P't 0 vessel ersonnel USCG on Scene No Initial Pollution PROPOSED Bridge operators No initial Hazmat Assist Tug Opertrs Vessel Fire Notification When Not Moored at a FacilitY When in Tranjit or Anchored By Telephone or June 1988 Marine Radio Unadopted Suggested Signal: -If a W Vessel Moored at a facility sounds USCG SAR the DISTRESS SIGNAL (a continuous Station New Castle sounding of the whistle), this .(Portsmouth Harbor) should be considered a Notification of Vessel Fire. Newington Local FD in USCG MSO Portland Federal Fire Department Jurisdiction (ODTP OSC/IC) Agencies Durham Dispatch Portsmouth FD New Castle FD Portsmouth Naviclation York County Sheriff's Department PNSY W.O. for Tugs Kittery FD Eliot FD Rockinqham County Sheriff's Dept. NH Dept. of Transport. York County EMA NHPA PNSY FD Hospitals in NH Arear REMIS, E NH WSPCC PAFB FD Hospitals in ME Area' REGE@7rv E.R. ME DEP - - - - - .- - i ME State Police NH State Police Verify Last Local Police F Ne in Fir e De ur m Dhwa 4outhFD E Local Police NH State Police NH OEM ME State Police Marine Terminals and Marinas Page 17 4.0 PLAN ACTIVATION The PHMFCP does not have a formal activation process. The Operation Manual is designed for use as a guideline to marine firefighting incident response. Initiation and activation of marine incidents, medi-vac, pollution, HAZMATr police, transportation, evacuation, and other plans and issues should already be organized through emergency plans. Some of these plans are being revised. The following description of circumstances which activate some incident 'Plans' relevant to marine firefighting is included for information purposes. As a guideline, the Operation Manual may be used in conjunction with these 'Plans' provided that differences, such as Notification schemes, are appropriately and reasonably worked with. USCG MSO Piscataqua River Marine Disaster Plan. Initial ization/Activation: The plan is activated at the request of a Chief Fire officer of, New Castle, Newington, Portsmouth,, Eliot, Kittery, PAFB,, PNSY or the COTP, when a fire or other disaster is of such magnitude that several or all the listed communities will or may be impacted. COTP Portland, Maine LPG Vessel Management Plan and LPG Emergency Contingency Plan Initial ization/Activation: Notice of arrival of gas ship scheduled to make a port call in Portsmouth. Sea-3p Inc. Contingency Plan Initialization/Activation: Incident to cause initial alarm to be struck. MSO Portland Subregional Oil and Hazardous Substances Contingency Plan Initial ization/Activation: Discharges of oil or hazardous substances into or upon the navigable waters of the U.S.,, adjoining shorelines, or into or upon the waters of the contiguous zone. N.H. Hazardous Materials Incident response Plan Initialization/Activation: Any HAZMAT incident reported to State Police Communications. Page 18 5.0 ROLES AND RESPONSIBILITIES Among the major items to design for an effective response effort are Roles and Responsibilities. Roles and Responsibilities can be detailed description of various tasks. An agency or response person who assumes a role, should have as complete as possible an understanding of that role, and the accompanying responsibility. The Roles and Responsibilities which have been assigned in 'Plans' of Section 1.1.1, are listed in the IPHMFCP Needs and Recommendations Assessment'. They should be considered for inclusion in this manual following appropriate procedures. Due to a number of issues described in the Needs and Recommendations Assessment, only generalized descriptions of three groups are included in the Operation Manual. These are for informational purposes only as follows: 5.1 Master of the Vessel and Crew: The master and crew can be integral elements of response. A general organizational chart of vessel personnel appears on Page 19. The Master (Captain), officers and crew are familiar with the vessel, cargoy and vessel fire protection system. The Chief Engineer and Engineering officers are particularly familiar with the ship's fire protection and vessel systems. According to the Marine Safety manualr "The presence of local firefighters does not relieve the master of command or transfer the master's responsibility for overall safety on the vessel. However., the master should not countermand any orders given by the local firefighters in the performance of firefighting activities, unless action taken or planned clearly endangers the safety of the vessel or crew." Policy regarding the relationship between local firefighters and the master should be developed for Portsmouth Harbor regarding jurisdictional in charge and expectations of each party. If this is not developed and conflicts arise, the above quote may be of assistance in resolving a dispute for the interpretation as to who is in charge. Page 19 Vessel Personnel MASTER RADIO OPERATOR PURSER DECK DEPT.7 ENG. DEPT. I STEWARD DEPT CH. MATE CH.ENG. CH. STEWARD 2nd MATE 1 st ASS'T. COOKS 3rd MATE 2nd ASS'T. F-MESS MEN T 1 NLICENSEF@ 3rd ASS'T. FU DECK -7--- NLICENSEE ENGINE The chain of command aboard ship. (Courtesy of the Maritime Administrati"on) Towards the smallest possible crew 15,000 ton cargo liner circa 1960 Master Deck Department Engine Department Catenng Department Chief Officer Chief Engineer Ch Stc-ard/Purscr 2nd Officer 2nd Engineer 2nd Steward 3rd Officer 3rd Engineer Chief Cook 4th Officer 4th Engineer 2nd GookIllakcr 2 Cade" (Deck) Sth Engineer Butcher Radio Officer 6th Engineer 3 Sic.ards 4 Quartermasters C/Elce-trician 2 Catering Boys ICarpenter 2nd Electrician I Bosun 2 Cadets (Engine) IBosun 's Mate I ER Storekeeper 8 Able Seamen I Donkeyman 2 Ordinary Seamen 4 Grcascrs 2Boys 2 Bo'Ys 1'0'1'A I - S 5 30,000 (on Containership 30,000 ton Containcrship circa 1987 circa 1990 M as ter Ntaster Deck Department Chief Watchkccpcr I Deck or Chief Officcr 2nd Watchkccpcr Engine 2nd Officer 3rd Watchkorper CommunKJ111HIS 3rd Officer I Elcctronic@ Srecialist Radio/ Elect ton ics Officer 4 Mechanics /,- ffint Department ICook Chief Engineer '1 *0 FA 1. 10 2nd Engineer 3rd Engineer 6 General Purpose Ratings Catering Cook Cook/Ste-ard TOTAL 16 T) 0 pl: Page 20 5.0 Roles and Responsibilities (continued) 5.2 Municipal Fire Departments: Local Fire Departments are responsible for fire protection within their jurisdiction. When the Chief Fire Officer assumes position of Incident Command, examples of Roles and Responsibilities may include: -assume position of Incident Command if fire is at the pier -assume charge of all aspects of the landbased fire fighting operation. This action does not relieve the Master of command of the vessel; nor should it conflict with circumstances when 1. the COTP is IC/OSC, 2. the COTP is federal OSC,, 3. Defense agency assumes federal OSC. -establish and position personnel at the Command Post -formulate a plan of action for the extinguishment of the fire and the safety of personnel and property -direct the activities of all personnel and equipment engaged in firefighting -determine the need for and request mutual aid -request dispatch of necessary personnel and equipment -make all requests for USCG personnel and equipment through the COTP -establish liaison with vessel master and crew -establish liaison with other agencies as appropriate and in accordance with initiation of other plans -establish workable communications system if not pre-established -procure damage control plansp damage stability data and stability information of the vessel from pre-fire planning files or on scene. Begin stability monitoring. -request assistance from police regarding pre-assigned roles -request assistance from emergency management and civil defense agencies regarding pre-assigned roles -alert Bureau of Bridge Maintenance to observe and be alert for bridge openings and closings and evacuation if necessary -alert railroad companies of incident response underway and SOP on train movements through the area -may request Temporary Flight Restrictions (TFR's) to provide a safe operation environment for disaster relief aircraft and prevent air congestion from observing aircraft(also through Pease and COTP) -request assistance from Red Cross as predetermined -activate medical emergency plans as appropriate and within jurisdiction -assume roles and responsibilities through other plans -assume Incident Command per conditions of 'Change of Command' Section 2.3 of this Operation Manual 5.2 Mutual Aid Fire Departments: Perform normal operating procedures. -respond according to activated plans Page 21 5.0 Roles and Responsibilities (continued) 5.3 US Coast Guard: The USCG has responsibility for safety and security of ports and waterways as outlined in the Marine Safety Manual and the COTP and MSO Portland, Maine plans. The Captain of the Port (COTP) has federal responsibility for the safety and security of the port. USCG Station Portsmouth Harbor acts according to pre-assigned USCG SAR roles and responsibilities. "The COTP renders assistance as available, based on the level of training and the adequacy of equipment. The Commandant intends to maintain this traditional "assistance as available" posture without conveying the impression that the Coast Guard is prepared to relieve local fire departments of their responsibilities."(Marine Safety Manual) Various roles and responsibilities the COTP may assume during marine fire incident response include: -assume federal OSC as provided under jurisdictional authority -assume OSCIIC if vessel is not docked -assume operational control of Coast Guard forces -establish safety or security zones as necessary - may control the movements of vessels and boats -may obtain tugs, towboats and Pilots as necessary may request Temporary Flight Restrictions (TFR's) to provide a safe operation environment for disaster relief aircraft and prevent air congestion from observing parties -provide information on waterfront facilities which may be involved -respond to pollution or hazardous materials discharges. Removal activities may be delayed until it is safe to proceed. -provide advice on marine issues to fire departments -assume roles and responsibilities through other plans -assume Incident Command under conditions of Change of Commandr Section 2.3 Operation Manual Page 22 6.0 CONNUNICATIONS Landbased and marine based firefighting require orderly and planned communications operations. Basic communication considerations include: -Use designated frequencies only unless authorized to use others. -Do not engage in speculation over radio circuit. Radiotelephone communications are monitored by numerous parties. -Traffic should be limited to essential communications. -Limit transmission time; Others may need to use the frequency. -Establish and use dedicated landline relays and communcation systems. -Establish a dedicated marine firefighting channel/frequency. -Establish communication SOP. -Prepare backup communications. Marine incident radio communications vary from those of typical structure fires both in kind and number of response agencies. Accordingly, a number of ongoing activities may be using radios. These activities include: -Search and rescue -Resource coordination -Harbor traffic control -Movement of involved vessel(s) -Fire control -Hazardous materials control -Pollution control Page 23 6.1 Frequencies. For a marine fire, the municipal firefighters will probably use the VHF-FM frequencies normally used and designated per the 'Piscataqua River Marine Disaster Plan.' These are: -INITIAL TONE 154.190 -LOCAL GOVERNMENT Various -SEACOAST 154.190 (usually channel 1) -FIREGROUND (FMARS) 154.280 (usually channel 2) If the incident is large, many agencies may be toned during the initial 20-30 minutes. It should be anticipated that SEACOAST may be difficult to work during this period. LOCAL GOVERNMENT frequencies may not be clear if shared with local police who are heavily involved in traffic control and/or resident evacuation. The most likely waterborne units able to communicate on SEACOAST and FIREGROUND are the PNSY tugs unless others are given a fire department radio. However, floating units will probably have marine radios. According to the 'Piscataqua River Marine Disaster Plan't "the working radio frequency for all water based responding units will be 157.100 MHz, channel 22FM". Other important radio channels/frequencies include: -CH 6 156.30 Safety -CH 12 156.60 Vessel Traffic Management -CH 13 156.65 Navigation -CH 16 156.80 Calling; Distress -CH 21 157.05 Government (USCG) -CH 22 157.10 Government (USCG) -CH 23 157.15 Government (USCG) -CH 81 157.075 Government (USCG) -CH 83 157.175 Government (USCG) These frequencies may be utilized as designated by the COTP. Their use for ship/ship or ship/shore traffic can be convenient since most vessels are able to monitor "calls" from parties who do not know what channel is being "worked". If the USCG designated working channel (CHANNEL 22) became too crowded during a Portsmouth Harbor fire, the COTP might designate one of the other channels listed above to alleviate the situation. The Communications section in Appendix 20 and the Training Manual identifies various communication systems, capabilities, limitations and logistical concerns. The next page is an Index of Other Commonly Used Marine VHF Frequencies. Page 24 Other Marine VHF Frequencies Channel Ship TX Coast TX Designator Use MHz MHz 6 Safety (IS) 156.300 7 Commercial 156.350 x 8 Commercial (IS) 156.400 9 Commercial 156.450 x 10 Commercial 156.500 x 11 Vessel Traffic Mgmt. 156.550 x 12 Vessel Traffic Mgmt. 156.600 x 13 Navigation 156.650 x 14 Vessel Traffic Mgmt. 156.700 x 15 Envior.(CS) ------- 156.750 16 Calling;Distress 156.800 x 17 State Cont. 156.850 x 18 Commercial 156.900 x 19 Commercial 156.950 x 20 Port Oper. 157.000 161.600 24 Pub.Corres. 157.200 161.800 25 Pub.Corres. 157.250 161.850 26 Pub.Corres. 157.300 161.900 27 Pub.Corres. 157.350 161.950 28 Pub.Corres. 157.400 162.000 65 Port Oper. 156.275 x 66 Port. Oper. 156.325 x 67 Commercial 156.375 x 68 Non-Commercial 156.425 x 69 Non-Commercial(SC,,CS) 156.475 x 70 Non-Commercial(IS) 156.525 71 Non-Commercial(SC,CS) 156.575 x 72 Non-Commercial(IS) 156.625 73 Port.Oper. 156.675 x 74 Port.Oper. 156.725 x 77 Commercial(IS) 156.875 78 Non-Commercial(CS,SC) 156.925 x 79 Commercial 156.975 x 80 Commercial 157.025 x 84 Pub.Corres. 157.225 161.825 85 Pub.Corres. 157.275 161.875 86 Pub.Corres. 157.325 161.925 87 Pub.Corres. 157.375 161.975 88 Commercial 157.425 - Source: 'NHWSPCC Oil Pollution Control Training Manual' granted permission by Motorola Corporation. Page 25 7.0 EQUIPMENT AMD RESOURCES 7.1 Inventory Identification and evaluation of inventory is necessary to plan for and enact marine firefighting response decisions. Since tactical decisions may be based on available resources, it is necessary to identify resources that are particular to marine firefighting needs. Equipment and resources necessary to handle a major marine fire vary in type and quantity depending on circumstances. Mutual aid resources may be provided by related discipline agencies and are also helpful. In an effort to coordinate with existing plans and operations' inventories, an Inventory was conducted of PHMFCP agencies. All agencies were requested to list only those resources and equipment that would be committed to a mutual aid incident involving Portsmouth Harbor marine fire. The inventory provided by the respondents is listed in Appendices 22 and 23. 7.2 Special Resources Special resources are available and may be necessary for marine fire incident response. They range from paper documents to a flare gun with which to re-ignite a fire if appropriate. It is important that firefighting forces know what resources can assist them with combat and where these sources can be obtained. Unique attributes of marine fire incidents include: - Lack of experience - Lack of familiarity - Access limitations to vessel - Movability of vessel - Potential amount of combustible material - HAZMAT/Pollution potential of incident - Special personnel and equipment hazards - Special resources Special resources which are designed for or may be adapted to marine firefighting needs include: -Special documents and information -Special firefighting equipment -Special support equipment and operations -Special craft and apparatus -Special fire extinguishing agents -Special personnel and organizations These items are detailed in Appendix 21 under Special Resources. Page 26 8.0 FACILITY INFORMATION Facility information may be provided by the facility owner or operator, USCG or Army Corps of Engineer publications. The New Hampshire Port Authority and fire departments have limited facility information. Such information is useful in sizing up an incident and for pre-fire planning. Appendix 24 contains facility information from the following sources: 8.1 The New Hampshire Port Handbook: 1987-1988: Contains pier and facility information on pages 32-38 and important port and harbor information such as tides. This book is available from the New Hampshire Port Authority or Portsmouth Chamber of Commerce. It has been distributed at PHMFCP meetings. The Appendix 24 contains a map of the terminals. (Current) 8.2 Directions for Responders: Directions to major harbor terminals. Staging areas for mutual aid equipment/personnel may be different locations. 8.3 U.S. Army Corps of Engineers Piers, Wharves, and Docks - Piscataqua River:Port Series No. 1 : Contains information on location of the waterfront facility, owned by, operated by, purpose for which used, type of construction, description including berthing space, transit sheds, mechanical handling facilities, railway connections, highway connections, water supply, electric current, fire protection other than city, remarks. (Revised 1985) Available through the US Army Corps of Engineers and various libraries. 8.4 MSO Subregional Oil and Hazardous Substances Pollution Contingency Plan Section 302.2-1 Piscataqua River Basin: Contains information on Facility name and address, products handled at the facility, and the amount stored in barrels (bbl).(1987) Available through the USCG. 8.5 US Coast Guard Monthly Traffic Summary for Portsmouth: Contains current information on vessel activity in Portsmouth usually for tankers, barges, and cargo vessels. (Monthly. An example of the December 1987 Monthly listing is in the Appendix 24.) Available through the USCG. 0 Insert Facility/Vessel Pre-Fire Plans. 0 0 Page 27 9.0 COMMAND POST The purpose of a Command Post is to provide the Incident Command organization with a location from which to l.receive reports and information, 2. meet with advisors and 3. make decisions. A Command Post is the 'location where emergency personnel will meet for evaluation and coordination of the incident response.' (NH Hazardous Materials Incident Emergency Response Plan). The best and most effective decisions are generally made with accurate information supplied by knowledgeable resources. Also, the environment of the Command Center will usually affect the quality of those decisions. Criteria to be examined when establishing a Command Post include: -proximity to fire -safety of command personnel -reasonable contact with non-command post personnel -view of fire area -sufficient space for advisors and technical experts -out of the weather -communications are set-up, functioning, and effective: includes landline telephone(s) -if a Command vehicle: upwind of the incident site; insure it is remote enough to prevent having to relocate. -physical comforts for extended stay -logistics: proximity to copy machines, food, etc. -locations: landbased or waterbased(not necessarily the vessel on fire):vessel; pier; facility office; IFO; Coast Guard Portsmouth Harbor Station; town halls. Pre-fire planning on the location of Initial and Secondary Command Posts for the various Jurisdiction Grid scenarios on pages 9 and 10 is recommended. If Response Levels are enacted per the Recommendations, list the various locations on the Chart on page 29. Page 28 10.0 EMERGENCY OPERATING CENTER (EOC) Emergency Operating Centers are operational locations. They may double as an Incident Command Post depending on circumstances. EOCs are also operated by agencies who are not Incident Command. The next page is a Chart of a partial list of EOC and Initial and Secondary Command Post locations for participating agencies. The list is incomplete. Completed information may help to locate a particular EOC or Command Post. If a responder has incorrect directions, is unfamiliar with the area, or a change of Command Post has occurred, this information might be useful in this Operation Manual shared by multi-agency response groups. June 1988 Portsmouth Harbor Marine Firefighting ContingencV Plan Project Response Agencies Possible Sites for Emergency Operating Centers (EOCs) and Incident Ccnmkand Posts If Fire At: Possible EOC Sites/Tel. Initial Command Posts/Tel. Secondary Conmnd Posts/Tel. tv 0 Response Agency Terminal ... (For Any Size Fire) (For Initial/Minor Fire) (For Fallback/Major Fire) -- - - - ----- - -------- - ------- - - ----------- ------------- - ----- - - - -- - ----- -- Municipal Fire Depts.: Eliot FD N/A State Rd. 207-439-1355 Kittery FD WA Walker St. 207-439-2262 0 PNSY New Castle FD N/A 43 Main St. 436-2515 USOG Pier Newington FD N/A 80 Foxpoint 436-5737 Sprague-NIN Sea-3, Inc. Simplex W&C Portsmouth FD N/A 170 Court436-1127/8-5000 W PSNH-Schllr PSNH-Mobil Gold Bond NiPA-State Granite SM 0 Rye N/A 563 Washington 964-6411 Z - -- - ----------- - -- - ------ --- ----------- --- - -------------------------------- Federal Agencies: USOG ODTP WA Offshore PAFB FD N/A DFSP La PNSY FD N/A M PNSY to ----------- ----- - --- - - - ------- - ---------- - ------- - --------- - ----- ko State Agencies: ME Dept. Envrn. Protec. WA ME York County EMA N/A Court Hse 207-324-1573/78 NH Dept. of Safety Insp WA NH Govenor's OEM N/A State E)DC NH 800-852-3792 NH Fire Marshal N/A NH Port Author ity N/A NH DES-WSPOC N/A - - --- I------------------ - - - - - -- - ----------- - ------- L--------------- - ----------- Page 30 11.0 STAGING Staging areas may be devised into areas for apparatusy special resources, medical and rescue units, large supplies, feeding and rest, hazardous materials, pollution, police, public works, media, and others. Pre-fire plans should determine the most probable locations of these needs. If this has not been planned, the appointment of a Staging Area Commander should alleviate much of this problem during an incident. The Staging Area Commander may coordinate all activities in the staging area, 0 This section to be completed with Staging plans. 