Page 44: of Maritime Reporter Magazine (August 2000)

Coatings & Corrosion Control pressuring the containment space. Addi- tional protection is by double horizontal runs of rubber "D" rub rails in place of the previous single runs.

Coast Guard Yard early in 1997 began to research various methods and sys- tems to reduce the amount of pollution resulting from topside preservation methods and initially their work con- cerned only the main deck and above.

As a result of their effort, pollution from painting operations have been reduced considerably on Coast Guard vessels.

The next step was to incorporate a sys- tem to accomplish the same goals as used on the hull topsides. To support this goal, the newest paint float has been constructed with the added feature of a containment shroud that totally encloses the scaffold — and is an additional com- ponent in Coast Guard's goal of attain- ing zero paint emissions to the environ- ment.

The fore and aft containment shrouds can be opened and closed like a theater curtain, adjusting the opening to fit the job. The forward and aft ends of the scaffold are similarly closed in, but have doors for access. Along the port and starboard deck edges there is a fold down fabric horizontal bib, which is extended to the vessel's hull during paint operations, held in place with a series of magnets. This extension is flexible enough to allow for the relative motion of barge and cutter. The bib will allow the painting crew to recover debris which otherwise would have fallen into the water. At the forward and after cor- ners of the scaffold there is a vertical fabric bib that can be extended to the cutter's hull and a sealing edge main- tained with attached magnets. The con- tainment enclosure will afford a secure storage space for equipment, such as an air compressor and other tools used in painting operations

Control and positioning of the barge can be attained by lines to portable pad eye magnets attached to the steel hull of the cutter. A sufficient number of cleats are installed around the deck and scaf- fold of the float/barge to provide addi- tional line control. During actual worka- day practice, the floats are often left moored outboard of the cutter or pier after work hours, and are liable to dam- age resulting from wash of passing ves- sels. Therefore the scaffold and barge are protected with additional installed and portable rubber fendering.

Operational guidelines require, when possible, the floats are to be secured inboard of the piers and cutters after working hours with a required number of lines of sufficient size for security with enough scope and fleet angle to accommodate the rise and fall of the tide. On account of the additional sail area due to the containment shroud,

Coast Guard personnel performed an

Incline Experiment soon after launch to establish the location of the vertical cen- ter of gravity and to record necessary measurements necessary to calculate a maximum allowable wind load for safe operation. This information forms the basis of a " Safe Operation Booklet," to be published by Coast Guard Yard tech- nical personnel. Coast Guard Yard fur- ther supports the project by providing periodic on site user training for the cut- ter painting crews.

None of the four paint floats have been specifically designed for open water towing. However, the first and fourth floats have made a number of successful open water transits across windy San Francisco Bay that is notori- ous for rip tides and less than ideal sea conditions.

Turn to page 68 for more on Coatings &

Corrosion Control.

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