0 0 Page 31 12.0 INCIDENT RESPONSE POSITIONS The need to assign tasks to responsible personnel is apparent for a major marine fire incident. This page lists examples of various roles that may be helpful to implement. The 'Incident Command Personnel Checklist' on the following page may be of assistance with this type of organization. Command Post Supervisor: coordinate and supervise the ongoing activities, present information to the Incident Commander. Staging Area Commander: coordinate all activities in the staging area. Responsible for briefing and directing companies to appropriate areas. Recording arrival times and ETAs. Logistics/Procurement Officer: procure firefighting equipment, personnel and firefighting resources as directed by Incident Command; track and monitor cost and expense aspects for later disbursements. communication Officer: establish and maintain communication between Command Post and all other participating agencies; monitor operations and be prepared to implement back-up communications. Coordinator of Air Supply: responsible for air supply and monitoring full and used air bottles as well as advising the Logistics officer or Incident Command of air status. Coordinator of Equipment: responsible for establishing equipment area and monitoring equipment. Advises Logistics Officer. Stand-by area Coordinator: monitoring arrival of resources in the stand-by area and maintaining communication with Staging Area Commander regarding status of resources and equipment arriving and waiting on assignment. Historian or Scribe: responsible for recording information, important times and events. Information is not only useful to monitoring ongoing efforts but may be used for debriefing and events i.e. legal at a later time. Special Agency Coordinator: responsible for greeting, recording and monitoring activities of special agency representatives. Appraising Incident Command or Command Post Supervisor or Staging Area Commander of status. Special agencies may include: EPA, National Transportation Safety Board(NTSB), legal counsel, insurance, facility and vessel owners and representatives, Regional Response Team (RRT), Federal Railroad Administration (FRA), etc. Coordinator of Media/Public Affairs Officer: responsible for media statements and contact between media and Incident Command. Messenger: responsible for personally communicating information between various officers, coordinators, Incident Command as appropriate. Other: other FEMA and IC positions as appropriate:i.e. Sector Commander, Safety Officer, Water Supply Officer. Liaison: Shipboard and Shorebased Incident Command Liaisons to communicate messages between shoreside command and vessel command. Page 32 INCIDENT COMMAND PERSONNEL CHECKLIST for PORTSMOUTH HARBOR MFCP Location Date Time Suggested Personnel Include: Time Enroute Time litle/pescription Name ed w/ETA On Scene Fire Chief/Fire Officer Vessel's Master/Officer USCG COTP/Representative Terminal Manager/Rep. Vessel Owner/Rep. (Agent) Cargo Owner/Rep. (Agent) Insurance Representatives Vessel Chief Engineer Vessel Chief Mate sarine Chemist (s) Harbor Pilot(s) N.H. Fire Marshal/Rep.* N.H. Port Authority Dir. N.H. OEM Representative N.H. DES - W.S. & P.C. York County EMA Rep. Maine D.E.P. Rep. Medical Response Rep. Logistics Fire Officer Staging Area Commander Command Post Historian L Presently, Fire Marshal is in charge of N.H. HAZMAT vessel incidents. Page 33 13.0 STRATEGY AND TACTICS Considerations on strategic and tactical actions are always on a case by case basis. Pages 32 - 48 contain information which may be used in this regard. The sequence of information is: 1. STRAT/TAC Action outlines: Reviewed in the training program. Possible actions to take for various locations and types of shipboard fires. (Pages 34-38). 2. Information Gathering Sheets: A. Initial Response: Important types of information to gather for size-up and response planning. The information is also useful to relay to other agencies who may initialize appropriate action in addition to fire department response. (Page 39) B. Secondary Vessel Information: Continue size-up, provide more detail on vessel conditionr vessel cargo, Search and Rescue (SAR). (Page 40) 3. Operational Checklists: A. Incident Command Personnel: various personnelr name and activity times for monitoring whereabouts of key personnel. (Page 32) B. Vessel Information and Documents: List of pertinent information to obtain for response efforts. Tracking the document inventory. (Page 41) C. Vessel Fire Containment: Tactics and issues to be considered for fire containment. (Page 42) D. Vessel C02 Smothering: Approaches and information regarding C02 issues. (Page 43) 4. Associated Tables: A. C02 Guidelines (Page 44) B. C02 Tables It IIr II: for concentrations of C02 and conversion. (Pages 45,46r47) C. Time-Temperature Grid: useful.for temperature 0 recording of C02 and inerted spaces. (Page 48) Page 34 STRAT/TAC Action Outlines Possible actions to take for various locations of shipboard fires. Accommodation Space Fires. 1. Rescue primary. 2. Secure power. 3. Ventilate through portholes if necessary only when all resources are ready. Cover against interior spread. 4. Extinguish: Use quick attack if possible. 5. Flash-over potential HIGH. 6. Check for fire extension. 7. Extinguishers not usually effective (application techniques) 8. Overhaul thoroughly - remove wall and ceiling panels. 9. Do Not rely on watertight or fire resistive bulkheads to act as fire stop. 10.Air and personnel critical. Fires in Cargo Holds. 1. Rescue primary. 2. Close all openings to hold(s). 3. Batten down hatches. 4. Consider using fixed system. 5. Tighten down hatches (caulk if needed). 6. If cargo is nitrates or sulfatest use speed and water. 7. Never use steam smothering if explosives are present. 8. NEVER ENTER HOLD WITHOUT SCBA. 9. Place charged hose lines on deck. 10.If entry is mader use hose lines. ll.Investigate adjoining holds. 12.Cut holes only as needed and NOT in outer skin of vessel. 13.Have plugs available for all holes cut. 14.Cool skin of vessel. 15.Close all side openings early. 16.Standby while cargo is unloaded. Page 35 STRAT/TAC Action Outlines (continued) Engine Room Fires. 1. Rescue personnel. 2. Consider using fixed system . The SIS POMEROL has Steam Smothering for the bunker tanks and C02 for the engine room; the C/S LONGLINES has C02 for the engine room. 3. Secure all non-essential engine room systems. 4. Cool boundaries. If an attack must be made: 5. Establish vertical ventilation. 6. Establish attack teams (3 deep). 7. Access and attack. 8. Use foam and dry chemical on fuels. 9. Check for extension. 10.Divert critical systems to alternates, if possible. Machinery Room Fires. 1. Rescue personnel. 2. Enter from as low as possible. 3. Secure all automatic controls. 4. Secure all power to area. 5. Cool boundaries. 6. Establish vertical ventilation., 7. Establish attack teams (3 deep). 8. Access and attack. Check for extension. Electrical Room Fires. 1. Rescue personnel. 2. Secure all power. 3. Cool boundaries. 4. Attack as a Class A fire. 5. Check for extension. Page 36 STRAT/TAC Action Outlines (continued) Chemical Tanker Fires. 1. Rescue personnel. 2. Shut down cargo pumps. 3. Shut down all power to area. 4. Attack from up-wind. 5. Attack with Universal foam AND dry chemical. 6. Keep adjacent tanks cool. 7. Consider using fixed systems if available. 8. Be prepared to evacuate one-half mile down-wind. 9. Protect all teams with hose lines. 10.Use SCBA. Petroleum Tanker Fires. Deck Fires: 1. Rescue personnel. 2. Attack from upwind (still use SCBA). 3. Shutdown cargo and disconnect lines if possible. 4. Secure source of fuel on deck. 5. Maneuver ship if necessary. 6. Secure all pumping. 7. Use fixed foam monitorst if available. ..8. Use foam hand lines as second choice and backup. 9. Cool crews with water. 10.Close ullage hatchest PV valves, ventsr manholes, sounding manifolds and fuel lines. ll.NEVER APPLY WATER ON TOP OF FOAM THAT IS ON THE DECK. 12.Cool surrounding deck and structures with water. 13.Replenish foam blanket as needed. 14.Attack burning pressure leaks with dry chemical then blanket with water fog or foam ONLY IF YOU MUST EXTINGUISH. Page 37 Petroleum Tanker Fires (continued) Tank Fires: 1. Rescue personnel. 2. Endrgize inert gas system. @3. Maneuver ship to bring wind and seas to best advantage of firefighting. 4. Status of tanks on fire: a. loaded b. partially loaded c. empty d. inerted e. gas free 5. Secure all tank vents. 6. When fighting tank fires, consider the following: a. Attempt to apply extinguishing agent(s) directly on burning fuel through a holer vent line, rupture, ullage covert or manhole. b. If unable to get extinguishing agent on burning liquid, attempt to: 1. cool tank with water 2. inject foam through vents 3. press up the tank with fuel or water 4. extinguish fire by injecting inert gas 5. defuel the tank 6. a combination of the above recommendations c. Prevent fire from spreading to surrounding tanks by the following or any combination of the following: 1. cooling down with water 2. if ruptured but not burningr cover with foam. (Do not put water on cargo that has been covered with foam.) 3. press-up with fuel or water 4. inerting 5. maneuvering ship 6. after fire has been extinguished, cool down surrounding tanksr deck, and cargo long enough to prevent a flash NOTE: The above actions may take seve.ral hours or days. Page 38 LPG Guidelines f or Emergency Procedures. (COTP LPG Emergency Contingency Plan. Appendix I). 1. Shut off source. 2. Normally LPG fires should not be extinguished until the source can be shut off. 3. In the event of ignition, use water to cool down tankst pipingr equipment and structures. Use water spray to protect involved personnel. 4. Use high velocity fog in the dispersion of LPG vapors. Never apply high velocity fog to the liquid. 5. Personnel remain upwind of leaks. 6. If it is necessary to remove an LPG vessel from a facility dock to a safer area within the porty a delay of 30 to 60 minutes for disconnect must be expected. 7. Review detailed information on LPG emergency procedures and the physical properties of flammability, specific gravity, expansion ratio, and vapor pressure in the ICOTP LPG Plan Appendices. Pires in Pore and After Peaks. 1. Rescue personnel. 2. Shut down all power to area. 3. Contain in vertical zone. 4. Attack from below if possible. 5. Consider piping in smothering agent. 6. Consider high-expansion foam. 7. Expend all options before sending teams down a 'chimney' into a fire. Page 39 INITIAL RESPONSE INFORMATION for PORTSMOUTH HARBOR MFCP (Primary Information) Location -Date -Time Get as many details as possible concerning the fire, the vessel and injuries. Always verify information as soon as practicable. Suggested information: Location of Vessel Vessel Name Type of Vessel Possible Victims, Inj ur ies, Deaths Primary Cargoes Type of Fire Location of Fire on Vessel Hazardous Chemicals/ Commodities Onboard Number of Crew Language (s) of Crew Number of Passangers Local Vessel Agent Jurisdictions Incident Command(IC) On Scene Coord.(OSC) HAZMAT Incident Pollution Incident Page 40 SECONDARY VESSEL INFORMATION for PORTSMOUTH HARBOR MFCP (Secondary Informati.on) Location _Date -Time Suggested information includes: NOTE: This information will normally be sought after the INITIAL INCIDENT INFORMATION (Primary Info) has been acertained. FIRE INFORMATION Vessel Access Shoreside Exposures Is Fire Under Control Extent of Fire Crew's Initial Response and Effect Assistance Required Classes of Materials 0 Involved (A.B.CrD) Specific Cargos and Stores Involved Amount and Types of Fuels/Bunkers Designate Staging and Supply Areas VICTIM INFORMATION Personnel Accounting: Crew, Passengerr Facility, Bridget Other Vessel, etc. Determine Missing Personnel Locate Victims Determine Injuries 0 Type and Extent Provide Medical Aid Provide or Arrange for Transportation Page 41 VESSEL INFORMATION AND DOCUMENTS CHECKLIST I . for OLocation PORTSMOUTH HARBOR MFCP Date- Time Suggestions Include: Requested Available At C.P. Information and/or Documents' Yes. No Yes No Yes No Notes 1. Obtain Primary Vessel Info (See Primary Info Sheet) 2. Obtain Secondary Info Sheet (See Secondary Info Sheet) 3. Vessel Plans: A. Prefire Plan or Survey B. Fire Control Plan C. General Arangement Plan D. Other Plans/Blueprints 4. Vessel Cargo Information: A. Dangerous Cargo Manifest B. General Cargo Manifest C. Cargo Arrangement/Layout 5. Vessel Communications: A. Portable FM Radios B. Marine Radios C. Sound Powered Telephones D. Electric Telephones E. Cellular Telephones F. Other 6. Vessel Stability: A. Trim/Stability Booklet B.,,.Damage Stability Docmnt C. Damage Control Document D. Primary Stability Info (See Stability Info Sheet) E. Secondary Stability Infol-- I- I (See Stability Sheet on Page 50) Page 42 VESSEL FIRE CONTAINMENT CHECKLIST for PORTSMOUTH HARBOR MFCP Location _Date Time- Suggestions Include: Requested Completed Tactic/Task Yes No Yes No Notes/Comments 1. Establish or secure ventilation as appropriate in area of fire. 2. Establish boundaries. Consider using vessel's vertical zones. Determine Class A (60 Min) and Class B (30 Min) bulkheads. 3. Close all fire doors if possible. 4. Close all watertight doors if possible. 5. Close doors, ports, hatches and ventilators as appropriate. Cool all 6 sides of fire area as necessary. Consider using vessel's equipment for this purpose. Water should come off surface warm or hot. Use all' water sparingly. 7. Secure electrical power to affected area and consider de-energizing the lines that run through fire area. 8. Endeavor to move combustibles away from bulkheads and decks in proximity of fire. 9. Remove hazardous cargo if possible. 10. Maintain fire watch of all adjacent areas (sides,, above and below). Use fixed heat detectors for additional monitoring capability. Page 43 VESSEL C02 SMOTHERING CHECKLIST for PORTSMOUTH HARBOR MFCP Location Date Time- Suggestions Include: DO NOT ATTEMPT to smother explosivest nitrates, or sulphates. If oxidizing agents in cargo, REMOVE if possible. (See Portsmouth Harbor MFCP Training Manual Section 5 Pages 11-17) Requested Completed Tactic/Task Yes No Yes No Notes/Comments la. Call for a Marine Chemist lb. Call for Additional C02 if Necessary 2. Stop all mechanical fans/ ventilation to/from space. 3. Close all dampers, doors, hatchest ventst portst accessing space. Consider leaving one (1) vent open to prevent over-pressure of space. Close after complete initial discharge. 4. Insure all personnel are evacuated from space to be flooded. 5. Consider having protected personnel monitor open C02 Room for manifold leaks.' 6. Doublecheck that: A. No personnel in space. B. Fans off-Space sealed. 7. Discharge C02 for initial concentration of 60% or more. If 2 valve control system, lst Valve Control then Cylinder Control. (Remember to close bleed vent from item #3 above). 8. Maintain at least 80% C02 concentration if possible. Do not open space for at * least 48 hours if possible. 9. Monitor temps and gases at approx. 15 min. intervals. 10. Consider logistics getting extra C02 to vessel. Page 44 C02 GUIDELINES 1. Be certain personnel are evacuated. 2. Seal the space and secure ventilation, 3. Sequentially pull the control and cylinder release valves as appropriate. 4. No concentration of C02 can be considered excessive. 5. Strive for an initial target application of 60%. Guidelines to achieve 60% level are: o Calculate total cubic feet of space. 0 Divide this volume by 9. o Apply this number (in pounds of C02) to space. Volume of Space/9 = # Lbs. C02 for Initial Application. 6. Try to obtain 80% C02 concentration to provide a reasonable safety margin to insure extinguishment. Endeavor to maintain 80% C02 or better concentration for at least 48 hours before opening space. 7. Monitor gas and temperature readings. Usually accomplished by marine chemist. 8. Other inert gases may be substituted but different guidelines may apply. 9. See Also PHMFCP Training Manual. Page 45 C02 TABLE I Minimum Percent Concentrations of C02 to be used for Extinguishment of Various Materials are listed below. Use Table II to calculate all ships' C02 systems to 34%. Use Table III to calculate higher concentrations. Attempt to achieve as high a concentration as practical with available amount of inerting gas. Material Percent Acetylene 66 Acetone 31 Benzol 37 Benzene 37 Butadene 41 Butane 34 Carbon Disulphide 66 Carbon Monoxide 64 Coal or Natural Gas 37 Cyclopropane 37 Dowtherm 46 Ethane 40 Ethyl Ether 46 Ethyl Alcohol 43 Ethylene 49 Ethylene Dichloride 25 Ethylene Oxide 53 Gasoline 34 Hexane 35 Hydrogen 78 Isobutane 36 Kerosene 34 Methane 30 Methyl Alcohol 31 Pentane 35 Propane 36 Propylene 36 Quench & Lube Oils 34 Miscellaneous: Dry electrical wiring insulation hazards in general 50 Small electrical machines, wire enclosures under 2000 cubic feet 50 Bulk paper storage and ducts 65 Page 46 C02 TABLE II Pounds of C02 to achieve a minimum 34% concentration. As gas is available, endeavor to achieve higher percentage to insure sufficient concentration for extinguishment. Use Table III for calculating quantities necessary for higher concentrations. Any openings that cannot be closed at the time of extinguishment should be compensated for by the addition of not less than one pound of C02 per square foot of opening. Volume = Length x Width x Height = Total Cubic Feet Space in Cubic Feet Lbs. of C02/Cubic ft. Conversion Factor Start- 140 1 pound per 14 .072 x cu.ft. 141 - 500 1 pound per 15 .067 x cu.ft. 501 - lr6OO 1 pound per 16 .063 x cu.ft. 1601 - 4,500 1 pound per 18 .056 x cu.ft. 4501 -50,000 1 pound per 20 .050 X cu.ft. Over 50'0,000 1 pound per 22 .046 x cu.ft. Example: Engine Room: L X W x H Volume in Cu.Ft. so @X 50 x 50 125,000 Cu.Ft. Cu.Ft. x Conv.Factor Lbs. of C02 125,000 Cu.Ft. x .046 5750 Lbs. C02 Therefore, 5750 Lbs. of C02 are required to achieve a 34% concentration for the Engine Room of 125rOOO Cu. Ft. To achieve an 80% concentration, multiply the Conversion Factor for 80% by the 5750 Lbs. required for a 34% concentration. 3.71 x 5750 Lbs. 21,333 Lbs. of Co2 Therefore, 21,333 Lbs. of C02 are required to achieve an 80% conc entration for the Engine Room of 125rOOO Cu. Ft. Page 47 C02 TABLE III Conversion Factors applied to 34% concentration. Apply these factors for specific material in Table I after using Table II to calculate pounds of C02 necessary for 34% concentration. Percent Factor 35% 1.05 36% 1.08 37% 1.11 38% 1.14 39% 1.18 40% 1.2i 41% 1.25 42% 1.28 43% 1.32 44% 1.36 45% 1.40 46% 1.44 47% 1.48 48% 1.52 49% 1.56 50% 1.60 51% 1.65 52% 1.70 53% 1.75 54% 1.80 55% 1.85 56% 1.90 57% 1.95 58% 2.00 59% 2.07 60% 2.14 61% 2.20 62% 2.26 63% 2.32 64% 2.39 65% 2.46 66% 2.53 67% 2.60 68% 2.67 69% 2.74 70% 2.81 71% 2.89 72% 2.98 73% 3.06 74% 3.14 75% 3.22 76% 3.30 3.40 78% 3.50 79% 3.60 80% 3.71 81% 3.82 82% 3.95 .Page 48 TDM-TE"ZRATURE GH For Recording Temperatures of Inerted Spaces. Date:- Person Record 9- RCrdng Bqpmnt- Location Time -Temp, Time Temp Time Temp Time Temp 14.0 STABILITY Page 49 The intent of stability information in the Operation Manual is to provide a basic understanding of vessel stability and dewatering to Portsmouth Har.bor fire personnel who must comprehend and base decisions upon expert advice that should be available during an incident. Special resources are important to stability monitoring and calculations. Though some degree of stability is built into a vessel, the vessel's stability may become precarious. This may be due to the introduction of large amounts of water among several reasons. It is important that landbased firefighters understand the principles of stability and need for dewatering in order to practice prudent strategy and tactics. The Stability Section in the Appendix is an enhanced version of Section Seven in the 1PHMFCP Training Manual'. It includes basic information, how to figure calculations with examples, and explains the various resources for stability and dewatering analysis. Stability is one of the more difficult marine studies for the municipal Chief Fire Off icer/Inci dent Commander to learn. Due to the importance of stability concerns and the degree of difficulty in learning the subject, it is advised to review stability information as often as possible. The stability information on pages 50 and 51 are checklist issues and concerns of vessel stability for Incident Command use. Page 50 VESSEL STABILITY INFORMATION for Location PORTSMOUTH HARBOR MFCP -Date -Time Suggested information includes: (See Stability section and Appendix 26) PRIMARY STABILITY INFORMATION Vessel Drafts: PORT STBD Comments Fwd Fwd Get the vessel's Mid Mid drafts as soon Aft Mid as possible. Read the hull marks. Mean Mean Vessel List: (In Degrees) PORT STBD Comments A. Inclinometer Onboard B. From Water - Fwd/Aft C. Diff. in Mdshp Marks D. Best Guess/Estimate E. Other Vessel Cargo Tank Status Vessel Cargo Hold Status Vessel Double Bottom & Deep Tanks Other Ballastf Fuel & Water Tanks Depth of Water at Site - Minus(-) Deepest Draft Clearance Dist Type of Bottom Material (Rock, Glacial Till, etc.) Tides Over the HIGH LOW Next 48 Hours: Time Height Time Height COMMENTS 1. Always consider the height of the tide when predicting the vessel's bottom clearance. 2. Also, convert all net water weight forecasts to increased mean draft with the vessel's TPI Factor. SECONDARY STABILITY INFORMATION Water Flow Into Vessel Vessel Dewatering Capability Water Weight Net Gain/Loss Vessel Watertight Capability Mooring Line Status Page 51 VESSEL STABILITY CHECKLIST for PORTSMOUTH HARBOR MFCP Location Date Time Suggestions Include: (See accompanying Stability section of this Manual.) CAUTION: DO NOT Counterflood (add water low in vessel) to improve stability if free surface is the cause of the list. Requested Completed Tactic/Task Yes No Yes No Notes/Comments 1. Gather stability info and maintain during incident. (See Stability Info Sheet) 2. Obtain Trim and Stability Booklet, assoc. documents and info from crew - most likely Master, Chief Mate. 3. Determine and establish primary and secondary flooding boundaries. A. Close watertight doors. B. Seal spaces-plug leaks. 4. Coordinate expertise to assist with stability matters (crew, MSO, NHPA, Pilots, PNSYt Strike Team) 5. Have Vessel Critical List determined for present loaded condition. 6. Calculate rate of water introduction/flooding. 7. Calculate dewatering rate: A. Vessel's fixed pumps. B. Vessel's portable pumps. C. Pumps brought onboard. 8. Reduce Free Surface first: A. Pump out spaces. B. Completely fill spaces. 9. Lower Center of Gravity: A. Remove high weights. B. Move high weights down. C. Add weight low. 10. Lowering height of water within the vessel: A. Keep drains clear. B. In accom. areas, remove deck plumbing fixtures. C. Drain swimming pools. I I I Page 52 15.0 VESSEL MOVEMENT WITH FIRE ONBOARD Pursuant to United States Coast Guard Marine Safety Manual Vol. VI, Ports and Waterways Activities, Section 8.E. Firefighting On Vessels 1. Essential Considerations: "Often , the COTP must make the difficult decision whether to allow a burning vessel to enter or be moved within the port." According to the Marine Safety Manual, "A request for entry into the port by a burning vessel under declaration of "force majeure" should be evaluated under criteria listed in the Marine Safety Manual. For Portsmouth Harbor, it would be an unusual case to bring a burning vessel into the harbor per the COTP considerations. There is the possibility of anchoring it off Gunboat Shoals, or as conditions warrant, the vessel may go to Portland, Maine for assistance. Basic USCG considerations for allowing a burning vessel to enter or be moved within the port are stated in the Marine Safety Manual as: a. Location and extent of fire b. Class and extent of cargo involved c. Possibility of explosion d. Possibility of sinking/capsizing e. Hazard to crew or other resources at present location f. Weather forecast g. Maneuverability of vessel (Is it a dead ship?) h. Effects on bridges i. Alternatives if the vessel is not allowed entry or movement j. Inspection to determine that the fire is already contained and under control k. Little likelihood it will spread 1. A great possibility exists that the fire may be extinguished with available port equipment before secondary explosion or spread of fire m. Appropriate parties, including officials have been consulted. Other general criteria include: a. Fire Chiefs within whose jurisdiction the vessel will move have been consulted, as well as other appropriate parties b. shoreside firefighting is ready c. pier for firefighting d. firefighting capability e. pollution potential - equipment and resources ready f. HAZMAT potential - equipment and resources ready g. stability and dewatering situation h. must obtain plans of vessel i. status of vessel extinguishing systems j. have contacted owners, agents or master of vessel regarding arrangements to pay for all costs k. liability, insurance 1. availability of tugs and barges m. if no SOP exists, this type of information should be considered. 16.0 FIRE CONTROL BERTHS Page 53 Several considerations are involved in the selection of a pier for vessel fire suppression and salvage operations. These include pier flammability and combustibilityr proximity to other piers, structural and safety integrity, access for boats, vehicles, and staging areas. Suitability of site selection may be determined by municipal, state and federal regulations and, opinions. For site specific determination, the US ARMY Corps of Engineers Port Series Number one contains a detailed listing of facility and equipment. NFPA 300 series documents also provide suggestions for safe firefighting piers and suitable pier design. NFPA 1405 should address this issue when released in 1989. It is suggested that a review of standards from several disciplines, including oil companies terminal and waterfront facility design specifications, for pre-fire planning is helpful. Other considerations include: - location readily accessible to equipment and resources including adequate water supplies - sufficient water depth; however, the depth of water should not exceed the depth of the vessel's hull. For large vessels in Portsmouth Harbor, this should not be a critical concern as most berths have depths of forty-five feet or less. The depth should not be so deep as to cover the vessel's main deck in the event of sinking - the harbor bottom should be as level as possible, preferably sandy sediment or fine glacial tills as is the case at some Portsmouth sites - severity of the fire - possible spread of fire to shore areas - possible damage to piers and shore facilities - potential loss of facility revenue - proximity of the pier to populated areas, bridges, railroad, highways, national defense areas - environmentally sensitive areas - water and electricity availability - prevailing winds and currents - pollution potential - HAZMAT potential - vessel cargo - vessel stability - vessel extinguishing systems - vessel plans - vessel construction Page 54 17.0 GROUNDING, SCUTTLING AND SINKING SITES Grounding, scuttling and sinking sites require review of environment, navigational hazard, salvage operations, available resources and the vessel and cargo issues. The offshore grounding site selection criteria may be different from harbor grounding and anchorage site selection. Portsmouth Harbor sites must account for limited waterborne firefighting capability, harbor activity and harbor use. The lack of shoreside International Shore Connections further limits the use of makeshift waterborne firefighting platforms. Criteria selected from the Marine Safety Manual for anchoring or grounding locations includes: - bottom material; regarding the risk of rupturing vessel hull - water depth, shallow enough so it will not sink below the main deck level, yet deep enough that fireboats, salvage barges, and tugs can approach - environmental conditions: environmental protection Criteria for intentional sinking are similar. These areas can be selected pre-incident. A good selection comes from using the input from related disciplines. other considerations include: - effects on Defense areas - bridge and water traffic - marinas - involvement of two states: New Hampshire and Maine - out of harbor: Isles of Shoals and vessel traffic in and out of the Port of Portsmouth 0 Insert Locations: Groundingr Scuttling and Sinking Sites and Relevant Information. 0 Page 55 18.0 ENVIRONMENT Environmental concerns are of great significance to the protection of Portsmouth Harbor. Marine fire incident response efforts should be coordinated with the various agencies tasked with environmental protection. Such agencies include the USCG, EPA, New Hampshire Water Supply and Pollution Control Commission, and Maine Department of Environmental Protection among others. There are various plans addressing environmental issues. For New Hampshire they include 'The Oil Pollution Control Training Manual I , 'The Oil and Hazardous Materials Contingency Plan' , and 'Emergency Oil Spill Containment and Removal Strategies for Piscataqua, River Terminals'. Environmental considerations are important if it is necessary to scuttle or sink the vessel. various concerns include: 1. Selection of Grounding, Scuttling and Sinking Sites. 2. Salvage Operations Procedures. 3. Pollution Issues. 4. Hazardous Materials Issues. 5. The Environment and Commercial and Recreational Activity. Page 56 19.0 APPENDIX This Appendix, similar to the information guides interspersed throughout this Manual, contains reference guide information which may be helpful for organizing vessel fire response efforts. 20.0 Communications: Narrative 21.0 Special Resources: Narrative Equipment Lists 22.0 Project Agency Inventory Information: General Information Sheets 2-Way Radio Communications Inventory Fire Department Apparatus and Onboard Equipment Fire Station Stored Equipment 23.0 Vessel Inventories: Condensed Vessel Inventories 24.0 Portsmouth Harbor Terminals: NHPA Diagram of Portsmouth Harbor and Terminals Directions for Responders to Terminals Army Corp of Engineers Piers, Wharves and Docks USCG MSO Portland Subregional Oil and Hazardous Substances Pollution Contingency Plan waterfront facility information on the Piscataqua River Basin. USCG Vessel and Cargo Information: December 1987 25.0 Stability: Narrative 26.0 Tables: To provide marine-related mathematical conversions: Common Equivalents Determining Water Flow Through Holes Static Head Pressure, Gallons Vs. Cubic Feet 27.0 Intentionally left blank 28.0 Intentionally left blank 29.0 Glossary 30.0 Acronym List and Abbreviations 31.0 Bibliography Appendix 20 COMMUNICATIONS This section identifies various communication systems, capabilities, limitations and logistical concerns. Ra-dio CommUnicationg Radio communication planning is necessary to minimize confusion and misinformation. Fireground communication considerations for planning should include: * The likelihood that many firefighting and emergency response agencies may be operating at the incident. * What common frequencies are available and what pre- assignments can be practically addressed? * What established, recognized radio procedures and call signs can be used by the participating agencies? * Limitations of portable radios onboard vessels. Hardware. In addition to fire department radios, vessel, terminal facility, USCG and others may have radios. Some may have FM handheld portables that are very useful, particularly for large scale incidents. others may have transportable or mobile units that can also be of great benefit. Uncoordinated, a number of problems might occur. Radio capability such as programmability, scanning, simplex, low/high wattage outputs, fixed channels and frequencies should be considered when determining who may most need special features. Features for handhelds to be used inside a large steel vessel include: * intrinsically safe or explosion proof * minimum 5 or 6 watt output capability * resistance to high humidity environments * capability to attach remote microphones * availability of charged spare batteries * capability to charge spare batteries Shipboard fire incidents are often complex situations requiring hours and sometimes days to control. Therefore, it is important to have spare handhelds and batteries as the hours wear on. Inadequate information and communications due to lack of radio equipment can be costly. Appendix 20 Page 2 Radio Comunications (continued) Presently, there are no full channel marine radios listed in the inventories of municipal Portsmouth Harbor f ire departments. Marine radios operate within the VHF-FM Maritime Mobile Frequencies 156-162 MHz band. They have dedicated channels corresponding to specified frequencies. Large vessels will generally have at least two marine radios. Mounted units will most often be located in the wheelhouse or the radio room. They are normally electrified by the ship's emergency circuit. Therefore, the radios would be operable by the ship's emergency generator(s) should the main generators fail. At least one radio is usually backed up by battery in case ship generated electrical power is unavailable. Agencies that have marine radios include: * USCG units * Portsmouth Pilots, Inc. (3 handheld portables) * Portsmouth Navigation Tugs (2 mobiles in each) * PNSY Tugboats YTB 771 & YTL 602 * NHPA Director (1 handheld portable) Another type of radio is the single sideband radio (SSB). Large vessels will probably have one. It may not have battery backup since SSBs are usually more powerful radios. Some USCG cutters have SSBs. Also, landline telephone patch can be performed by marine operators for SSB traffic. This radio could be important if the vessel was inbound with fire onboard, and, was outside the 50 +/- mile marine radio range. Many large vessels and marine terminals have their own handheld FM portables. These radios will probably have preset frequencies which should not interfere with fire department frequencies. This provides for multiple dedicated working channels besides 154.280 (FIREGROUND) . These radios may be intrinsically safe and are useful to safe operation in certain areas. An expanded list of marine radiotelephone channels is provided at the end of this section. Concerns. The heavy steel construction of most large vessels will inhibit interior transmission/recept ion capabilities of most portable radios. Radio surveys will indicate the extent, if any, of limitations that may exist. If inside an accommodation area that is above the waterline and experiencing radio difficulty, find a room against the outside. Try the radio next to a porthole or window. The radio's capability should significantly improve. Appendix 20 Page 3 Radio Communications (continued) Disadvantages. There are two major disadvantages of the handheld radio. one is public exposure of the transmissions. The other is the susceptibility of the transmissions to interference, especially from more powerful units. Scanners have given everyone the ability to monitor almost anyone's conversation and high wattage units can blast through channels from dozens of miles away. An Incident Commander on the pier deciding the ship's fate with the Master on the bridge may need more privacy and less interference than handhelds may provide. Microwave Telenhone, Communicatigns Cellular Telephone. Cellular telephones operate in the 800-900 MHz bands from repeater towers that provide coverage to specific geographical areas. Dover's tower would be used for Portsmouth Harbor communications. Some vessels may already have the phone onboard and be immediately accessible by either another cellular or landline-linked telephone. SATCOM Telephone. Many larger vessels may also have Satellite Communications (SATCOM) onboard. This unit's voice circuit has extremely high integrity and reliability. With SATCOM, calls can be placed or received just like a landline telephone through the vessel's microwave satellite relay system. If the vessel is inbound and on fire, this unit will succeed where cellular may not, because it essentially has no limiting range. SATCOM is, however, very expensive to use with charges about $10 per minute for the voice circuit. When calling the vessel, it is possible to reverse the charges or charge the call to the vessel's owner or operator. Intra-Vessel Fixed Communication Systems Most large vessels have their own phone systems, intercoms, public address systems, and other vessel communication systems. It was previously mentioned that many ships have FM radios. If the ship has an FM radio, often the compatible "base" FM units are fixed in the wheelhouse, cargo office and/or engine room control station. Sound Powered Phones. Large vessels, especially US Government vessels, will usually be fitted with sound powered phones (see photograph on next page) . These phones are located throughout the vessel at critical locations such as the wheelhouse, engine room control station, emergency diesel generator room, cargo control room, bow lookout post and steering gear room. Appendix 20 Page 4 Sound Powered Phone Handset Operationl____7@ Button (Depressed Under Man's Index Finger) Handset Cradle 'J, *@-__.Generator (Text by Crank Handle MARITECH) Station Selector List Station (Photo Courtesy Dept, Selector Switch of Transportation) Sound powered telephones are a reliable means of communication within the vessel. They are not subject to the limitations of radios. They have advantages over runners in that simultaneous conversations by two or three parties can be conducted. Sound powered telephones do not require an outside source of electricity as do ship's intercoms or "talkbacks" and public address systems. They make their own power supplies through two different methods. To signal another station onboard, set the selector switch to the station number you are calling. Station numbers are listed on the index. Then crank the generator handle. Be sure to give at least three or four rapid cranks to activate a bell or buzzer by the magneto current. This cranking rings a bell or sounds the buzzer at the station being called. On the inside of the handset is a spring-loaded button which MUST BE DEPRESSED to either listen or talk. The speaker's voice activates a diaphragm in the mouthpiece which transmits the sound to the receiving station. Speech should be clear and forceful, particularly if loud background noise exists. Appendix 20 Page 5 Intra-Vessel Fixed-Communication Systems (continued) Electric Telephone. Most commercial vessels including tugs, have electric telephones. These will be much like landbased telephones with rotary or push button operation. However, they depend on the vessel's electricity to operate. On larger ship's, they will probably be on the emergency circuit. NTalkbackw or Intercom. The master control for this unit is usually in the wheelhouse. The unit may function as follows. The master control unit can monitor selected stations on a one way basis. The master control station always receives unless a sub-station is deliberately monitored through the sub-station's speaker/microphone. The sub-station does not usually have the ability to call the master control unit. This system may also be connected to the vessel's emergency generator circuit like the telephones. These systems vary from vessel to vessel. Public Address System. This system operates similarly to labdbased systems. It might be useful for immediate notification of many people. A good example would be a decision to evacuate the vessel. It might also be prudent to establish some Universal Evacuation Signals and Procedures with the ship's whistle and general alarm bells for personnel onboard. The International Distress Signal for all vessels is "a continuous sounding of any fog apparatusn (i.e. ship's whistle). Runners. As mentioned, a major vessel fire incident requires numerous agencies using large numbers of radios operating on common frequencies. One of the methods to minimize radio traffic is the use of "runners" or messengers as situations dictate. Messages and/or responses are walked back and forth between parties. Advantages and disadvantages of using runners should always be considered. Concerns. Communication equipment onboard seagoing vessels is subject to considerable abuse from daily routine. Therefore, most equipment is extremely rugged and dependable as long as the unit and wire trunks remain intact. Sound powered and battery operated units will be independent of the vessel's electrical supply. Loss of the vessel's generation capability does not necessarily become the loss of critical communication equipment. This will depend on the individual vessel. The wheelhouse need not be abandoned as a communications center because vessel-generated electricity is lost. Successful communications require flexibility and resourcefulness. Appendix 21 SPECIAL RESOURCES This section details six areas of special resources for marine fire incidents of: - Special documents and information - Special firefighting equipment - Special support equipment and operations - Special craft and apparatus - Special fire extinguishing agents - Special personnel and organizations SRecial Documents and-Informatign Vessel Inventory or Survey. A sample MARITECH vessel inventory has been provided each fire agency on the harbor. As possible, this information should be obtained for larger vessels. It will take vessel and fire department time to complete. However, once completed the agencies are more prepared to respond if fire occurs. General Arrangement Plan. This plan shows the vessel layout including accommodation areas, machinery spaces, cargo tanks or holds and miscellaneous storerooms and spaces. Vessel Fire Control Plan. Most self-propelled vessels more than 100 gross tons should have this plan. This is basically a general arrangement plan of the vessel showing for each deck: o the various fire retardant bulkheads o fire detection and manual alarm systems o fire extinguishing systems o fire doors, compartment ingress/egress o ventilation systems including dampers and remote stops incident Command should obtain a copy of the vessel inventory as well as a copy of the vessel's Fire Control Plan. These can be most helpful. Any number of reasons may make it difficult to obtain this information during an incident. Fire Control Plans are required to be kept near the gangway in a watertight container. Vessel Safety Plan. This plan illustrates the locations of safety equipment that may not be found on the Fire Control Plan. Example items are lifeboats, resuscitators and lifejackets. Appendix 21 Page 2 SRegial--Documents and Information (continued) Vessel Trim and Stability Booklet. This booklet contains information that is needed regarding vessel stability. The booklet should be obtained as soon as possible along with the other documents. It is necessary for stability issues. Information usually included in the booklet is: * The vessel's Hydrostatic Curves (or Curves of Form) * The Hydrostatic Table -displacement, DWTr TPI, etc. * The Curve of Righting Levers (or Stability Curve) * Data of flooding effects on compartments singly/combined Special Firefighting EquiRm-ent The following items of equipment should be made available to firefighters, particularly fire combat teams. These pieces will assist with safe, effective fire combat. 60 Minute Air Packs Especially if fire is deep in large ship 60 Minute Spare Tanks Large number of spares may be needed 4500# Cascade System To recharge tanks at fireground site 4500# Air Compressor To recharge tanks or cascade system Special Water Nozzles As appropriate Lifevests/Floatcoats If approved FF equipment Intl. Shore Connection See Sect. 5 - PHMFCP Training Manual Foam Eductors If using foam for vapor suppression Foam Pick-up Tubes For local foam access and application Foam Nozzles For application of mechanical foam Infrared Detectors To see fire through dense smoke Explosimeters For detecting combustible atmospheres Monitoring Equipment Thermocouples, 02 & C02 monitors, etc. The next section, Appendix 22, lists the Special Firefighting Equipment from the inventories of the fire departments that responded to the project survey. No 60 Minute Air Packs and no International Shore Connections were listed Appendix 21 Page 3 SRpcial SupRort Equiipment and operations Vessel fires may take several days to ultimately extinguish. Therefore, special support equipment should be available and in quantities beyond those normally needed. These resources would be used by incident response groups. Some equipment and operations not normally used might include: Spare Radio Batteries Many spares needed if long duration Battery Chargers Sufficient to recharge spares Special Portable Radios High wattage, intrinsically safe, etc. Copier Machine For plans, instructions and other info CAMEO Computer For plumes and HAZMAT information Recording Equipment For documentation (tape recorder, video) Portable Pumps For vessel dewatering-intrinsically safe Water Eductors For vessel dewatering Diving Equipment For survey or dewatering assistance Oxy-Acetylene Torches For dewatering assistance or other Underwater Torches For cutting holes (Isothermic Torch) Hoisting Equipment To move equipment/personnel on/off ship Cargo Handling Equipt. For removing cargo from vessel Mooring Equipment To replace/enhance vessel equipment Shoring/Patching Aids For control of watertight integrity Tarps and Sealing Aids For control of space being smothered C02 Transfer Equipment To aid bulk transfer (hose, couplings) Remote Ignition Device Ignition/re-ignition LPG (i.e.flare gun) Portable Generators Trailer-mounted 50 KW unit at PNSY Portable Light Units For outside nighttime or inside vessel Light Strings As above (may require explosion-proof) Extra Extension Cords For department electrical equip onboard Smoke Ejectors & Fans For ventilation-smoke/fumes/fresh air Ejector and Fan Socks To assist ventilation tactics Forcible Entry Equipt. Especially metal cutting FE saw Spare Fuel for Equipt. If incident of long duration Hand Trucks or Dollies For movement of heavy equip (pumps/gens) Fork Lift Trucks To move drums of agent/palletized equipt Personnel Shelters For rest/recovery, rain or cold weather First Aid Stations If large mass casualty or potential of Canteen Trucks/Huts For food/refreshments if long duration Portable Heatrs/Lights For above shelters in cold weather/night Outhouses For obvious reasons Appendix 21 Page 4 Special Craft and Apparatus Search and rescue (SAR) activity around the harbor may best be accomplished by the USCG SAR Unit stationed at New Castle. They have equipment and apparatus suitable to SAR. Their boats are staffed and away from their facility within two (2) minutes of notification. Their 41 foot high speed patrol boats can exceed 25 knots (29 MPH) and may be on scene in a matter of minutes. These boats may also provide limited firefighting capability for small fires. The USCG Cutter TAMAROA, stationed in New Castle, may be the first large Coast Guard vessel on scene. Cutters' personnel contingents are considerable and well trained to deal with different types of incidents. However, it is not the USCG's responsibility to fight large shipboard fires. Once notified of the incident, according to the 'Piscataqua River Marine Disaster Plan', the USCG Group Portland may take charge of the SAR operations. Depending on the scope of the incident, they may request additional watercraft from USCG Base South Portland including USCG cutters. USCG Group Portland may also request helicopter assistance as necessary. However, helicopters near the scene will produce excessive noise and may also produce VHF interference. This could be disruptive to local communications. USCG helicopters servicing this area will be responding from Air Station Cape Cod with about 45 minute response. They should be able to communicate on marine channels, especially distress/calling channel 16 (156.80 MHz) and channel 22 (157.10 MHz). The local military bases at Portsmouth Naval Shipyard in Kittery and Pease Air Force Base in Newington-Portsmouth may provide specialty pieces of apparatus and watercraft. The inventory includes two tugboats with mounted firefighting monitors (YTB-771 & YTL-602) at PNSY and 3 crash trucks at PAFB. If available to assist, these units should respond quickly due to their close proximity. If off hours, the PNSY tugs require about 45 minutes to staff and warm up.. SRecial craft and aRRaratus wouIA-therefore include: USCG SAR Boats For SARf FF and waterborne support USCG Cutters IC/OSC firefighting and water support USCG Helicopters For SAR, offdack personnel/equip support Portsmouth Navigation Tugs for various waterborne support YTB-771 PNSY Firefighting tugboat-2000 GPM YTL-602 PNSY Firefighting tugboat- 500 GPM PNSY Barges and Boats Offshore equipment/personnel transfer Lines Boats For assisting with mooring lines at pier Harbormaster Boats For SARr traffic, waterborne support Private Boats Waterborne support-SAR/traffic/pollution Appendix 21 Page 5 special Craft and AMaratus (continued) Mobile Command Post If Mobile On Scene IC Post-NH OEM/S.Port SCBA Service Trucks To recharge expended SCBA bottles/tanks Foam and Crash Trucks If large amounts of foam are required Trailer-Mounted Equipt Foam generators, elec. generators, etc. School Buses and Vans For person transfer to/from fireground Flatbed/Pickup Trucks Transfer equip & foam to/from fireground SRecial Fire Extingmishing Agents Here again, the local military units are good sources of supply. PAFB has four to five thousand gallons of AFFF and will probably loan out at least half of it if necessary. They must retain adequate supplies for the protection of the base. The USCG SAR Unit at New Castle, the TAMAROA, and PNSY each maintain supplies of AFFF totaling hundreds of gallons. Within the IEU Mutual Aid System, hundreds more could be mustered. If the incident is of great magnitude, many thousands of gallons of foam may be needed. Catastrophic fires could require tens of thousands. Airbases and airports probably have the best stockpiles and may provide supplies. Regional airports include: * Loring Air Force Base * Manchester Airport * Portland International Jetport * Logan International Airport (Massport) * All New York/New Jersey Airports Another important source of large foam supplies is the foam manufacturer. There are few firms in the United States producing these products. Most offer 24 hour emergency service to deliver very large amounts of foam directly from their sites. PAFB has indicated that emergency shipments of items like foam, may be flown into the facility unless defense requirements conflict. Foam Types. Except for the 2000 gallons of fluroprotein foam stored at the Fuel Storage fixed unit, foams in the Seacoast area are mostly the AFFF type. AFFF has very quick knockdown power but may lose its vapor suppression control in a relatively short period of time compared to protein-based foams. For polar solvent Class B fires, AFFF may not be as effective. These products may require more specialized universal polar solvent, alcohol-resistant or alcohol-type foams. Stabilizers. To prolong the effectiveness of the foam, firms offer a stabilizing agent to be mixed with the foam prior to application on the fireground. With stabilizer, vapor suppression can be extended many times that of unstabilized foamp depending on the foam and the product burning. Appendix 21 Page 6 sRecial--Fire Extinguishing &gents (continue'd"IL) New Products. New water-applied f ire extinguishing agents are being introduced and researched. One product, is a jelly-like agent that smothers the fire with a coating it produces. The PNSY Fire Department has purchased this product for their protection. Bulk Carbon Dioxide. In the section on fixed systems, steps to seal and smother fire with C02 were discussed. Possible time frames for proper inertion of a space may be days. It may be necessary to re-inert the space for reasons such as improper space sealing. It may be possible to use an alternate inerting agent other than C02. If available, however, C02 should be used in most cases because of its inherent firefighting qualities. Bulk C02 will normally be delivered in tanker trucks at about zero degrees farenheit under about 270 PSI. Transfer logistics require a very long single length of special hose, maybe hundreds of feet. Without this hose, or its equivalent, bulk transfer is not possible. Presently, no local inventories or emergency plans list such a hose. SRecial Personnel and Organizational Resources includei Personnel; Marine Chemist - Has equipment and expertise to obtain temperature readings, check for presence and concentration of gases, may assist with chemical related hazard concerns. Media - Keep public informed and assist with keeping unauthorized personnel away from danger Pilots - Necessary to move vessels, knowledge of marine environment. Translators - For communication and translating documents. Should be familiar with fire and the marine environment. Organizations: Barge - Offload cargo or fuel; provide firefighting platform,, remove containers or cargo from vessels. Crane - Remove containers or cargo from vessel. Environmental - For protection and cleanup. Port Authority - Is familiar with port and operations that may be affected by Incident Command decisions. Salvage - Vessel casualty operations. Tug companies Needed to move vessels. Appendix 22 PORTS14OUTH HARBOR MARINE PIREFT!rzR-PTNQ CONTINGENCY PLAN AGENCY IMNTORY AND SURVJRY May, 1988 Code ELOT Code EMT A, General information 1. Agency Name ....... Eliot Fire Department 2. Mail Address ...... 141 State Road, Eliot, Maine 03903 3. Site/Station 3a ... 141 State Road Locations 3b. 3c. 4. Phone Numbers: Workdays Nights/Weekends Main Number *1-207-439-1355 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name .... Kittery Dispatch Address ................. Kitteryr Maine Business Phone .......... Not Known # Dispatchers per Shift.Not Known ... 1 1 Think 6. Comments B. Key Pgrgoanel Informati Rank/ Name Home Work Call Title First .... Last Phone Phone slan 1. Chief Richard Wood 439-0166 17C 2. Asst Chief Gerald Moynahan 439-3409 17CI 3. Captain Dennis Spinney 439-4323 17C2 4. 5. 6. 7. C. Ggnergl Personnel Infogmation # Total # Certified Familiar With Personnej, (Firg-Fighter 1) Large Vessels Prior Fgb, 1988 1. Permanent: 2. Part Time: 3. Volunteer: 45 7 1 4. Call: 5. Auxiliary: 6. Comments Percent of agency.staff familiar prior Feb. 1988 .... 02% D. Radio Communications 1. Radio Call Sign ............................ KCD 355 2. Main 2a. Initial Tone: 154.190 Chnl# 1 Fre uencies 2b. operations: 154.190 Chnl# 1 2c. Local: 154.310 Chnl# 2 2d. Other: 154.280 Chnl# 3 Appendix 22 Page 2 PORTSKOUTH BAN= MARINE ZIREFIGHTING CONTINGENCY PLAN AGENCY INVENTORX AND SUP-VEY May, 1988 Code NEWC Code NEWC A. General Informatip 1. Agency Name ....... New Castle Fire Department 2. Mail Address ...... 43 Main Street, New Castle, N.H. 03854 3. Site/Station 3a ... 43 Main Street Locations 3b. 3c. 4. Phone Numbers: * NERGENCY * Workdays Nightg/Weekends Main Number * 436-2515 * 436-1132 436-1132 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name .... Rye Fire Department - Address ................. 563 Washington Road, Rye, N.H. 03870 Business Phone .......... 964-6411 # Dispatchers per Shift.One (1) 6. Comments B. Key Personnel Informat'_ Rank/ Name Home Work Call Title Eirst .... Last Phone Ehone S-19n 1. Chief Richard H. White 436-9025 431-2000 X240 31C 2. Asst Chief Richard A. Hopley 436-3694 431-2000 X243 31C1 3. Captain Rene Boisvert 436-5556 436-8709 31C2 4. Lieutenant Warren Jones 436-8441 436-8744 3103 5. Lieutenant Scott Whitehouse 436-6532 431-2000 X240 3104 6. 7. C. General Personnel Information # Total # Certified Familiar with Personnel (Firg Fighter 1) Large Vessels Prior Fgb. 1988 1. Permanent: 2. Part Time: 3. Volunteer: 4. Call: 25 20 0 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988....00% D. Radio Communications 1. Radio Call Sign ......... KQR 417 New Castle Fire Department 2. Main 2a. Initial Tone: 154.190 Chnl# 1 Frequencies 2b. Operations: 154.280 Chnl#' 2 used 2c. Local: 153.905 Chnl# 4 2d. Other: 154.415 Chnl# 3 Appendix 22 page 3 PORTSMOUTH HARBOR MARINE FIREFIGHTING CONTINGENCY PLAN AGENCY INVENTORY AND SURVEY May, 1988 Code NWTN Code NWTN A. General Information 1. Agency Name ....... Newington Fire Department 2. Mail Address ...... 80 Fox Point Road, Newington, N.H. 03801 3. Site/Station 3a ... Corner of Fox Point Road & Nimble Hill Road Locations 3b. 3c. 4. Phone Numbers: * EMERGENCY * Workdays Nights/Weekends Main Number * 436-5737 * 436-9441 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name .... Durham/ UNH Dispatch Address ...... College Rdr Service Building, Durham, N.H. 03824 Business Phone .......... 862-1392 # Dispatchers per Shift.1 sometimes 2 6. Comments B. Key Personnel Information Rank/ Name Home Work Call Title First .... Laqgt Phone Phone Sign 1. Chief Larry Wahl 436-7638 436-9441 33-C 2. Asst Chief Norman Rogers 431-1825 742-2028 33-C2 3. Captain Robert Wayss 431-4069 33-KI 4. Captain Joseph Sukeforth 436-8743 33-K2 5. 6. 7. C. General Personnel information # Total # Certified Familiar With Personnel (Fire Fighter 1) Large Vessels Prior Feb. 1988 1. Permanent: 2 2 1 2. Part Time: 3. Volunteer: 4. Call: 29 16 5 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988 .... 19% D. Radio Communications 1. Radio Call Sign ............................ KCC 991 2. Main 2a. Initial Tone: 154.190 Chnl# 1 Fre uencies 2b. Operations: 154.280 Chnl# 2 A 2c. Local: 154.115 Chnl# 4 Used 2d. Other: Chnl# Appendix 22 Page 4 PORTSMOUTH HARBOR MRINE I!TREFTGH-rTNG CONTINGENCX nM &GENCY IMNTORY AND SURVEX May, 1988 Code PORT Code PORT A. General Information 1. Agency Name ....... Portsmouth Fire Department 2. Mail Address ...... 170 Court Street, Portsmouth, N.H. 03801 3. Site/Station 3a ... 170 Court Street Locations 3b ... 2700 Lafayette Road 3c. 4. Phone Numbers: * * Workdays Nights/Weekends Main Number * 6-5000 * 431-2003 X244 431-2003 Site 3a. 431-2003 X246 Site 3b. Site 3c. 5. Dispatch Center Name..Portsmouth Fire Department Address .............. 170 Court Streetp Portsmouth, N.H. 03801 Business Phone ....... 431-2003 # Dispatchers per Shift..l 6. Comments B. Key PersQnnel-Information Rank/ Name Home Work Call Title First .... Last Phone Phone si= 1. Chief Randal Sage 431-2003 40C - 2. Deputy George Pierce 431-2003 40CI 3. Deputy Richard Mason 431-2003 40C2 4. Captain Ralph DiBernado 431-2003 40-0-1 5. Captain Edward Tully 431-2003 40-0-2 6. Captain Everett Weare 431-2003 40-0-3 7. Captain Frank Fernald 431-2003 40-0-4 C. General personnel.Information # Total # Certified Familiar With Personnel (Eirg Fighter 1) Large Vessels Prior Feb. 1988 1. Permanent: 59 2. Part Time: 3. Volunteer: 4. Call: 16 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988 D. Radio Communications 1. Radio Call Sign ............................ KCB, 207 2. Main 2a. Initial Tone: 154.190 Chnl# 1 Frequencies 2b. Operations: 154.280 Chnl# .2 Used 2c. Local: 153.905 Chnl# 3 2d. Other: Chnl# Appendix 22 Page 5 PORTSMOUTH HARBOR MARINE FIREFIGHTING CONTINGENCY PLAN AGENCY INVENTORY AND SURVEY' May, 1988 Code RYE Code RYE A. General Information 1. Agency Name ....... Rye Fire Department 2. Mail Address ...... 563 Washington Road, Rye, N.H. 03870 3. Site/Station 3a. 563 Washington Road, Rye, N.H. 03870 Locations 3b. 3c. 4. Phone Numbers: * fdJERGE= Workdays Nights/Weekends Main Number * 964-8683 964-6411 964-6411 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name .... Rye Fire Department Address ................. 563 Washington Roadr Ryer N.H. 03870 Business Phone .......... 964-6411 # Dispatchers per Shift.1 6. Comments B. Kgy Persgnnel Infogmation Rank/ Name Home Work Call Title Eirst..,-.Last Phone Phgne S-i-ga 1. Chief George Moynahan, Jr. 964-8044 964-6411 42C 2. Asst Chief Bruce Walker 964-6034 964-6411 42C2 3. Captain Ian Johnston 964-6058 964-6411 42-03 4. Lieutenant Leon Blaisdell 431-4067 964-6411 42-04 5. 6. 7. C,_General Pergonnel Information # Total # Certified Familiar With Personnel (Fire Fighter 1) Large Vessels Prior Feb- 1988 1. Permanent: 7 7 2 2. Part Time: 3. Volunteer: 4. Call: 14 10 0 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988....10% D. Radio Communications 1. Radio Call Sign ............................ KCD 685 2. Main 2a. Initial Tone: 154.190 Chnl# 1 Frequencies 2b. operations: Chnl# , Used 2c. Local: 156.240 Chnl# 2 2d. Other: 154.280 Chnl# 3 Appendix 22 Page 6 PORTSMOUTH-HARBOR MTNE FTREPIGHTTNG CONTINGENCY P AGENCY INVENTORY AND SUBMEY Code NHDT May, 1988 Code NHDT A- Genergl Informatio, 1. Agency Name..N.H. Dept. of Transportation, Bridge Maintenance 2. Mail Address ... PO Box 483, Hazen Drive, Concord, N.H. 03302 3. Site/Station 3a.ME-NH Bridge Authority (Long Brdg-Bypass Rtl) Locations 3b.Memorial Bridge (US Rtl) 3c.High Level Bridge (US 1 95) 4. Phone Numbers: FJCMGENCY Workdays - Nightsaeakends Main Number 271-3667/485-5767 271-3667 Site 3a.(Opertr) 436-2432 436-2432 436-2432 Site 3b.(Opertr) 436-3830 436-3830 436-3830 Site 3c. 436-1099(Supt of 3 Bridges) 5. Dispatch Center Name..State Offfice Build, Hookset Toll Plaza Address ............... PO Box 398, Hookset, N.H. 03106 Business Phone .... Emergency 485-5767 office 485-3851 # Dispatchers per Shift.Center in Hookset manned 24 hrs/7days 6. Comments...Hooksett has Master List of N.H. Department of Transportation Personnel - N.H. D.O.T. personnel handle Maine - N.H. Bridge Authority. B. lay Personnal-Information Rank/ Name Home Work Call Title First.,.-Last Phone Phone Sj1= 1. See Above 2. Administrator Kenneth R. Olsen 753-4765 271-3667 3. Sr. Supt. Richard Giles 679-5426 436-1099 4. 5. 6. 7. C. GRneral Permnel informatio Total Certified Familiar With Persgnngl (Firg Fighter 1) Large Vessels Prior Feb. 1988 1. Permanent: N/A 2. Part Time: 3. Volunteer: 4. Call: 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988 D. Mdjo Communications 1. Radio Call Sign ...................... 2. Main 2a. Initial Tone: Chnl# Frequencies 2b. Operations: Chnl# Used 2c. Local: Chnl# 2d. Other: Chnl# Appendix 22 Page 7 PORTSMOUTH HARBOR MARINE FIREFIGHTING CONTINGENCY PLAN AGENCY INVENTORY AND SURVEY Code NHFM May, 1988 Code NBFM A. General Information 1. Agency Name ....... N.H. Fire Marshal office 2. Mail Address ...... Hazen Drive, Concordt N.H. 03305 3. Site/Station 3a. Locations 3b. 3c 4. Phone Numbers: * EMERGENCY * Workdays Nights/Weekends Main Number * 271-3294 * 271-3204 271-3636 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name .... State Police Dispatch Address ................. Hazen Drivep Concordt N.H. 03305 Business Phone .......... 271-3636 # Dispatchers per Shift.2 Plus Supervisor 6. Comments B. Key Personnel Information Rank/ Name Home Work Call Title First .... Last Phone Phone Sign 1. Fire Marshal Bill Toland 778-8779 271-3294 904 2. Deputy Allen Britton 889-1833 271-3294 907 3. 4. 5. 6. 7. C. General Personnel information # Total # Certified Familiar With Personnel (Fire Fighter 1) Large Vessels Prior Feb. 1988 1. Permanent: 11 5 2. Part Time: 3. Volunteer: 4. Call: 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988 .... 00% D. Radio Communications 1. Radio Call Sign .................... KCA 999 (NH State Police) 2. Main 2a. Initial Tone: Chnl# Fre uencies 2b. Operations: Chnl# Used 2c. Local: Chnl# 2d. other: Chnl# Appendix 22 Page 8 PQRTSKOQTH HARBOR 14ARINE FIREFIGHTIRG CONTINGENCY PLAN AGENCY INVENTORY AND SURVVY Code NHPA May, 1988 Code NHPA A. General Information 1. Agency Name ....... N. H. Port Authority 2. Mail Address ...... PO Box 506, Portsmouth, N.H. 03801 3. Site/Station 3a ... 555 Market Street, Portsmouth Locations 3b. 3c. 4. Phone Numbers: EFMGE= * Workdays Nights/Weekends Main Number * 436-8500 692-3135 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name.. Address ............... Business Phone ........ # Dispatchers per Shift.. 6. Comments .... Facility work hours are 8-5 weekdays. No night, weekend, or holiday work without prior arrangements. B. Key Personnel-Informatio Rank/ Name Home Work Call Title Eirst .... Last Phone Phone ai= 1. Director Ernest Connor 692-3135 436-8500 2. Manager Ivan Milton 431-8500 3. Foreman Robert Moore 436-7560 431-8500 4. 5. 6. 7. C. General Personnel information # Total # Certified Familiar With Personnel (Fire Fighter 11 Large Vessels Prior Feb. 198.a 1. Permanent: 13 0 6 2. Part Time: 5 0 3. Volunteer: 4. Call: 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988.....33%. D. Radio Communications 1. Radio Call Sign .................... Port Authority 2. Main 2a. Initial Tone: Chnl# Frequencies 2b. Operations: Chnl# Used 2c. Local: Chnl# 2d. Other: Chnl# Appendix 22 Page 9 PORTSMOUTH HARBQR 14ARINE FIREFIGHTING CONTINGENCY PL AGEMY INVENTORY AND SURVEY May, 1988 Code PHAV Code PNAV A.-General InfQrmatiQ 1. Agency Name ....... Portsmouth Navigation Division 2. Mail Address ...... PO Box 472, Portsmouth, N.H. 03801 1 3. Site/Station 3a. Locations 3b. 3c. 4. Phone Numbers: * EMERGENCY * Workdays Nights/Weekgnds Main Number * 436-1209 * 436-1209 436-1209 Site 3a. (Answering Serv.) Site 3b. Site 3c. 5. Dispatch Center Name..Same as Above Address ............... Business Phone ....... # Dispatchers per Shift.. 6. Comments ... 23 Ft. runabout with 200 H.P. motor. Key Personnel Information Rank/ Name Home Work Call Title First....Lagt phone Phone si= Richard Holt 436-1097 436-1209 2. Shirley Holt 436-1317 436-1209 3. Mathew Cote 1-207-439-9177 436-1209 4. 6. 7. C. General Personnel Information # Total # Certified Familiar With Persgnnel (Fire Fighter 1) Large Vessels Prior Feb. 1988 1. Permanent: 13 3 2. Part Time: 3. Volunteer: 3 4. Call: 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988 ..... 23% D. Radio Communications 1. Radio Call Sign ...................... 2. Main 2a. Initial Tone: Chnl# Frequencies 2b. operations: Chnl# - Used 2c. Local: Chnl# 2d. Other: Chnl# Appendix 22 Page 10 PORTSMOUTH HARBOR MINE FIREFIGHTING rQNTINGENCY PLU AGENCY INVE M RY AND SURVEX Code NHWS may, 1988 Code NHWS A. General Informatio 1. Agency Name.....DES - N.H. Water Supply and Pollution Control 2. Mail Address .... 6 Hazen Drive, PO Box 95y Concord, N.H. 03301 3. Site/Station 3a.Concord, N.H. Only Locations 3b. 3c. 4. Phone Numbers: ZMERGZ= Workdays Nighta/Weekends Main Number *1-800-852-3411 271-3503 271-3636 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name..State Police Dispatch Address ............... Hazen Drive, Concordr N.H. 03305 Business Phone ........ 271-3636 # Dispatchers per Shift.. 6..Comments B. Key Personnel Informati Rank/ Name Home Work Call Title First .... Last Phgne Phone 1. N/A - Pollution Control Personnel Only 2. 3. 4. 5. 6. 7. C. General Pgrsgnngl infgrmation Total Certified Familiar With Personnel (Fire Fighter 1) Large Vessels Prior Fph. 1988 1. Permanent: 3 0 0 2. Part Time: 3. Volunteer: 4. Call: 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988 ..... 00% D. Radio Communications 1. Radio Call Sign ............................ N/A 2. main 2a. Initial Tone: Chnl# Frequencies 2b. Operations: Chnl# Used 2c. Local: Chnl# 2d. Other: Chnl# Appendix 22 Page 11 PORTSMOUTH HARBOR MRINK FIREFIGHTING CONTINGENCY PLAN AGENCY INVENTORY AND SURVEY- Code .SEA3 May, 1988 Code SEA3 A. General Information 1. Agency Name.. ...Sea-3p Inc. 2. Mail Address.:: ... 103 old Dover Road, Newington, N.H. 03801 3. Site/Station 3a...Same Locations 3b. 3c 4. Phone Numbers: * EXEMENCY * WorkdavS Nights/Weekends Main Number * 431-5990 * 431-5990 431-5990 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name..Same Address ............... Same Business Phone ........ Same # Dispatchers per Shift..l 6. Comments B. Key Personnel Information Rank/ Name Home Work Call Title First .... Last Phone Phone 1. Sr. VP Lawrence Heffron 964-5704 436-6225 2. Manager Paul Bogah 431-5224 431-5990 3. Maintnce. John Mielke 778-0286 431-5990 4. 5. 6. 7. C. General Personnel Information # Total # Certified Familiar With Personnel, (Pirg-Fighter. 11 Large Vessels Prior.Feb. 1988 1. Permanent: 15 N/A 15. 2. Part Time: N/A 3. Volunteer: 4. Call: 5. Auxiliary: 6. Comments Percent of agency staff familiar prior Feb. 1988 ..... 100% D. Radio Communications 1. Radio Call Sign ............................ KYF 700 2. Main 2a. Initial Tone: Chnl# Fre uencies 2b. Operations: 464.675 Chnl#* Ned- 2c. Local: Chnl# 2d. Other: Chnl# Appendix 22 Page 12 PORTSLIOUTH.HARBOR WMINE FIREFIGHTING CONTINGENCY AGENCY INVERTORX AND SURVEY May, 1988 Code SMPX Code SKPX A. General information 1. Agency Name .. ... Simplex Wire and Cable Company 2. Mail Address.:: ... PO Box 479, Portsmouth, N.H. 03801 3. Site/Station 3a ... 2073 Woodbury Avenue, Newington, N.H. Locations 3b. 3c. 4. Phone Numbers: * EMRGENCY * Workdays Nights/Weekends Main Number * 436-6100 * 436-6100 436-6100 Site 3a. Site 3b. Site 3c. 5. Dispatch Center Name..Simplex Wire and Cable Guard Station Address ............... 2073 Woodbury Avenue, Newington, N.H. Business Phone ........ 436-6100 # Dispatchers per Shift..2 6. Comments .... Guard Station is manned 24 hrs/ 7 days per week. 20 Ft. flat boat - no motor - attached to pier. B. Key Personnel-Informat* Rank/ Name Home Work Call Title First .... Last Phgne Phonp. 1. Guard Station 436-6100 436-6100 2. The Guards will notify the appropriate personnel at Simplex. 3. 4. S. 6. 7. C. General Personnel Information # Total # Certified Familiar With Peraonne], (Firg-Fighter 1) Large Vessels Prior eb. 1988 1. Permanent: 603 0 0 2. Part Time: 256 0 0 3. Volunteer: 0 0 0 4. Call: 0 0 0 S. Auxiliary: 0 0 0 6. Comments Percent of agency staff familiar prior Feb. 1988....00% D. Radio Communications 1. Radio Call Sign ................ Base Station - Portables 1-5 2. Main 2a. Initial Tone: Chnl# Frequencies 2b. Operations: Chnl#. Used 2c. Local: Chnl# 2d. Other: Chnl# Note: NH DES-WSPOC lists no units. Portsmouth Harbor Marine Pirefi(@htinq Contin@encv Plan may 1988 NH Fire Marshal lists no units. Project Agencies 2-Way Radio Communications 2-way Radio Sections Eliot New Castle Newington Portsmouth Rye NH Dep Trns NH Port Portsmouth Sea-3, ;Simplex Wire Equipment/Information Fire Dept Fire Dept , Fire Dept. Fire Dept Fire Dept Brdge Maint Authority Navigation Inc. Wire & Cable 1. Radio Call or Sign KCD 355 MR 417 KCC 991 KCB 207 KCD 685 Call NHPA KYF 700 Main Frequencies Used: a. Initial Thne/Channel 154.190/1 154.190/1 154.190/1 154.190/1 154.190/1 b. Operations/Channel 154.190/1 154.280/2 154.280/2 154.280/2 464.675 c. Local/Channel 154.310/2 153.905/4 154.115/4 153.905/3 156.240/2 d. Other/Channel 154.280/3 154.415/3 154.280/3 2. Marine Radiotelephone a.. .of Handhelds Units a 1 1 0 1 3* 1 All Invtry Crails/Partial 22 13,16,22,23 All =,2 6-16 7,13,16,77 b. No. of Mobile Units 0 1-Car'l-Uty 2 All Invtry Chnls/Partial 13,16,22,23 16 c. No. of Fixed Units 0 1 1 2-1 Ea Brdg All Irwtry Chnls/Partial 0 22 1 16,23 13,16 3. Handheld EM Portables a. -Rake Motorola Mtrla MI!500 Motorola Motrla 500 Motorola Ritron Motorola Regency b. No. of Units 2 5 6 14 2 3 4 5 c. Maximum Wattage 5 5 5 5? 5 d. No. of Remote Mikes 2 2 4 5 e. No. of Channels 4 4 2/8, 4/4 8 4 1 1 f. Frequencies See Sec #1 See Sec #1 See Sec #1 See Sec 1&2 153.23 g. Intrinsically Safe x No No No No NO Yes h. No. of Spare Batteries 0 2 2 5 2 0 Yes 1 i. No. of Chargers/Capacity 2/1 3 7 24 2 3 2 5 4. Other Handheld FM Prtbles a.'Make Sonar Maxon G.E. b. No. of Units 3 9 2 c. Maximum Wattage 5 5 5 d. No. of Remote Mikes e. No. of channels 1 4 4/22 1 f. Frequencies 154.190 See Sec #1 g. Intrinsically Safe ? No h. No. of Spare Batteries 0 0 2 j. No. of ch argers/Capacity 3/1 9 2 Portsmouth Navigation usually works CHNLS 7 & 77 between vessels or between ship and dock. Note: Portsmouth Harbor Marine Firefighting Contingency Plan Floating 1. The only foams carried are AFFF type. Fire Department Agency Inventory - May 1988 Codes: 2. All vehicles have FIREGROUND 154.280. 3. No vehicles have 60 minute air packs. Fire Department Vehicle Apparatus and Onboard quipment 4. No 3 inch hose was inventoried. (For Commitment of Mutual Aid For Marine Fire) 5. Only NWTN listed Around-the-Pump Proportioners (for 33EI & 33E2). Fire 30 Minute Capacity 3% 6% In Pick Foam Type Dept Year Call Pump Tank Air Spare Portable Light Smoke AFFF AFFF Line UP Nozzles Equipment Code Built Sign Cap. Cap. Packs Tanks Genertr Pump Units Eject Foam Foam Educt Tubes 1.5" 2.5 Eng ine / ELOT 1964 17E2 750 500 4 0 50OW No 2 1 0 0 0 0 0 8q0 Pumper NEWC 1972 31E1 1000 600 5 8 350OW No 2 0 0 10 1 0 0 0 NEWC 1982 31E2 1000 500 6 6 5000W 200 5 1 0 10 1 0 0 0 NWTN 1972 33El 1000 750 5 4 No No 0 1 40 0 0 0 1 0 NWTN 1977 33E2 1250 750 5 4 No No 0 1 0 40 0 0 1 0 PORT 1988 40E1 1500 500 6 6 Yes No 2 1 5 0 0 1 0 0 PORT 1987 40E2 1500 500 6 6 Yes No 2 1 5 0 0 1 0 0 PORT 1974 40E3 1500 500 6 6 Yes No 2 1 5 0 0 1 0 0 PORT 1983 40E4 1000 500 6 6 Yes NO 2 1 5 0 0 1 0 0 FORT 1967 40E5 750 500 2 2 No No 0 0 0 0 0 0 0 0 RYE 1969 42E2 1000 500 4 4 5000W No 3 1 5 0 0 Yes 0 0 RYE 1976 42E4 750 500 5 5 350OW No 3 1 0 5 0 Yes 0 0 Tanker RYE 1969 42TI 300 1200 0 0 No 100 0 0 5 5 0 Yes 0 0 Ladder arm 1986 33L1 1500 250 5 4 1500W No 2 1 0 0 0 1 0 0 Pumper utility NEWC 1988 31U1 NWTN 1974 33U 2 0 350OW No 3 0 0 0 0 0 0 0 Hose NEWC 1979 31H1 Wagon Command NWTN 1986 33Carl Vehicle Boats ELOT None Length 14', Row Boat NWTN Boat-1 Length 17', 70 HP Outboard NWTN Boat-2 Length 14', 18 UP Outboard Appendix 22 Page 15 Portsmuth Harbgr MFCP May 1988 Stored Equipment Quantities At Fire Stations ELOT NEWC NWTN PORT RYE 1. Intl. Shore Connections: 2. 15 Min. Emerg. Escpe Pcks: 2 3. 30 Minute Air Packs: 9 4. 60 Minute Air Packs: 5. 30 Minute Spare Tanks: 8 2 10 6. 60 Minute Spare Tanks: 7. Cascade System: 8. 2500# Air Tank Compressor: 90 4500# Air Tank Compressor: 10. Explosimeters: 11. Port. Pumps #/Capacity: 1-250 1-200 1-250 1-100 12. Port. Pumps #/Capacity: 1-1-5 1-150. 1-50 13. Submer Pump #/Capacity: 14. Submer Pump #/Capacity: 15. Port. AC Gen. Capacity: 1-500W 16. Port. AC Gen. Capacity: 17. Port. DC Gen. Capacitys 18. Portable AC Light Units: 2 19. Portable DC Light Units: 20. Smoke Ejectors: 2 21. Foam In-line Eductors: 1 3 22. Foam Pick-up Tubes: 23. Foam Nozzles 1 1/2": 24. Foam Nozzles 2 1/2": 25. 3% Protein Foam: 26. 6% Protein Foam: 27. 3% Fluroprotein Foam: 28. 6% Fluroprotein Foam: - 29. 3% AFFF: 15 175 20 30 30. 6% AFFF: 10 31. 3% Jet-X Hi-Ex Foam: 32. 6% Jet-X Hi-Ex Foam: 65 33. Diving Equip: 34. Thermocouples: 35. Infrared Heat Detectors: 1 36. C02 Transfer Equip: 37. Explosion-proof Equip: 38. Other Equip or Foams: NWTN 75 gallons of alcohol type AFFF Appendix 23 Page la PORTSM011 ARBOR MARINE FTRF-FTGHTTM CONTTim" NCY PI-AN VESSEL TNVENTinRY AND SURVEY (For Vessels over 25 Feet in Length) May, 1988 A. General Vennel Information 1. Vessel Name-----M/V EUGENIA MORAN 7. Type Tug 2. Nationality us 8. Reg. Length_107 Ft. 3. Type Propulsion Power - Diesel 9. Reg. Beam- 33 Ft. 4. Rated Horsepower 2860 10. Max. Draft-16 Ft. S. Puel(s) Used Diesel 11. Gross Wt.-282 Ton 6. Thruster(s) -0 12. Max. Speed _ 12 Kts. B. ernonnel Tnfotmatton 1. Maximum number of passengers permitted 0 2. Minimum number of crew permitted-- 4 3. Normal number of crew 4 4. Basic language(s) of Officers -US 5. Basic language(s) of Crew S 6. Number of personnel in Vessel Fire Contingent 0. 7. Is Engine Room continuously staffed while in Portsmouth?-No 8. If Not when staffed? _ 0800-1500, or underway 9. Master's/Captain's Name _ S. H. Holt 10. Master's/Captain's Name 11. Owner's Name Portsmouth Navigation Address -PO Box 472 Portsmouth Workday Phones 436-1209 Nights/Weekends Phones Same 12. Operator's Name Portsmouth Navigation Div. Address 34 Ceres St., Portsmouth Workday Phones 436-1209 Nights/Weekends Phones Same C., Voice CoMmunications within Vessel 1. Handheld Portables -None 2. Base Station Location(s) (To Above Portables) None 3. Sound Powered Telephones? .................................. No 4. Electric Telephones? ...................................... Yes 5. Talkback/Intercom System? .................................. No 6. Public Address System? ..................................... No D. yoice Communications Between Vessel and shore 1. Radio Call Sign 2. FM Fire Radios None 3. Marine Radios Handheld Base With Base Without (Radiotelephone) Battery BackUp Battery 3a. # of Units: -2-Synsize_ 3b. Locations: 3c. Channels: 4. Normally Guarded Marine Channels in Portsmouth: None 5. Normal Marine Channels Worked in Portsmouth:_7, 13, 16p 77 el Firefighting Equipment 1. Compressed Air Breathing Apparatus N/A 2. Hydrants threads or couplings? Threads 3. Diameters/Type threads 2 1/2 NPT, @ 1/2 IPT 4. Nozzle Type(s) All Purpose 5. Intl. Shore Connection Locations None 6. Fire Control Plan Tube Locations (Please attach one copy for Portsmouth Harbor Inventory purposes) None Appendix 23 Page lb F. Alarm and Indicator Panel Locations N/A G. Emergency Stops Locations 1. Fuel Pumps None 2. Fuel Pumps _None 3. Cargo Pumps -None 4. Cargo Pumps None 5. Vapor Compressors - None 6. Inert Gas Blower -----None 7. Ventilation Pans -None 8. Ventilation Fans - None H. Vessel Electrical Generators 1. Emergency Location Output(KW or KVA) Prime Mover la.__NA lb. 1c. 2. Non-Emergency Location Qutput(KW or KVA) Prime Mover 2a. 60 KW Diesel 2b. 30 KW Diesel 2c. 2d. 3. Comments I. Vessel fire Pumps 1. Emergency Fire Pumps (If not electric, list PM under 'Motor') Location Capacity (GPM) Motor Size (KW or KVA) la. lb. 1c. 2. Non-Emergency Fire Pumps Location Capacity (GPM). Prime Mover 2a._ER 100 Electric Motor 2b. 2c. 2d. 2e. 3. Comments-- J. Vessel Fixed Dewatering Pumps 1. Emergency Dewatering Pumps (Will run off emergncy generators) Location Capacity (GPM) Motor Size (KW or KVA) la.N/A 2a 3a. 2. Non-Emergency Devatering Pumps Location Capacity (GPM) Prime Mover 2a.N/A 2b. 2c. 2d. 2e. K. Vessel Fixed Extinguishing Systems (Please list only remote release control locations--assuming local release at bottles) 1. Carbon Dioxide (C02) Fixed Bottles la. Spaces Protected-ER lb. Release Locations-ER, 1c. # of Bottles- 2 -Capacity Each-100 lbs Id. Bottle Locations-ER Appendix 23 Page 2a PORTSMOUTH HMBOR MARINE FIREFIQHTTNG CONTINGENCY PLAN VESSEL INVENTORY AND SURVRV (For Vessels over 25 Feet in Length) May, 1988 A. Ggnegal Vessel Information 1. Vessel Name M/V NANCY MORAN 7. Type Tug 2. Nationality us 8. Reg. Length-100 Ft. 3. Type Propulsion Power Diesel 9. Reg. Beam_ 25 Ft. 4. Rated Horsepower 1600 10. Max. Draft_13 Ft. 5. Fuel(s) Used -Diesel 11. Gross Wt._228 Ton 6. Thruster(s) 0 12. Max. Speed 11 Kts. B. Pgrsonnel Informatiq 1. Maximum number of passengers permitted 0 2. Minimum number of crew permitted ___4 3. Normal number of crew 3 4. Basic language(s) of Officers us 5. Basic language(s) of Crew us 6. Number of personnel in Vessel Fire Contingent 0 7. Is Engine Room continuously staffed while in Portsmouth?-No 8. If Not when staffed?- Vessel Underway 9. Master's/Captain's Name__---R. C. Holt 10. Master's/Captain's Name 11. Owner's Name -Portsmouth Navigation Address PO Box 472 Portsmouth Workday Phones 436-1209 Nights/Weekends Phones - Same 12. Operator's Name Portsmouth Navigation Div. Address 34 Ceres St. Portsmouth Workday Phones 436-1209 Nights/Weekends Phones-Same C. ygice communicationg Within Vessel 1. Handheld Portables None 2. Base Station Location(s) -(To Above Portables) None 3. Sound Powered Telephones? .................................. No 4. Electric Telephones? ...................................... Yes 5. Talkback/Intercom System? .................................. No 6. Public Address System? ..................................... No D. Voice Communications Between ssel and Shore 1. Radio Call Sign 2. FM Fire Radios None 3. Marine Radios Handheld Base With Base Without (Radiotelephone) Battery Backup Battery 3a. # of Units: -2 3b. Locations: 3c. Channels: 4. Normally Guarded Marine Channels in Portsmouth: None 5. Normal Marine Channels Worked in Portsmouth:-7, 13, 16, 77 E. Vessgl Firefighting ngui=ent 1. Compressed Air Breathing Apparatus N/A 2. Hydrants threads or couplings? - Threads 3. Diameters/Type threads 2 1/2 NPT, 1 1/2 NPT 4. Nozzle Type(s) All'Purpose 5. Intl. Shore Connection Locations one 6. Fire Control Plan Tube Locations (Please attach one copy for Portsmouth Harbor Inventory purposes) - None Appendix 23 Page 2b F. Alarm and Indicator Panel Locations N/A G. Emergengy StoRs Locations 1. Fuel Pumps None 2. Fuel Pumps None 3. Cargo Pumps None 4. Cargo Pumps _None 5. Vapor Compressors None 6. Inert Gas Blower None 7. Ventilation Fans one 8. Ventilation Fans --None H. Vessel Electrical Generators 1. Emergency Location Output(KW or KVA) Prime Mover la.-N/A lb. 1c. 2. Non-Emergency Location OUtput(KW or KVA) Prime Mover 2a. ER 30 KW -Diesel 2b. 2c. 2d. 3. Comments I. Vessel Fire P=Rs 1. Emergency Fire Pumps (If not electricr list PM under 'Motor') Location CaRgcity (GPM) Motor Size (KW or KVAJ la. lb. 1c. 2. Non-Emergency Fire Pumps Location CaRacity (GPM) Prime Mover 2a.- ER 100 Diesel 2b. 2c. 2d. 2e. 3. Comments J. Vessel Fixed Devatering Pumps 1. Emergency Dewatering Pumps (Will run off emergncy generators) Location CapAcity (GPM) Motor Size (KW or KVAI la.-NIA, 2a 3a. 2. Non-Emergency Dewatering Pumps Location CaRacity (GPM) Prime Mover 2a. NI 2b. 2c. 2d. 2e. K. Vessel Fixed Extinguishing Systems (Please list only remote release control locations--assuming local release at bottles) 1. Carbon Dioxide (C02) Fixed Bottles la Spaces Protected-ER lb: Release Locations - ER 1c. # of Bottles - 2 capacity Each-100 lbs ld. Bottle Locations-ER Appendix 23 Page 3a PORTSMOUTH HAUOR--MARINE FIREFIGHTING CONTINGENCX PLAN VESSEL INVENTORY-AND SURVEY (For Vessels over 25 Feet in Length) May, 1988 A.-General Vessel Information 1. Vessel Name- M/V E.F. Moran Jr. 7. Type Tug 2. Nationality us 8. Reg. Length-103 Ft. 3. Type Propulsion Power Diesel 9. Reg. Beam_ 27 Ft. 4. Rated Horsepower 1600 10. Max. Draft-12 Ft. 5. Fuel(s) Used Diesel 11. Gross Wt._226 Ton 6. Thruster(s) 0 12. Max. Speed - 10 Kts. B.- Personnel Informatio 1. Maximum number of passengers permitted -0 2. Minimum number of crew permitted, 4 3. Normal number of crew 4 4. Basic language(s) of Officers us 5. Basic language(s) of Crew S 6. Number of personnel in Vessel Fire Contingent 0 7. Is Engine Room continuously staffed while in Portsmouth?-No S. If No, when staffed? underway 9. Master's/Captain's Name _ M. L. Cote 10. Master's/Captain's Name 11. Owner's Name Portsmouth Navigation Address PO Box 472 Portsmouth Workday Phones 436-1209 Nights/Weekends Phones-Same 12. Operator's Name Portsmouth Navigation Div. Address 34 Ceres St. Portsmouth Workday Phones 436-1209 Nights/Weekends Phones - Same C. Voice Communications Within Vessel 1. Handheld Portables 2. Base Station Location(s) to above portables 3. Sound Powered Telephonea? .............................. Yes/No 4. Electric Telephones? ................................... Yes/No 5. Talkback/Intercom System? .............................. Yes/No 6. Public Address System? ......... oee ......... * ....*... ...Yes/No 7. Comments -Voice tube Wheelhouse to Engine Room D. voice Communicationg Be-t-ween Y-Casel ana Shore 1. Radio Call Sign 2. FM Fire Radios None 3. Marine Radios Handheld Base With Base Without (Radiotelephone) Battery BackuR Battery 3a. # of Units: 2 3b. Locations: 3c. Channels: 4. Normally Guarded Marine Channels in Portsmouth: 5. Normal Marine Channels Worked in Portsmouth:-7, 13, 16t 77 E. Vessel Firefighting EquiMent 1. Compressed Air Breathing Apparatus - N/A 2. Hydrants threads or couplings? -Threads 3. Diameters/Type threads -2 1/2 NSTy 1 1/2 NST 4. Nozzle Type(s) - one 1 1/2" Multipur ose 5. Intl. shore Connection Locations Eone 6. Fire Control Plan Tube Locations (Please attach one copy for Portsmouth Harbor Inventory purposes) --None Appendix 23 Page 3b F. Alarm and Indicator Panel Locations _N/A G. Emergengy-StoRs Locations 1. Fuel Pumps None 2. Fuel Pumps _None 3. Cargo Pumps _None 4. Cargo-Pumps --None 5. Vapor Compressors -None 6. Inert Gas Blower _ None 7. Ventilation Fans - 1 Fan foward Engine Room - No shutoff 8. Ventilation Fans - 1 Pan foward crew quarters - No shutoff H. Vessel Electrical Gemrators 1. Emergency Location Output(KW or KVA) Prime Moy_eL la.-N/A lb. 1c. 2. Non-Emergency Location Output(KW or KVA) Prime Mover 2a. ER 30 KK- Diesel- 2b. ER 30 KW Diesel 2c. (GM 3-71) 2d. 3. Comments 125 Volts DC 200A located in Engine Room- I. Vessel Firg ftns 1. Emergency Fire Pumps (If not electric, list PM under 'Motor') Location CaRacity (GPM) Motor Rime (KW or la. _N/A lb. 1c. 2. Non-Emergency Fire Pumps Location CUacity (GPM) Prime Mover 2a. ER 150- Diesel 2b. 2c. 2d. 2e. 3. Comments - 3-71 Power Take-off J. Vessel Fixed Damatering Puns 1. Emergency Dewatering Pumps (Will run off emergncy generators) Location CaRacity (GPM) Motor Size (KW or KVAI la. 2a 3a. 2. Non-Emergency Dewatering Pumps Location CapAcity (GPM) Prime Mover 2a.-ER 50 ___ ---Diesel 2b._ ER .1600@:GPH 1/2 HP Motor 2c. 2d. Comments _ Diesel is 3-71 Power Take-off K. Vessel Fixed Extinguishing Systems (Please list only remote release control locations--assuming local release at bottles) 1. Carbon Dioxide (C02) Fixed Bottles la Spaces Protected_ER lb: Release Locations-ER 1c. # of Bottles .1 capacity Each_100 lbs ld. Bottle Locations-ER J 2 1 ne lve@@mpshtre Fort liandbook The New Ha ,_,..Hi1.tori State,Pa.rk 136 U u. fi NY VT NH nc DOVER FIT. Concord 3*-FT. TURNING BASIN 0 GEN. SULLIVAN ELIOT Portsmo BRIDGE Q0 NEW iNGTON 3S-FT. CHANNEL MA Bost n 1. Sprague Energy 2. New England Tank & is-FT. TURNING Fuel Storage Corp. BASIN C:T Rl 3. Gulf Oil Co. ME. 95 Pro@idenc 4. Belcher New England KITTERY S. Sea-3, Inc. r S haf SPAU F CREEK master Fish Go... MLING ROCK 7. Simplex Wire& Cable Co. HIG04WAV BRIDGE a. Public Service Oo. of ME NH BRIDGE (LIFT) NH (Newington Station) South TOWN OF KITTERY 9. Public Service Co., of N.H. / PORT AUTHORITY NH (Schiller Station) EMORIAL BRIDGE (LIFT) 10. Northeast Petroleum it 7 ii. Gold Bond (National Gypsum) rth ACK CHANNEL Cha Bridge Radio 12. NH PORT /mbe, of comm6rce Frequencies: Channel 13 AUTHORITY 13. Viking Sun SEAVEYISA PEPPEAREL BRIDGE CLEARANCES 14. Granite State Minerals to 21. Dion's MEMORIAL BRIDGE (LIFT) 15. Heritage Cruises FT1,CHAHNELi!`: Yacht Yard HOR. 260 FT. 603-436-3830 16. Portsmouth VERT. 150 FT. Navigation Co. ME.-N.H. BRIDGE (LIFT) 603-436-2432 17. Prescott Park HAPLEIGH IS HOR. 200 FT 18. State Fish Pier VERT. 135 FT. 19. Portsmouth Naval 4z:;PV NEW CASTLE IS 1-95 HIGHWAY BRIDGE (FIXED) Shipyard, (Kittery, 2) HOR. 440 FT, 20. U.S. Coast Guard NEW CASTLE PORT VERT. 135 FT. (New Castle Statin PORTSMOUTH ..AT BRIDGE PISCI GENERAL SULLIVAN BRIDGE (FIXED) HOR, 100 FT. Pierce Is.- LOCAT Latitud VERT. 46 FT. Boat Launch Longitu Distanc LITTLE HARBOR NEW CASTLE HIGHWAY BRIDGE (BASCULE) HOR, 29 FT. SCALE IN VERT. 12 FT. Contact: Bob Allard, ME, NH Bridge Authority 603-436-3500 ALL DEP Appendix 24 Page 2 Directions for--RespQnders M smouth Harbor Terminals NOTE: These are directions for those responding to the waterfront sites. Staging Areas for mutual aid equipment/personnel may be different locations. Newington: Sprague: Spaulding Tnpk north to Exit #4--River Road. If going south on Spaulding Tnpk from Dover, take reverse loop after GS Bridge and get to right. Turn right off ramp 300 yds to Sprague gate--left. Sea-3 LPG: Old Dover Road north just past Country Curtains to River Road exit on right as going down hill-go straight onto Patterson Lane 1/2 mi downhill to entrance and gate on right. If Spaulding Tnpk north, take Exit #4--River Road- Turn right off ramp onto River Road-1/2 mi to left turning curve onto Patterson Lane-continue 1/2 mi to entrance and gate on right. If Spaulding Tpk south, take reverse loop after GS Bridge to Exit #4 and follow directions above. Simplex: Old Dover Road to entrance across from Filene's at Fox Run Mall. PortsmoUth: PSNH Gosling Road east at Sundeen's AV Warehouse to end Schiller: at River-gate on right. PSNH Gosling Road east at Sundeen's AV Warehouse 1/2 mi Mobil: to paved entrance on right opposite Mobil tanks- go up hill past brick building-continue and bear next left down hill-pavement rough. Gold Bond Market Street to Cutts Road to end--through gate & Gypsum: turn right--go around building to dirt access. NH Port Market Street to steel scrap piles-through gate at Authority: traffic light-around shed building. Isles of Market Street next to steel scrap pile and across Shoals Stmshp: from the new Sheraton. Granite Market Street across from new Sheraton and usually State Minrls: has salt piles in terminal. Portsmouth Tugs located at Ceres Street facility 50 yds. east Navigation of Granite State Minerals. New Castle: USCG Route 1B to Fort Constitution. Follow signs to Station USCG Facility. Appendix 24 Page 3 US Army Corps of Engineers Facility and Pier Information PIERS, WHARVES, AND DOCKS Portsmouth, New Hampshire. right bank, Piscataua River Corps of Engineers Port Code No. 00600 REFERENCE NUMBER ON MAP 7 Dock Code No. 785 8 Dock Code No. 783 9 Dock Code No.770 NAME Portsmouth Navigation Corp. Wharf. Oar House Dock. Granite State Minerals Dock. LOCATION ON WATERFRONT Approximately 1.200 feet above Approximately 1.400 feet above Above Memorial Bridge (U.S. Highway 1) Memorial Bridge (U.S. Highway 1) foot Memorial Bridge (U.S. Highway 1) between foot of Russell and Deer Streets of Hanover Street extended, extended. Cares Street 64 Cares Street 227 Market Street OWNED BY Portsmouth Navigation Corp.. division Society of Colonial Dawal New Hamp- Granite State Minerals. Inc. of Central Wharf Tow Boat Co.. Inc. shire Division . OPERATED BY do. Oar House, Inc. and Gallant do. Industries, Inc. PURPOSE FOR WHICH USED Mooring company-owned tugs and harbor Mooring excursion vessels and Receipt of salt: receipt and shipment pilot boats. miscellaneous craft. of various dry bulk commodities and heavy lift items. TYPE OF CONSTRUCTION Masonary stone bulkhead, solid fill, Steel sheat pile bulkhead with Steel sheet pile bulkhead with solid with timber pile, timber-decked asphalt-surfaced, solid fill fronted with timber pile, timber-decked asphalt-surfaced, solid fill fronted fill fronted by steel pile, timber- extendsion one 40-foot,timber, mooring by 6-foot wide timber float. decked, asphalt-surfaced extension. float located at lower end of wharf DESCRIPTION Face Lower side Face Sides Face Lower side Upper side Dimensions (Feet) 125+40 18 100 31 300 32 50 Depth Alongside at MLW Do: 16-17 - 12 32 Breasting Distance Do: 165 100 300 Total Berthing Space Do: 3 abreast 100 300 Width of Apron Do: Open and 33 25 32 Height of Deck Above HLW Do: 10 1. float. 18 Load capacity (Lbs. per sq. Ft. lighted. Partly lighted Lighted or unlighted Lighted. One 130-ton, electric, pedestal-mounted, MECHANICAL HANDLING FACILITIES None revolving crane with 100-foot boom equipped with 6-cubic yard clamsbell bucket for unloading salt into storage area at rear. One 6-cubic yard, diesel, front-end loader for reclaiming salt receiving from storage into a portable receiving hopper with gasoline-operated, inclined, diesel. crawler cranes, each with 85-foot boom, equipped with 4-cubic yard bucket o12edtvichilt-cubic: yard bucket capable of 20-ton lifts at 35-foot radius when working in tandem. RAILWAY CONNECTIONS None. None. one surface track in rear of upper end of wharf serves open-storage areas con- nects with Boston and Mains, Railroad. HIGHWAY CONNECTIONS Via Ceres street. asphalt. 20 feet Same as Ref. No. 7. Via Market Street, asphalt, 50 feet wide,from Bow street, asphalt 25 wide, from Interstate Highway 95. w ':pholt. 50 feet feet wide WATER SUPPLY Through one 1 1/2 inch line None. Through one 2-inch line. (Available to Vessels) ELECTRIC CURRENT A.C., 110/220 volts. A.C., 110/22O Volts. A.C., 110/220 volts (Available to Vessels) FIREPROTECTION water line, hose, hand extinguishers Hand extinguishers water line, hose, and watchmen. (Other than City) and watchmen. REMARKS Tug dispatch and Portsmouth Pilots Portsmouth Harbor Cruises operates Approximately 2 acres of open storage offices located at rear. excursion vessels from wharf. area fir 50,000 tons of material at wharf, and approximately 8 acres of additional, company-owned, open storage wharf. and approximately 8 acres of area for 100,000 tons at Boston and Maine Portsmouth rail yard located on east shore of North Mill Pond, approximately 1,500 feet in rear. Appendix 24 Page 4 PIERS. WHARVES. AND DOCKS Portsmouth, New Hampshire, right bank, Piscataqua River Corp of Engineers Port Code No. 00600 00610 REFEREBCE NUMBER ON MAP 10 Dock Code No. 765 11 Dock Code No. 735 12 Dock Code No. 900 NAME Viking,wharf. New Hampshire State Port Authority, National Gypsum Co., Portsmouth Plan- Marine Terminal Wharf. Wharf. LOCATION ON WATERFRONT Approximately 1,500 feet below Maine- Below Maine-New Hampshire Interstate Approximately 1,000 feet below Inter- New Hampshire Interstate Bridge below Bridge on Nobles Island. state 95 Highway Bridge. Nobles Island. 315 Market Street Freeman's Point OWNED BY Viking of Yarmouth, Inc. New Hampshire State Port Authority. Cold Bond Building Products. division of National Gypsum Co. OPERATED BY do. New Hampshire State Port Authority Gold Bond Building Products, division and John T. Clark & Son of New of National Gypsum Co. and Northeast Hampshire, Inc. Petroleum Corpuf New Hampshire. PURPOSE FOR WHICH USED Mooring and landing for excursion Receipt and shipment of containerized Receipt of gypsum rock b self-unloading boats to Isles of Shoals. and conventional general cargo in vessels receipt of petroleum products. foreign and domestic trade; shipment of scrap metal and miscellaneous bulk materials. TYPE OF CONSTRUCTION Timber pile, timber-decked offshore Concrete-filled, steel pipe pile. Steel sheet pile bulkhead with solid wharf. with 60- by 9-foot timber concrete-decked. part offshore wharf fill fronted by 3 steel sheet pile, approach from bank at east end. and fronted by rubber fender system. with cellular breascing dolphins. 50- by 3-foot timber approach from a 45- by 36-foot, concrete, roadway, bank at west end; inclined timber bridge approach at lover and. ramp to 20- by 8-foot timber float at east end. DESCRIPTION Face of Face East side West aide Face Lower side Upper side bulkhead Lower side Upper side Dimensions (Feet) 135+20 12 12 578 92 75 300 30 30 Depth Alongside Do. 15 15 8 35 - - 34-35 - - Breasting Distance Do. 135+20 - - 578 - - 265 dolphs - - Total Berthing Space Do. 180 578 - - 450 - - Width of Apron DO. 12 476122 Open Height of Deck Above MLW Do. 11 14 14 & 16 Load Capacity (Lbs.per sq ft) - 600 - lighted or unlighted Lighted. Lighted Lighted TRANSIT SHEDS None. Two - steel frame, clearspan,metal- None. Number and Description covered. concrete floors. Length and Width (feet) 350 by 60 240 by 120 height inside Do. 18 17 Floor Area for cargo (sq.ft.) 18,000 25,000 Load Capacity per sq.ft. (Lbs.) 600 600 Cargo Doors (feet) Shipside: two 15x14 - Rear: three24x14-15 - Sides: one 24x14 four 20 & 16x14 Truck Dock: - two 12x14 MECHANICAL HANDLING FACILITIES None. John T. Clark& Son of New Hampshire: Steel cover with hinged-cantilevered 5 diesel crawler cranes: boom on 50- by 25-foot, steel pile. concrete-decked platform located at NO. CAPACITY BOOM LENGTH lower side: hopper at outer end of (TONS) (FEET) boom receives gypsum from self-unloading 165 110 vessels. serves inclined. 52-inch, 2 50 65 electric, belt-conveyor system extend- 30 65 ing to open storage area at rear: one 15 50 hosehandling tower located on center breasting dolphin for unloading One 15-, ten 4- and twenty 2 1/2-ton petroleum products. Material is forklift trucks. reclaimed via bulldozer with ripper Additional stevedore equipment is loading a level hopper served by a 15- available as required. inch conveyor belt extending to plant. RAILWAY CONNECTIONS None. one surface track serves open storage One surface track serves plant at rear area in rear; connects with Boston connects with Boston and Maine Rail- and Maine Railroad. road. HIGHWAY CONNECTIONS Via Market Street. asphalt, 50 feet Same as Ref. No. 10 Via Cutts Avenue. asphalt, 20 feet wide, from Interstate Highway 95. wide, from Market Street extension and Interstate Highway 95. WATER SUPPLY None. Through 3-inch line. None. (available to Vessels ELECTRIC CURRENT A.C., 110/220 volts. A.C., 110 volts. None. (Available to Vessels) FIRE PROTECTION Hydrants. hose, and hand extinguish- Hydrants. hose. hand extinguishers, Water line and watchman. (Other than City) ers and pumps and hose an excursion and sprinkler system in one transit boats. shed. REMARKS "MV Viking Sun" moors at wharf. Approximately 10 acres of partly- open storage area at rear of wharf for paved. open storage area at rear. approximately 200,000 tons of gypsum rock. Gypsum wallboard manufacturing plant at rear. Northeast Petroleum Corp:One 12 and one 10-inch, pipelines extend from wharf to 5 steel storage tanks at rear, total capacotu N Appendix 24 Page 5 PIERS, WHARVES, AND DOCKS Portsmouth, New Hampshire. right bank, Pascataqua River Corps of Engineers Port Code No. REFERENCE NUMBER ON MAP 13 Dock Code No. - 14 Dock Code No. 870 15 Dock Code No. 864 NAME Public servicer C0. of New Hampshire, Mobil Oil Corp, Portsmouth Terminal C. H. Sprague & Son Co. Wharf. Schiller Station Mooring. Wharf LOCATI0N ON WATERFRONT Approximately 0.7 mile above Inter- Approximately 0.8 mile above inter- Approximately 0.9 mile above Interstate state Highway 95 Bridge. state Highway 95 Bridge. Highway 95 Bridge. Public Service Co. of New Hampshire. Public Service CO. of New Hampshire Public Service Co. of New Hampshire OPERATED BY Not operated. Mobil Oil Corp. C.H. Sprague & Son Co. PURPOSE FOR WHICH USED Not used. Receipt of petroleum products; occa- Receipt of coal and fuel oil. sional bunkering of vessels. TYPE OF CONSTRUCTION Two 30-foot-diameter, steel sheet Steel pile, concrete-decked. offshore Concrete pile, steel beam, concrete- pile, cellular breasting dolphins 200 wharf with one walkway and one pipe- decked, offshore wharf with 100- by 20- feet apart with 8O- by 15-foot timber line approaches; 3 steel sheet pile. foot approach; one steel sheet pile, approach to lower dolphin. cellular mooring dolphins in line with cellular mooring dolphin, located face and connected by catwalks. approximately 100 feet below and to rear of face, wharf is fronted by rubber-cushioned fender system. DESCRIPTION Dolphins Face Lower side Upper side Face Lower side Upper side Dimensions (feet) 230 37 60 30 405 40 40 Depth Alongside at RtW DO. 23 37 - - 37 - - Breasting Distance DO. 230 250 - - 400 - - Total Berthing Space, DO. 230 250 - - 700 - - Width of Apron DO. 30 30 Open Height of Deck Above MLW DO. 10 10 11 Load Capacity (Lbs. per Sq Ft.) - - 500 Lighted or Unlighted Unlighted. Lighted. Lighted. TRANSIT SHEDS None. None. None. Number and Description Length and Width (Feet) Height Inside DO. Floor Area for Cargo (Sq. Ft) d Capicity per Sq. Ft. (Lbs.) Cargo Doors MECHANICAL HANDLING FACILITIES None One hosehandling tower on wharf. One electric, traveling, gantry. 16-inch auger unloader with maximum 78-foot out- board reach travels 380 feet along wharf, unloads onto a 48-inch longitudi- nal. thence transverse, belt conveyor extending to open storage, area atop high bank in rear, rate 1,000 tons per hour. One mast-and-boom derrick with 35-foot boom for handling hose. RAILWAY CONNECTIONS None. None. One 500-foot surface track serves tank carloading rocks at rear of wharf; con- nects with tracks of Boston and Maine Corporation. HIGHWAY CONNECTIONS Via plant road, asphalt. 15-20 feet Same as Ref. No. 13. Via plant road, paved, 15 feet wide. wide. from Gosling Road, asphalt. from foot of Gosling Road, asphalt, 30 feet wide. 30 feet wide. WATER SUPPLY Through 3-inch line. None. Through 21/2-inch lines. (Available to Vessels ELECTRIC CURRENT None. A.C., 220/440 volts. None. (Available to Vessels) FIRE PROTECTION None. Chemical carts and hand extinguishers. Heat sensors and sprinkler system on (Other than City) conveyor, foam system at tanks, hose, hand extinguishers, and security patrol. REMARKS Facility was formerly used for mooring Mobil Oil Corp.: Two 14-, two 12-, Schiller Steam Electric Generating afloating power plant. and one 10-inch pipelines extend from Station located at rear of wharf. Open One 8-inch pipeline extends to wharf wharf to 14 steel storage tanks storage area atop bank has capacity for from one 30,000-barrel fuel oil stor- terminal an opposite side of Gosling 53,000 tons. One 16-inch pipeline age tank at rear not in use at time Road, total capacity 550,000 barrels. extends from wharf to 8 steel storage of survey. C. H. Sprague & Son Co. maintains a tanks at C. H. Sprague & Son Co. terminal 10-inch pipeline connection to wharf in rear, total capacity 577,000 barrels; for bunkering purposes, not in use at one 20-inch pipeline extends from wharf time of survey (1984). to 2 steel storage tanks serving Newington Power Plant approximately 1/4 mile upstream, total capacity 566,000 barrels. Appendix 24 Page 6 PIERS, WHARVES, AND DOCKS Newington, New Hampshire, right bank, Piscataqua River Corps of Engineers Port Code No. 00610 REFERENCE NUMBER ON MAP 16 Dock Code No. 855 17 Dock Code No. 18 Dock Code NO. 847 NAME Simplex Wire and Cable Co. Wharf. American Trawler Co. Dock. Defense Fuel Support Point. Newington Dock, LOCATION ON WATERFRONT Approximately 1.5 miles above Approximately 1.8 miles above Approximately 2 miles above Interstate Interstate Highway 95 Bridge. Interstate Highway 95 Bridge. Highway 95 Bridge. 2073 Woodbury Avenue Old Dover Road Foot of Patterson Lane OWNED BY Simplex Wire and Cable Co. Richard Bruno. U.S. Government, Department of Defense Logistics Agency OPERATED BY Simplex Wire and Cable Co. Sub- American Trawler Co.. Inc. New England Tank Industries of New marine Cable Division. Hampshire. Inc. PURPOSE FOR WHICH USED Shipment of wire and submarine Receipt of fish and seafood; fueling Occasional receipt of petroleum products cable; receipt of submarine cable to fishing vessels, by tanker; shipment of petroleum be refurbished. products by barge. TYPE OF CONSTRUCTION Concrete-filled, steel pipe pile, Steel pile. concrete-decked. L-shaped Offshore wharf: Row of four steel steel beam, concrete-decked, off- pier. sheet pile. cellular breasting dolphins shore wharf with 250- by 15-foot connected by catwalk extending to bank approach; 4 steel breasting dolphins from upper dolphin. Two middle dolphins below, and one 30-foot square steel connected by timber deck. pile, concrete-decked breasting dolphin above, all in line with face. DESCRIPT10N Rear of Lower Upper Face Lower side Upper side Face face side side Face Dimensions (Feet) 130 30 30 210 185 25+250 275 344 Depth Alongside at MLW Do. 30 - - 21 10-11 10-11 10-21 32 Breasting Distance 690w/dolphs. - - 210 185 25+250 275 344 Total Berthing Space Do. 690 - - 210 185 25 250 275 300 Width of Apron Do. Open. 25 275 40 Height of Deck Above MLW Do. 15 15 15 Load Capacity (Lbs. per Sq.Ft.) - - - Lighted or Unlighted Lighted. Lighted. Lighted. TRANSIT SHEDS None. None. None. Number and Description Length and Width (Feet) Height Inside Do. Floor Area for Cargo (Sq.Ft.) Load Capicity per Sq.Ft. (Lbs.) Cargo Doors MECHANICAL HANDLING FACILITIES Electric, portable. cable-pulling Two electric mast-and-boom derricks: Timber platform on middle calls has machines move continuous lengths of One 0.6-ton with 30-foot boom and one unused electric. steel, stiff-leg cable over covered, inclined, roller One 0.4-ton with 20-foot boom. derrick with 40-foot boom. system extending to wharf from plant at rear. RAILWAY CONNECTIONS One surface track serving plant ac None. None. rear connects with Boston and Maine Railroad. HIGHWAY CONNECTIONS Via private driveway. part asphalt Via driveway and Old Dover Road. each Via driveway, asphalt. 20 feet wide and part unpaved, 18 to 20 feet wide, asphalt, 20 feet wide, from Woodbury from Patterson Lane. asphalt, 15 to from Woodbury Avenue. asphalt. dual Avenue, asphalt, dual lane. 20 feet wide. from Dover Road U.S. lane. Highway 4 and State Highway 16. asphalt, dual lane. WATER SUPPLY Through 2-inch line with 1 1/2-inch con- Through 1-inch Line. None. (Available to Vessels) nection. ELECTRIC CURRENT A.C., 110/208/440 volts. A.C., 110/220 volts. A.C., 110/220/240 volts. (Available to Vessels) FIRE PROTECTION Water line, hose, hand extinguishers. Hose and hand extinguishers. Chemical cart. hand extinguishers, and (Other than City) and watchmen. security patrol. REMARKS Special ocean cable-laying vessels One 3-inch salt water pipeline serves One 16- and one 8-inch pipelines ex- berth and load cable at wharf. pier. tend from wharf to 6 storage tanks at Processing plant at rear has freezer rear. total caps capacity 360.000 barrels, storage for 750.000 pounds and re- and one 10- and one 8-inch pipelines frigerated storage for 300,000 pounds extend from tank farm to two steel storage tanks at Pense Air Force Base. total capacity ll0,000 barrels. 25 15 Appendix 24 Page 7 PIERS, WHARVES, AND DOCKS Corps of Engineers Port Code No. 00610 Piscataqua River, New Hampshire REFERENCE NUMBER ON MAP 19 Dock Code No. 845 20 Dock Code No. 80 21 NAME Storage Tank Development Corp. Dock. Sprague Energy Newington Terminal Dock Code, No. 260 Wharf Badger's Island Marine Services Wharf. feet above Memorial south side of of Badger Island, Kittery, Foot Of Patteson Lane deep-draft navigation. OWNED BY 126 River Road Maine. 68 Thorners Lane Storage Tank Development Corp. C.H. Sprague & Son Co. Charles C. Patten. OPERATED BY do. do. Badger's Island Marine-Services, Inc. PURPOSE FOR WHICH USED Receipt and shipment of petroleum Receipt and shipment Of petroleum Mooring fishing boats and other small Products; receipt of asphalt. No. 6 products. asphalt, tallow and caustic vessels for repair; mooring miscellane- fuel oils, liquefied petroleum gas soda. ous vessels. and methyl-methacrylate. (See Remarks. ) TYPE OF CONSTRUCTION Offshore wharf: row of 3 steel sheet Steel pile, concrete-decked, offshore wharf Timber pile. timber-decked, offshore wharf. pile. cellular breasting dolphins with 300- by 10-foot steel pile timber- with 65- by 10- and 80- by 12-foot approaches. connected by steel pile, timber- decked approach; One steel sheet pile, cellu- fronted by a perminently moored timber barge decked catwalk with 160- by 4-foot lar breasting dolphin an each side, in line and 4 parallel Limber floats spaced 36 feet approach of same construction to with face. Timber and steel catwalks extend apart connected by a commonn 5-foot wide float lower dolphin. from wharf to breasting dolphins. and con- approach from barge. tinue at angle to 2 steel and concrete moor- ing dolphins an upper and One an lower sides. DESCRIPTION Four Parallel Floats Barge Face Face Lower side Upper side Outer Center Piers Inner Dimensions (Feet) 250 -5 30 30 240x5 190x5 150x5 110x5 110x30 Depth alongside at MLW Do. 38 35 30-35 - 11 10 9 8 8 Breating Distance Do. 250 225w/dolphs.- - 475 375 295 215 105 780 780 - - 475 375 295 215 105 Total berthing Space 700 Width of Apron Do. 50&30 Open. 5 5 5 5 30 Height of Deck Above MWL Do. 14 14 2 2 2 2 12 Load capacity (Lbs. per Sq.Ft.) - - - Lighted or unlighted Lighted. Lighted. Lighted. TRANSIT SHEDS None. None. None. Number and Description Length and Width (Feet) Height Inside Do. Indoor Area for Cargo (Sq.Ft.) Load Capacity per Sq.Ft. (Lbs.) Cargo Doors MECHANICAL HANDLING FACILITIES- One 50-foot-long electric telescopic Steel framework on platform equipped One 4-ton, Gasoline-hydraulic. mobile boom mounted on tower on center with electric hoist and one 20-foot crane. dolphin. rotating boom for handling hose. RAILWAY CONNECTIONS One 2-car-capacity surface track One surface track with capacity for None. serves terminal in rear connects with 3 cars serves terminal in rear Boston and Maine Railroad. connects with Boston and Koine Railroad. RICHWAY CONNECTIONS Via driveway asphalt, 20 feet wide, Via private road, asphalt. 25 feet Via Thorners Lane, asphalt. 20 feet from Pattern Lane asphalt, 15-18 wide, from River Road, asphalt, 20 wide, from U.S. Highway 1. feet wide, from Spaulding Turnpike foot wide from Spoulding Turnpike. (U.S. Highway 4) State Highway 16). WATER SUPPLY None. Through 2-inch line. Through 3/4-inch line. (Available to Vessels) ELECTRIC CURRENT A.C. 110/220 volts. None. A.C.. 110/220 volts. (Available to Vessels) FIRE PROTECTION Hydrants, hose, pump, 4-inch fire Water line, hydrant. hose. hand Water line. hose, and hand extinguishers. (Other than City) water line. hand extinguishers. and extinguisher,and security patrol. security patrol. REMARKS Storage Tank Development Corp.: Four One 16-. one 14-, four 10-, and one Two 30-ton marine railways located on 16- and one 12-inch pipelines extend 8 1/2 -inch pipelines extend from wharf upscream side of floats. from wharf to 6 asphalt storage tanks, to 3 asphalt storage tanks. total total capacity 159,000 barrels; one capacity 65.000 barrels, and 6 150,000 barrel storage tank for No. 6 petroleum products storage conks, fuel oil; 4 storage tanks for other total capacity 593.000 barrels. petroleum products. total capacity One 10-inch pipeline extends to 2 174,000; and one 15,000-barrel caustic soda storage tanks. total methyl-methacrylate storage tank. capacity 30.000 barrels and to 6 At time of survey (1984), methyl- tallow tanks, total capacity 54,000 methacrylate was being received only barrels. by rail. Dorchester Sea-3 Products, Inc.: One 18-inch pipeline extends from wharf to one 400,000 barrel liquefied petroleum gas storage tank. New England Tank Industries of New Hampshire: One 18-inch pipeline on wharf connects with pipelines and tankage described under Ref. No. 18. Appendix 24 Page 8 uscG waterfront Facility Information On the Piscataqua River Basin 302 Transfer; Storage and Processing Facilities 301.1 Purpose and Objectives. This section describes the bulk storage facilities and lists various companies involved in transporting of petroleum products and hazardous substances. 302.2 Bulk Storage Facilities 302.2-1 Piscataqua River Basin Facility Name and Address Product Amount Stored (bbl) Northeast Patroleum Corp. Kerosene 549,660 Preble Way Diesel Portsmouth, NH 03801 Fuel Oil #2 (603) 436-5147 Mobil Oil Corp. Gasoline 509,246 Gosling Road Fuel Oil Portsmouth, NH 03802 Kerosene (603) 436-7887 Diesel C. H. Sprague and Company #6 Fuel Oil 342,000 290 Gosling Road #4 Fuel Oil Portsmouth, KH 03802 (603)436-4120 Newington Station 560,000 Schiller Station 205,000 Fuel Storage Corp. #6 Oil Patterson Lane Asphalt 700,000 Newington, NH 03801 Fuel Oil (603)436-1551 Kerosene JP4 Methyl Methacrylate 15,000 Defense Fuel Support Point Jet Fuel, JP-4 360,000 Patterson Lane Newington, NH 03801 (603)431-6885 Sea-3 Products LPG 400,000 P.O. Box 1410 Newington, NH 03801 (603)431-5990/2/3 C. H. Sprague and Company Asphalt P.O. Box 1288 Gasoline 1,046,500 Old Dover Road Fuel Oil #2,#4,#6 Newington, NH 03801 Kerosene (603)431-5131 Diesel Tallow 54,000 Caustic Soda 22,500 Appendix 24 Page 9 USCG Waterfront Facility Information On the Piscataqua River Basin Facility Name and Address Product Amount Stored (bbl) Whale Co. Oil Heating Oil 71 3000 Lafayett RD Portsmouth, NH 03801 (603)436-1110 U.S. Navy Gasoline 352,000 Kittery, ME Diesel (207)438-1000 Heavy fuel oils Ext. 1898 Main Office Ext. 1835 Fuel Plant (207)438-1898 Tom Gillory Oil Spill Coordinator 302.2-2 Saco River Basin Brooks Wollen No. 6* 40,000 Sanford, ME (207)324-3080 302.2-3 Presumpscot River-Casco Bay Basin Central Main Power Co. No. 2 61,000 Cape Elizabeth Station So. Portland, ME (207)799-7561 Central Maine Power Co. Bunker C 953,000 W. F. Wyman Station #2 Oil RR #1, P,O, Box 2268 Yarmouth, Maine 04096 (207)846-9055 British Petroleum Corp. Gasoline 660,000 59 Main Street Fuel Oil So. Portland,.ME 04106 Kerosene (207)799-8586 - Gulf Oil Co. Gasoline 875,000 175 Front Street Heating Oil So. Portland, ME 04106 Kerosene (207)799-5561 Bunker C Northeast Petroleum Corp Kerosene 482,000 1 Clark Road Fuel Oil So. Portland, ME 04106 6 Oil (207)799-4504 Getty Refining Gasoline 299,100 Marketing CO Fuel Oil #2 P.O. Box 1590 So. Portland, ME 04106 (207)799-8518 Appendix 24 Page 10 USCG Vessel and Cargo Information MONTHLY TRAFFIC SUMMARY FOR THE MONTH OF DECEMBER 1987 PORTSMOUTH: TANKERS: BARGES: LAGOVEN GUANOCO 20 ' 000 B. NO. 65 20,000 POMEROL 152,000 E-57 55,000 CHABLIS 210,000 B. No. 85 62,000 PACIFICA 216,000 E-57 54,000 PORT BLANC 231,000 B. No. 35 18,000 OMI CHARGER 100,000 FOSSARINIA 175,000. TOTAL NUMBER OF BARGES 5 POMELLA 145,000 TOTAL CARGO AMOUNT 209,000 TOTAL NUMBER OF TANKERS 8 TOTAL CARGO AMOUNT 1,249,000 CARGO: ARCTURUS 2,000 MT TALLOW YANKEE CLIPPER CONTAINERS GOLD BOND TRAILBLAZER 28,268 MT GYPSUM ROCK JUVENTIA 10,000 MT COAL ISLAND GEM 9,000 MT SCRAP IRON YANKEE CLIPPER CONTAINERS HAVMANN 7,000 MT LPG YANKEE CLIPPER CONTAINERS HAPPY VALLEY 470 MT STEEL COILS ZUES CABLE YANKEE CLIPPER CONTAINERS STOLT AQUAMARINE 4,000 MT CAUSTIC SODA ISOMERIA 14,400 MT LPG MITHILDA DEGAGNES. 6,500 MT SALT MARTHA A 2,000 MT TALLOW GOLD BOND TRAILBLAZER 28,600 MT GYPSUM ROCK WOENSDRECT 31,500 MT SALT TOTAL NUMBER OF CARGO VESSEL 17 TOTAL CARGO AMOUNT 143,738 MT PLUS Appendix 25 Vessel Stability Concepts and Definitions Introduction. The intent of this section is to provide a basic understanding of vessel stability to Portsmouth Harbor fire personnel who must comprehend and base decisions upon expert advice that should be available during an incident. It is not intended to supply the knowledge that is gained only through specialized education and many years of experience. Vessel Stability and Equilibrium. Stability is the tendency of a floating vessel to return to an upright position when inclined from the vertical by an external force. If the vessel returns to or remains at rest af ter being acted upon, it is either in stable or neutral equilibrium. If it continues to move unchecked in reaction to the external force, it is in unstable equil ibr ium. An unstable vessel therefore, is one that after being inclined, continues to incline, possibly until it capsizes. Throughout an incident, it is desirable to maintain vessel stability and minimize list. Initial Stability. The ability of the vessel to initially resist heeling from the upright position is determined by its initial stability. The vessel's initial stability characteristics hold true only for relatively small angles of inclination. At larger angles, defined as those over 10 degrees, the ability of the vessel to resist inclining moments is determined by its overall stability characteristics. Typical Vessel Conditions. This section will generally address stability matters concerning vessels in the following two conditions: (1) floating -410 (2) whose hulls are intact. Usually, these conditions will exist during the beginning stages of an incident. Stability and weight distribution considerations are relatively uncomplicated when these two criteria are met. If, for instance, an explosion has ruptured the hull or the vessel has contacted the bottom, considerations will be more involved. These more complex situations may occur singly or in combination and include vessels: * Aground * Damaged (holed) with free communication * Underway with extensive free surface * In dry dock, graving dock, synchrolift, etc. Unquestionably, expert advice should be obtained anytime the stability of the vessel is in doubt. A complete list of consulting resources, including those for vessel stability, should be compiled and maintained. The vessel's crew, who is should be most familiar with the vessel's stability situation, may not always be available or able to provide adequate situation assessment. Appendix 25 Page 2 Center of Gravity. The center of gravity of an intact vessel is the location of the point where the sum of all the weights in the vessel is equal to zero with respect to any axis through this point. The vertical downward force of gravity acts through this point. The center of gravity and its relationship with the vessel's center of buoyancy and righting arm are key factors to understand when determining and controlling vessel stability. The illustration on Page 3 shows this relationship. The concept of center of gravity, whether for a vessel or other mobile equipment such as an aerial ladder or snorkel, is essentially the same. In essence, the weight of the particular piece of equipment is considered to be concentrated at that point. As an aerial ladder is raised, the unit's center of gravity rises and is counteracted by the inherent weight of the vehicle and its supporting outriggers. Similarly, a vessel's center of gravity also rises as weight is placed higher in the vessel. It differs in that it is unable to provide external support mechanisms (i.e. outriggers) due to the water around it. Vessels, will therefore suffer a loss of stability as water utilized in firefighting is accumulated above the original center of gravity. This is particularly significant in regard to vessels with large superstructures such as passenger ships and car carriers. The higher the weight, the more detrimental the effect. If this vulnerability is not properly understood and controlled, the consequences may severely impact all firefighting efforts. It is an integral part of overall strategy. Free Surface Effect. Free surface, for firefighting considerations, is the tendency of liquid within a compartment to remain level as the vessel is transversely inclined or heeled pro'viding the compartment is : (1) intact, (2) partially full, and (3) allowing the liquid to move unimpeded from side to side. The free surface effect of loose water anywhere in the vessel will impair stability by raising the center of gravity in an apparent or virtual sense. Free Surface Critical Factors. If the vessel is listing or develops a list, the liquid will flow to the low side of the compartment and result in an athwartship shifting of weight. This movement causes the apparent height of the center of gravity to rise, impairing stability. The critical factors of free surface are the surface area of the liquid and the breadth of the compartment. The length of the compartment is much less a factor as it varies in direct ratio with the cube of the compartment's beam. The depth of the liquid and its location in the vessel have little relation to the free surface effect for firefighting considerations. Whether the liquid is high or low, on or off centerline, forward or aft, the reduction in stability 0 due to free surface will be the same. Appendix 25 Page 3 Free Surface Reduction. Pocketing is the effect of the liquid contacting the top of the compartment or exposing the bottom of the compartment. It will reduce the breadth of the free surface area and therefore will have a beneficial effect on stability. Similarly, solid objects projecting through the surface will impede the liquid's movement and be of some benefit. Since the positive effects of pocketing and surface permeability are difficult to determine, they should be considered an extra margin of safety in free surface stability assessments. Combined Effects. The strongest threat to vessel stability from water-induced firefighting efforts it encountered when the water is (1) conf ined high in the vessel and (2) is free to travel significant distances across the beam. The consequences of these combined effects may be devastating. Unfortunately, they sometimes trigger other serious problems. once the vessel begins to heell this 'domino effect' may quickly compound an already aggravated situation. These concerns will be addressed in the next section. Center of Buoyancy. If the water that is displaced by the vessel were considered as one homogeneous unit, the center of the displaced volume of water would be considered the location of the vessel's center of buoyancy. It is the geometric center of the underwater form of the vessel. The vertical upward force of buoyancy acts through this point. Righting Arm. The perpendicular distance between the force of gravity (through the center of gravity) and the force of buoyancy (through the center of buoyancy) is termed the righting arm or righting lever. It is generally calculated at 10 degree intervals of list for several different load conditions of the vessel. Metacentric Height. The true measure of a vessel's initial stability is called the metacentric height or GM of the vessel (below). It is simply a geometric relationship between the center of gravity (G) , the center of buoyancy (B) , and the vessel's righting arm (GZ) for a given angle of inclination. Z = Righting Arm Perpendicular 0 = Angle of Inclination/List M = Metacentric Height G = Center of Gravity B = Center of Buoyancy Bl= New Cntr. Buoyancy 131 Stability Relationship s Appendix 25 Page 4 Metacentric Hej_0-t (continued) If M is above G, the metacentric height (GM) is positive. If M is below G, then metacentric height (GM) is negative. A positive GM indicates the vessel will tend to float upright and will offer resistance to an applied outside force. A negative GM indicates the vessel to be initially unstable and will cease to float upright when even the smallest outside force is applied. An initially unstable vessel may only list at some particular angle and come to rest in a state of stable equilibrium. If the negative GM is large enough, the vessel will not come to rest before capsizing. This relationship of the vessel's stability and GM is only accurate at small angles of heel (below 10 degrees). As list increases, the overall stability of the vessel is the determining criteria. This can be interpreted through the vessel's stability curves usually found in the vessel's Trim and Stability Booklet. Stability Curves. The graphic curves depicting the vessel's calculated righting arms at incremental angles of heel are termed the vessel's stability curves. These curves reveal the overall stability characteristics of the vessel. They are extremely important since they quickly reveal the maximum righting arms for the vessel at different conditions of lading (different values of GM). The maximum righting armi, and more importantly, the angle of inclination at which it occurs, is the primary danger indicator when the stability of the vessel is in serious doubt. A fictitious example, of a partially loaded vessel with a +2 ft. GM is depicted in the stability curve below. Maximum Angle @ 36 S/S BIG TROUBLE Degrees GM +2.0 Feet 3- Righting Arm (Feet) 2 - 0 1 0 5 10 20 3o 4o 50 60 @O Angle of Inclination (Degrees) Note the maximum righting arm attained in this condition is at an approximate inclination angle of 36 degrees. Generally, this maximum angle indicates the point at which the edge of the weather deck becomes submerged. At this point stability drops of f rapidly. A vessel suffering a permanent list would be in imminent danger of capsizing long before this angle was reached. Appendix 25 Page 5 Vessel-Stability Concerns General. The most important concern regarding vessel stability is control of the vessel's list. The inability to maintain the vessel at a reasonable degree of transverse levelness will seriously impact all firefighting operations. Firefighting Factors Affecting Stability. The introduction of large amounts of water into the vessel as a result of firefighting operations will probably be the most critical factor affecting vessel list. other factors include: o intentional flooding of compartments o personnel/equipment movement through watertight doors Stability Factors Affecting Firefighting. As a vessel's list increases, so do the concerns related to firefighting activities. As the vessel heels, poor footing on slippery decks can slow or stop fire combat teams. It may be difficult to apply and maintain a foam blanket. Other concerns include: * increased chance of flammable liquids spilling * possible closure problems with automatic fire doors * strain and possible failure of mooring lines o restriction and loss of vessel access/egress * damage or injury from loose objects shifting * problems with fixed dewatering drains and suctions * loss of vessel machinery due to excessive sustained list Vessel Factors Affecting Initial Stability. The stability of the vessel is described as its ability to resist heeling from the upright position at small angles of inclination. This ability, which is a function of the vessel's GM, may diminish rapidly as the incident progresses and will depend on current vessel factors such as: o the free surface status of all liquids aboard o whether or not the hull is intact * if contacting groundf flatness of hull bottom * whether double bottoms are empty or full * if flooding, intactness of watertight boundaries Instability Factors Affecting overall Stability. As the vessel destabilizes and list increases to larger angles of inclination, other factors may aggravate the vessel's worsening condition. These include: o shifting of loose, bulk dry.cargo such as grain or coal o flooding from unsecured hull openings like portholes o movement of unsecured cargo, machinery, stores, etc. Appendix 25 Page 6 Instability Factors Affecting Underway Operations. The self-propelled movement of a destablized vessel within a confined waterway may be hampered by operational difficulties. If suffering a large list, trimmed by the bow, or drawing too tight a draft for the available water, operational concerns would include: * steering system may function improperly * vessel machinery may not function at large lists * loss of maneuvering control due to proximity to bottom * if poor visibility, needed radar aid may be reduced * free surface may cause vessel to flop from side to side External Factors Affecting Stability. If external factors are anticipated, then it is more likely that negative impacts will be lessened and positive impacts used to their full advantage. External factors would include: * adjacent structures such as piers and wharves * mooring lines if vessel is listing away from structure * range of tide may cause vessel to contact bottom * contour of bottom beneath vessel if contact occurs * bottom composition beneath vessel such as mud or rock * precipitation accumulations of snow or ice on high areas * sea state of surrounding water * action of passing vessels (waker suction effect, etc.) * unusually intense high winds if significant 'sail' area Basic Stability Information and ggsources Stability Resources, An Incident Commander with a basic understanding of stability I should be able to make decisions with appropriate consultation. A review of information gathered prior to the incident and during the incident are necessary to the best decision making. Information resources are divided into consulting personnel and documentation. Stability equipment resources are discussed under 'Dewatering'. Consulting Personnel. Prior to an incident, a regional inventory of stability advisors should be compiled. The list of these agencies and individuals will include the USCG COTP and the Marine Safety office (MSO) located in Portland, Maine. The COTP or representative wil be on-scene to provide assistance and stability advice. The COTP can also help access and coordinate various federal resources and agencies should additional expertise and/or equipment be necessary. Stability advice may also be obtained from other personnel including: * vessel's officers - Master, Chief Mate and Chief Engineer * vessel operator/owner representative such as Port Captain * Portsmouth Navigation Pilots * N.H. Port Authority Director * Portsmouth Naval Shipyard Staff * salvage masters * officers from other vessels o marine consultants * naval architects * maritime academies * marine firefighting schools Appendix 25 Page 7 Documentation. It is prudent to maintain vessel information. This should include information on regularly and occasionally visiting vessels. Since it may be difficult to gather information during an incident, gather information as possible. General information and copies of vessel documents may be available from the owner or operator if you should need information during an incident. In an emergency though, some firms may be able to send information via facsimile. The preferred approach is to be familiar with the vessel's onboard documentation prior to an event. Documentation and other information which may be helpful with stability considerations include: * vessel trim and stability booklet or similar document * vessel tons per inch immersion factor (T.P.I.) * vessel general arrangement plan * vessel capacity plan * vessel fire control plan * vessel docking plan * vessel cargo plan * slide rule used to calculate trim and stress factors * computer or loadmaster used for stability calculations Obtain Primary Stability Information. Basic stability data should be gathered during the initial stages of an incident. The methods or sources used to obtain the data often affect accuracy. Always endeavor to verify information. Vessel Drafts. Most large vessels have draft marks as vertical scales on both sides of the hull at the bow and the stern. They are usually incremented in either feet or meters with the bottom of the number being the 'zero' line. Large ships and barges also have draft marks midships on both sides. All drafts should be visually read as soon as possible in order to establish a baseline for future reference. For various reasons, automatic draft gauges for obtaining draft readings remotely should be suspected as inaccurate. If possible avoid using an automatic reading as the primary source of draft information. Consider such readouts a good double check for visual hull observations. Vessel List. The angle of transverse inclination is normally obtained aboard by reading the vessel's inclinometer. Most vessels have one in the wheelhouse on the bridge deck. Some vessels, particularly large ones, may have additional inclinometers at other locations including the: engine room control flat, cargo control room, Master's office, Chief Mate's office, Chief Engineer's office, or at a prominent centerline location on the main deck. Similar to the drafts, establish a baseline reading as soon as possible for monitoring purposes. Vessel Status. Determine tank and cargo status. If cargo operations were in progress, the vessel may be considerably more vulnerable to stability problems. This is especially true of bulk carriers and even more so of liquid bulk carriers due to the free surface effect. The location and status of any flooded corppartments within the vessel should also be ascertained at this point. Appendix 25 Page 8 Available Depth of Water. Determine the minimum depth of water at the shallowest location beneath the vessel. Subtract the vessel's present deep draft from the water depth to obtain the vertical distance between the vessel and the bottom. Tidal changes should also be incorporated if applicable. Type of Bottom Material. If the vessel contacts the bottom, the nature of the bottom can be a very critical factor. For example, the difference between a mud or rock bottom is extremely significant. Vessel aground considerations apply. As abovef determine this as soon as possible and insure accuracy. Secondary Stability Information. If the stability situation is in doubt, the initial assessment should be immediately followed by a secondary assessment. If the vessel's stability is under control and not serious, the following secondary information may be gathered time permitting. Hull Openings. Assess all direct hull openings, such as portholes or cargo loading doors which may allow water to pour aboard in the event a serious list occurs. Water Flow. Calculate the amounts of water being introduced throughout the vessel and those anticipated in the coming hours. It may be convenient to determine rates in 'tons per hour' since stability calculations will probably be worked in tons. Dewatering Capacity. Determine the vessel's fixed dewatering capacity and power supply potentials. As above, it will probably be beneficial to convert all rates to 'tons per hour'. Watertight Potentials. Determine watertight areas and capabilities of vessel with regard to flooding resistance. Give special attention to watertight doors and closing mechanisms. Mooring Potentials. Assess the possible dangers to personnel should mooring lines fail as a result of severe strain from the vessel listing away from the pier or wharf. Fiber lines may be subject to melting or burning. Learn what alternatives may be available with the vessel's mooring system and be sure consequences are understood. Vessel Aground. If the vessel is aground or is in danger of contacting the bottom, other information will be necessary and may include: * slope of ground beneath vessel * shape of vessel's hull bottom * proximity of passing deep-draft traffic * sea state forecasts o hull stress considerations Appendix 25 Page 9 Dewsiteri Water Weight. Aboard most large vessels weight is measured in long tons of 2240 pounds. A gallon of salt water weighs about 8.5 pounds while fresh water weighs slightly less. This equates to about 264 gallons per long ton. Note that these figures apply to US gallons. Imperial gallons may be used aboard British, Canadian or other vessels and should be adjusted for accordingly. Water Flow. A 2 1/2 inch hose with an approximate 1 inch nozzle outlet under 100 lbs./sq. in. pressure delivers about 250 gallons per minute. Roughlyr this means that a 2 1/2 inch hose delivers about 1 ton of water per minute. At one ton per minuter 60 tons of water weight is added to the vessel each hour a 2 1/2 inch line is in use. A 1 1/2 inch line can be figured at roughly half or about 1/2 ton per minute. These are minimal flow rates and vary significantly with pressure. Vessel Fixed Pumps. Vessels will usually have bilge pump capability for most machinery spaces and large compartments that are situated in the lower parts of the vessel. Some of these spaces may include: * cargo holds Is o main engine room * boiler room * shaft alley area * cargo pumprooms * thruster rooms * forward machinery space Fixed Pump Suctions. Vessel bilge pumps are usually attached to fixed piping and will therefore have no flexibility regarding movement and positioning of the pumps' suctions. Howeverr these pumps often have the flexibility to ncrossover" and draw from a varied number of fixed suctions. Consequently, the fixed system is limited to pumping only water that settles into the lower areas of the vessel. Water that accumulates in upper spaces must be removed by some alternate means. Fixed Pump Power. Some older steam vessels may have steam reciprocating bilge pumps,, but most will have electric bilge pumps that are powered by the vessel's generators. If the vessel's main generators fail, the pumps will most probably be unusable. Emergency generators may often be unable to supply sufficient power to operate separate fire and bilge pumps simultaneously, in addition to the normal emergency load. Vessel Portable Pumps. Although some vessels may have a few small portable diaphragm pumps that run on compressed air, most vessels will provide limited portable pump capability. Appendix 25 Page 10 Dewatgring (continued) Vessel Drainage System. Drains located onboard most vessels are designed to gravity drain most spaces that are above the vessel's normal waterline through the hull into the sea. Spaces that are at or below the water line are often drained into the vessel 's bilges. Whether they drain overboard or into the bilge, these drains (called "scuppers") are generally small in diameter making them vulnerable to blockage by debris that would almost certainly be present throughout the firefighting efforts. Swimming pools should have their own drain system. In accommodation areas, removal of plumbing fixtures at the deck level may also assist in drainage. Portable Pumps Brought Onboard. Dewatering arrangements should be made without delay. Moving portable pumps onboard will require hoisting equipment and numerous personnel to assist with positioning. Dewatering considerations should be automatic and must be addressed without delay if the fire is not quickly suppressed. Sources of portable pumps in addition to those of the municipal fire departments may include: * USCG COTP * Portsmouth Naval Shipyard o pollution cleanup contractors * industrial pump suppliers * salvage companies * USCG Strike Teams Portable Pump Types. Pumps may be powered by a variety of methods including electricity, air, gasoline and water. Of all, the water eductor or ejector pump is probably one of the most efficient devices to position within the vessel. It works on the syphoning principle of a venturi and has no moving parts. These units are extremely lightweight and require no supervision once they are operational. Cutting Holes. In areas of the superstructure, where the metal is relatively thin, it may be preferable to cut holes to allow water to run out. Do not violate the hull's integrity as a serious list may allow water' to pour in the hole rather than out. Stability Analysis and Monitoring Critical Angle of List. Once the vessel status is determined as part of primary information , have the vessel's GM computed for its present condition. Use the GM in conjunction with the vessel's Trim and Stability Booklet to determine the maximum righting arm for the vessel's current condition. One half of the maximum righting arm angle is a good reference point as a critical angle of list. If this angle is reached, the vessel is in imminent danger of capsizing. Appendix 25 Page 11 Stability-Analysis an-d-Mpnitoring (continued) Vessel Drafts. Drafts should be monitored at least every half hour. If the vessel is listing, the drafts on the low side of the vessel will be greater than those on the high side. For this reason, it would be prudent to take the average of the two sides. Also, the midship draft should be exactly halfway between the forward and after drafts. If it is more than 6 inches off of this halfway point, it may be an indication that the hull is being subjected to severe stress. Continue to monitor the vessel's drafts and list for at least 4 hours after discontinuing waterflow into the vessel. Tons per Inch Immersion. Large vessels' Trim and Stability Booklets generally include a hydrostatic table that describes the vessels' tons per inch immersion (T.P.I.) factors for various drafts. These figures represent the weight, in tons, necessary to sink the vessel one inch. Since this refers to the vessels' mean sinkage, each inch of sinkage will correspond directly with each inch of draft midships. This fact should be used to visually confirm the calculated weight of water being placed aboard the vessel. Vessel Listing at Pier. Generally, it will be preferred to have the vessel list away from the pier or wharf so that list may be monitored as it progresses. This may require slacking the mooring lines and adjusting vessel access ramps. The alternative, to allow the vessel to lean against the structure, would not only interfere with the list monitoring,, but could also lead to damage to both the vessel and the adjacent structure. The vessel's draft will probably increase on the side of the list. This fact combined with the generally deeper water away from the pier, also suggests a list away if possible. Increase of Draft Due to List. Due to the relative flatness of most vessels' bottoms, the draft will increase as the vessel lists. An approximate value of the increase is equal to half the vessel's breadth times the sine of the angle of list. The formula is as follows: increase in draft = beam/2 x sine angle of list Example: Vessel with 92 1 beam listing at angle of 8 degrees 92/2 x sin 8 degrees = 46 x .1392 = 6.41 increase in draft Original vessel draft = 36.01 Increase due to list = 6.41 Vessel deepest draft = 42.41 Appendix 25 Page 12 Stability Tactics Vessel List. Generally, the prime stability concern of an Incident Commander is to minimize the vessel's list. Control of the list may be accomplished through a variety of tactics and will depend on the cause(s) of the list and the particular circumstances involved. Causes of List. As discussed, the two basic causes of vessel list are: (1) a negative GM or (2) an off center position of the vessel's center of gravity. The list may be the result of either one of the causes, or both causes in combination. If negative GM is the causer any transfers of weight within the vessel should be avoided. It is very possible that a transverse shifting of weight to correct list due to negative GM will result in a worse situation. List Correction. If the list is due solely to the accumulation of water through firefighting efforts, then the preferred tactic for corrective action is to remove the water. Corrective measures are more complex for other list causing factors such as progressive flooding or large weight shifts. The following outline is a sequence of actions to help limit and improve an impaired stability situation, and, the list accompanying it. (1) Determine and establish flooding boundaries. (2) Remove water from partially flooded areas (remove free surface first). (3) Remove water from solidly flooded areas. (4) Transfer weight as appropriate (usually liquids). (5) Add weight as appropriate (counterflooding). Establishing Flooding Boundaries. Boundaries should be established to enclose the area subject to flooding. Vertical as well as lateral perimeters should be planned. Action should be swift and efficient. Free Surface Reduction. There are two basic ways to reduce free surface: (1) completely fill the flooded compartment or (2) completely empty the flooded compartment. Filling may be a faster, more convenient approach but increases the vessel's weight, draft and possibly increases list. Emptying the compartment is much more desirable. Appendix 25 Page 13 Stability Tactics (continued) Weight Removal. Removal of liquid and solid weights from higher locations should lower the center of gravity,, improve stability and help improve the list. Weight Transfer. Weight transfer is normally accomplished with liquids since the movement of large amounts of solid objects will probably be impractical. Methods of transfer may include sluicing, pumping and gravitating. Weight Addition. Similar to transfer, weight addition of liquids will usually be most practicable. This will probably be accomplished through counterflooding the compartment(s) with seawater. NEVER counterflogd-if free suj;face is th!g cause gf the list. The result may be an even greater list to the opposite side. Always start with the lowest spaces available such as the double bottoms or low water tanks. The inherent free surface effect and the additional weight induced by counterflooding or counterballasting make it a "last resort". Scuttling or Beaching. If it becomes apparent that the vessel is going to be lost due to capsizing or from the fire being too extensive to control, it may be necessary to sink or scuttle the vessel. Under these two circumstances,, it may be necessary to sink the vessel at the pier by overall flooding. If time permits,, and it is preferable, the vessel may be moved to a suitable beaching ground. There, it may be sunk awash without damage to the hull from a rocky bottom and where the vessel will not create an obstruction to normal shipping. However, the strong currents of the Piscataqua and the harbor's narrow lift bridges may significantly impact the risk of safely removing a large vessel from its berth. This decision will rest primarily with the COTP. Appendix 26 TABLE A - COMMON EQUIVALENTS FOR PORTSMOUTH HARBOR MFCP leresh Water: (S.G. 1.000) 1 Long Ton (2240 lbs.) 35.84 Cu. Ft. 1 Long Ton (2240 lbs.) 6.413 US Barrels 1 Long Ton (2240 lbs.) 268.9 US Gallons 1 US Gallon 8.33 lbs. 1 Cu. Ft. 62.35 lbs. Salt Water: (S.G. 1.025) 1 Long Ton (2240 Lbs.) 35.00 Cu. Ft. 1 Long Ton (2240 Lbs.) 6.236 US Barrels 1 Long Ton (2240 Lbs.) 262.6 US Gallons 1 US Gallon 8.53 Lbs. 1 Cu. Ft. 64.00 Lbs. 1 US Gallon = 0.0238 US Barrels = 0.8327 Imperial Gallons = 0.1337 Cu. Ft. = 3.7853 Liters 1 US Barrel 42.00 US Gallons = 34.973 Imperial Gallons = 5.6146 Cubic Feet = 158.98 Liters 1 Cubic Foot = 7.4805 US Gallons = 0.1781 US Barrels = 28.316 Liters 1 Long Ton = 2240 Lbs. 1 Short Ton = 2000 Lbs. = 1.0161 Metric Tons = 0.9072 Metric Tons = 1.12 Short Tons = 0.8929 Long Tons NAUTICAL EQUIVALENTS CONVERSION FACTORS 1 Fathom = 6 Feet Cubic Feet x 7.4805 = US Gallons 1 Shot (Shackle) 15 Fathoms Diameter x 3.1416 = Circumference 1 Nautical Mile 6,080 Feet Metric Tons x 0.9842 = Long Tons 1 Statute Mile 5,280 Feet Long Tons x 1.0163 = Metric Tons 1 Knot = 1.152 Miles Per Hour Meters x 0.3048 = Feet 1 Atmosphere = 14.7 Lbs./Sq. In. Feet x 3.2802 = Meters 1 Atmos. Pressure = 34 Feet Water Liters x 3.7853 = US Gallons PRESSURE Metric 1 Kilogram/Sq. Centimeter = 14.233 Lbs/Sq. Inch 1 Kilogram/Sq. Meter = 0.2048 Lbs./Sq. Foot United States 1 Pound/Sq. Inch = 0.0703 Kilogram/Sq. Centimeter. 1 Pound/Sq. Foot = 4.8824 Kilograms/Sq. Meter Appendix 26 Page 2 DETERMINING WATER FLOW THROUGH HOLES (In Gallons per Minute - GPM) HOLE HEAO OF WATER IN FEET DIA. IN INCHES 2 4 6 8 10 1 .12 14 16 18 1 20 24. 1 28 32 28 40 49 56 63 69 74 79 84 89 97 105 112 2 ill 157 192 222 248 272 294 314 333 351 384 415 444 3 250 :154 433 500 559 6121 661 707 760 790 866 935 1000 4 445 629 770 889 994 10891 1176 1257 1333 1405 1540 1663 1778 5 695 982 1203 1389 1553 1701 1 1837 1964 2083 2196 2406 2598 2778 6 1000 1414 1732 2000 2-236 24491 2646 2828 30001 3162 3464 3741 4000 7 1361 1925 2357 2722 3043 33331 3601 3849 4083 4303 4714 5092 -5444 8 1777 2514 3078 3555 13974 43541 4702 5027 5332 5620 6157 6650 7109 9 2249 3181 3896 4499 5030 5510 5951 6362 6748 7113 7792 8416 8997 10 2777 3927 4809 5553 62M 6802 7347 7854 8330 8781 9619 10390 11107 11 3360 4752 1 5820 6720 7514 8231 8890 9504 100801 10626 11640 112573 13441 1 12 4000 5655 6926 7997 8941 9795 10579 11310 11996 12645 13852 14961 15995 13 4693 r.Z37 8129 1 9386 10494 11496 12417 13274 14079 14841 16257 117560 18772 14 5443 7697 9426 1 10885 1 144001 15394 16327 17210 18853 20364 21770 15 6246 8834 1082OT12494 13969 153021 165281 17667 18740, 1975.4 21640 23374 24988 16 7106 10051 12310 14214 1-5892T174091 188041 20102 213221 22475 24620 26593 28429 17 8024 11347 13897 16047 117942 196541 212291 22694 24071 25373 27795 30022 32095 18 8996 12722 15582 17992 120116 22035 238021 25445 25988 28448 31164 33660 35985 19 10024 14177 17363 20049 122416 245551 265231 28354 30073 31700 34726 37408 40098 20 11110 15710 19241 22218 124840 127211 1 293927 31421 333261 35129 38483 41566 44436 21 12244 -17316 21208 24488 127379 129992 323961 34632 36732 38719 42416 45814 48977 22 13439 19008 2:3280 26881 30054 1329231 355611 38016 40322 42503 46560 50290 53763 23 14688 20772 25441T29376 32844 1359781 388611 41544 44064 46447 1 50881 54958 58753 24 15995 22622 27707 31993 35769 139183 423231 45245 47989 50585 55414 59853 63986 25 17356 24545 30061 34711 138809 142513 45920 1 49090 52067 54883 60122 64939 69424 26 18770 26546 32513 37542 41974 45980 49664 53093 56313 159359 65025 70235 75085 27 20242 28627 35061 40485 45264 49584 53557 57254 60727 64012 70122 75740 80971 28 21770 30787 37707 43539 48679 533251 57598 61574 65309 68842 75413 81455 87080 29 23353 33026 40449 46706 152220 57203 61787 66053 70059 73849 80898 87380 93414 30 24992 35345 43289 49985 155885 61219 661251 70690 1 74977 79033 86577 93514 99971 31 1 26683 37735 46216 53365 59665 65359 70597 75470 180048 84378 92432 99838 106732 32 28434 1 40212 149250 56868 63581 69649 75231 80424 85302 189916 1 98499 1106391 113738 GALLONS PER CUBIC FOOT STATIC HEAD PRESSURES Clllj'c Gallons Cubic Gallons Cubic Gadlons Feet Feet Feet Ifeud Prcss. Ilead Prem. ITe1wl Prevs. 0.1 0.75 so 374.0 8,000 59.844.2 0.2 1.50 (;0 448.8 9.000 67.324.7 in in Us. in in Lbs. in in His. 0.3 2.24 70 523.0 10,000 74,805.2 Fect per Sq. In. Feet per Sq. In. Feet per Sit. In. 0.4 2.90 go 598.4 20,000 149010.4 1. .431 35. 15. 1 DO 69. 20.040 0.5 3.74 00 673.2 30,000 224:4 1 5.6 2. .868 30. 15.624 70. 30-390 1.302 37. 16.0158 71. 30.814 0.6 4.49 too 749.0 40,000 299.2-20.8 0.7 6.24 200 1,496.1 50.000 37.1,025.0 4. 1.73G 38. 16.492 72. 31.248 0.8 5.08 300 2,244.2 60,000 448.831.1 5. 2.170 39. 10.026 73. 31.682 0.9 6.73 400 2,992.2 70,000 523,630.3 6. 2.Gat 40. 17.3GO 74. 32.116 1 7.49 SOO 3.740.3 8(),000 598,441.5 7. 3.038 41. 17.704 75. 3 3. 55 0 -- H. 3.472 42. 18.223 7B. 32.11M 2 14.DG 600 4,48R.3 00.0()0 673.240.7 9. 3.!" 43. 18.GG2 77. 33.418 3 22.44 700 5.236.4 1()0,000 748.051.0 10. 4.310 44. 19.006 78. 33.8.52 4 20.92 800 200.000 1,498,103.8 5 37.40 000 6,732.5 300,000 2,244,155.7 H. 4.774 45. 10.530 79. 34.298 6 44.98 1,000 7,480.5 400,0W 2,992,207.6 12. 5.208 46. 19.064 80. 34.720 13. 5.612 47. 20.308 81. 35.151 7 52.3G 2,000 14.061 @O 500.OW 3.740,259.5 IA. 6.076 48. 20.1332 82. 35.538 8 59.R4 3,000 22,441.6 600,000 4.4a8.311.4 15. 6.510 49. 21.266 83. 36.022 9 G7.32 4.000 20,922.1 .700,000 5.2.3G.3G.1.3 0) 16. 6.914 50. 21.700 81. 36. 4 ri G to -74.80 5.0(9) 37.462.6 800,000 5,084,4 15.2 1-4 17. 7.378 51. 22.13.1 85. 3G.8w 20 140.G 6,(X)() 44 A83 1 900,000 6,732,4G7.1 @-j 18. TF12 52. 22.568 80. :17.324 0 30 22-1.4 7,000 52,30.6 1,000,000 7.4110.519.0 :3 19. 8.246 53. 23.002 87. 37.7rog 40 290.2 to 20. R.6m 5 4. 2:1.131; R8. :18.102 1 1 1 i 9.114 515. 23.870 89. 3H.626 - 22. 9.518 56. 24.301 Im. 39.111,10 CUBIC FEET PER GALLON 23. 9.982 57. 2-1.738 91. 39.49-1 24. 10.416 58. 25.172 92. 39.928 25. 10.850 so. 2 5. 606 93. -10.31,12 C11110113 CAAAC Gallons Cubic GvJlons CtIhic > 26. 11.231 cla 26.0 10 91 -10.790 Feet Fee t Feet to - - 733 681 1.(m,000 (D 27. 11.718 61. 20.47.1 95. .11.1230 .134 1,000 133.W.6 28. 12.152 62. 26.008 DG. 4 1.6G4 2 .267 2,000 2G7.361 2,000,000 267,361.1 :3 29. 12.586 63. 27.3-12 97. .12.008 3 .401 3.000 401.042 3,000.000 4 0 I.M 1.7 tv Qj 30. 13.020 64. 27.77,11 08. 42.532 .1 .535 4.0(X) 534.722 4.000,000 53-1.722.2 P. 31. 13.4.54 65. 28,210 09. 42.066 5 .668 5'(100 G68.403 5.000.000 UG8.402.9 x 32. 13.898 66. 28.0-14 100. 43.400 - -- 6 .802 6,00() 802.083 0.000,000 802.083.3 33. 14.322 67. 29.078 7 .03B 7,(X)O 935.7G4 7,(X)O,IXX) 935,7G3.9 34. 14.756 68. 20.512 9 1.069 8,000 1,00.444 8.000,000 1,060.44 4.4 0 1.203 0.000 1,203.125 0,000,(VM 1,2G:1,125.Q 0) 10 1.337 10,000 1,330.800 10,000,000 1,336,905.0 La (D Appendix 27 0 intentionally Left Blank. 0 0 Appendix 28 0 Intentionally Left Blank. 0 0 Appendix 29 GLOSSARY abaft: A term used to describe the relative position of an object which is farther aft than another. abeam: At right angles to the keel. accommodation ladder: A stairway hung alongside the vessel for boarding and disembarking. aft: Toward, at or near the stern or rear of a vessel. aftermost: Nearest the stern. afterpart: Ship's hull, aft of midships section. afterpeak: The compartment in the narrow part of the stern, aft of the last watertight bulkhead. ahead: The direction forward of the bow. amidships: At or near the midship section of the ship. anchor ball: As soon as the anchor is "let go" a black ball 2 feet in diameter is hoisted on the forestay to indicate the vessel is at anchor. astern: The direction abaft the stern. athwart: Same as abeam. athwartships: Across the ship at right angle to the center line ballast: Any weight (usually sea water) used to control the draft of a vessel or to improve the stability of a vessel. barrel: 42 U.S. gallons; 34.973 Imperial Gallons beam: The extreme width of the ship. between (1tween) decks: Cargo space between the lower hold and main deck, divided by bulkheads which are usually watertight and fire resistant. bilge: Generally space in the lower part of the ship's hold where waste water collects and in which bilge suctions are placed for pumping out. bitt: A post, usually in pairs, around which mooring or other lines may be made fast. boat deck: A deck on which lifeboats and auxiliary boats are kept. bollard: A single or double cast steel post secured to a pier and used for mooring vessels. bow: The front end of the vessel. bow stopper: An appliance on the forepart of the windlass, over which the anchor cable runs. It is designed to secure the cable when the windlass brake is slackened off. bridge, navigating or flying: The uppermost deck from which the ship is navigated. bulkhead: A vertical partition corresponding to the wall of a room extending athwartships or fore and aft with the length of the ship. chain locker: A compartment in the forward portion of a ship, usually near the hawse pipes in which anchor chain is stowed. chartroom: A small room adjacent to the pilot house in which charts and navigating instruments are located. chock: A heavy saddle of wood or metal through which ropes or hawsers may be led. cofferdam: A small space left open between two bulkheads as an air ece, to protect another bulkhead from heat, fire sN or collision. hazar crew: Vessel personnel. (see diagram page 19) Appendix 29 Page 2 GLOSSARY davit: A crane arm used in handling small boats, stores, gear, anchor, etc. deadweight: The total weight of the vessel including cargo, fuel, stores, passengers, etc. fathom: Six linear feet forecastle (fo'c'sle): The upper deck forward of the foremast and included in the bow area. free communication: Term describing a rupture in a vessel's exterior boundary (usually the hull) which allows water to flow freely into and out of the damaged compartment. free surface: The tendency of a liquid which only partially fills a compartment to remain horizontal. freeboard: The vertical distance between water line and main deck. froth: European word for firefighting foam. gangway: The opening in the bulwarks of a vessel through which persons come onboard or disembark. halogenated extinguishing agents: Halon;made up of carbon and one or more of the halogen elements: flourine, chlorine, bromine and iodine hatchways: openings in the deck giving access to holdst bunker spaces and storerooms. hawse hole: A hole in the bow through which a cable or chain passes. heel: Term used to describe a vessel's transverse tilt or list. high-expansion foam: A foam that expands in ratios of over 100:1 when mixed with water; it is designed for fires in confined spaces. hold: The cargo space of a ship's hull. LNG (liquefied natural gas): A natural gas, a hydrocarbon of fossil fuel, consisting mainly of methane stored as a liquid and vaporized and burned as gas. LPG (liquefied petroleum gas): Any one of several petroleum products such as "butane" or "propane" stored under pressure as a liquid and vaporized and burned as gas. monitor(sentinel): a large stream nozzle, normally found on tankers, fixed in various locations above the main deck. They are operated by gear-driven wheels or handles and have a 360 arc. Can deliver a stream of water or foam onto a deck type fire. port side: The left side of a ship, looking forward. scupper: Any opening or tube leading from the waterway through the ship's side, to carry water from the deck. shot: Also known as shackle, represents 15 fathoms. Designated by a mark (usually painted white) close to a shackle to indicate the length of anchor line let out. starboard: The right side of a ship, looking forward. superstructure, ship: That portion of a ship located above the main deck. winch: A hoisting or pulling machine fitted with a horizontal single or double drum. windlass: An apparatus in which horizontal or vertical drums or gypsies and wildcats are operated by means of a steam engine or motor for the purpose of handling heavy anchor chains, hawsers, etc. Appendix 30 ACRONYMS AND ABBREVIATIONS for Portsmouth Harbor Marine Firefighting Contingency Plan AFFF Aqueous Film Forming Foam CFR Code of Federal Regulations (US) CG Coast Guard (US) CO Commanding Officer C02 Carbon Dioxide COTP Captain of the Port (USCG) CP Command Post DFSP Defense Fuel Supply Point DOD Department of Defense (US) EOC Emergency Operating Center FAA Federal Aviation Administration FHA Fire Hazard Assessment GPM Gallons Per Minute HAZMAT Hazardous Materials IC Incident Command, Incident Commander IFO Incident Field Office (Seabrook) ISC International Shore Connection LPG Liquified Petroleum Gas MARAD Maritime Administration (US) Medi-Vac Medical Evacuation U memorandum of Understanding SC military Sealift Command MSD Marine Safety Detachment (USCG) MSO Marine Safety Office (USCG) NFPA National Fire Protection Association NHCD New Hampshire Civil Defense NHPA New Hampshire Port Authority NHWSPCC New Hampshire Water Supply & Pollution Control Commission NRC Nuclear Regulatory Commission NRT National Response Team NTSB National Transportation Safety Board 0CMI Officer in Charge, Marine Inspection (USCG) OEM Office of Emergency Management (NH) 0SC On Scene Coordinator (Federal) PAFB Pease Air Force Base PHMFCP Portsmouth Harbor Marine Firefighting Contingency Plan PNSY Portsmouth Naval Shipyard POP-VOP Port of Portsmouth - Vessel Orientation Program PSNH Public Service Company of New Hampshire R & R Roles & Responsibilities REMIS Regional Emergency Medical Information System SAR Search and Rescue SCBA Self-Contained Breathing Apparatus SOP Standard Operating Procedure TFRs Temporary Flight Restrictions W SCG -United States Coast Guard OP vessel Orientation Program Appendix 31 BIBLIOGRAPHY Dutton's Naviciation and Piloting. Dunlap and Shufeldt; U.S. Naval Institute, Maryland, 1969. Deepwater Port Inspection Methods and Procedures. Science Applications, Inc.; U.S. Department of Transportation, Washington, D. C., 1978. Deepwater Ports Approach/Exit Hazard and Risk Assesment. Planning Research Company; Department of Transportation, Washington D.C., 1979. Developing Tanker Casualty and Tanker Traffic Databases for 1269-1977. Science Applications, Inc.; Department for Transportation, Washington, D.C., 1979. Evaluation of Deepwater Ports Mooring Load Monitoring and Prediction Systems. Barr, Tebay Loeser; U.S. Department of Transportation, Washington, D.C., 1978. Fire-Aboard. Frank Rushbrook; Brown Son & Furguson, Ltd., Scotland, 1979. Fireboats, Ship and Pier Fires. Andrew C. Casper; San Francisco Fire Department Division of Training, Califoria, 1976. Fire Fighting Manual For Tank Vessels-CG 329, Department of Transportation; Washington, D.C. 1974. 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