RECOMMENDED PRACTICES FOR BLASTING: 1.

Designated Area: Use a clearly marked area that is far away from the surface waters and out of drainage pathways Do not allow blasting activities outside the designated area Perform blasting activities preferably in a building with proper ventilation and air filters Ground surface must be impervious such as sealed asphalt or concrete surface (not over open ground) Area must be bermed to contain the dust and prevent it from washing away If concrete or asphalt is not available place a heavy or durable tarp on the ground 2. Dust Management: If a ventilated structure is not available, create an enclosure that prevents blasting dust and spent abrasives from reaching storm sewers or receiving water Before blasting work begins, cover the boat must be completely Hang plastic barriers or tarpaulins around the boat to contain blasting debris Cover the floor with plastic barriers that contain debris and protect the ground Provide proper ventilation that also enhances visibility within the enclosure Cover drains, trenches, and drainage channels to prevent blasting debris from entering them 3. Process Water: If water is used in blasting, waste water must be channeled to ow into an approved pre-treatment unit that discharges to a ix local waste water treatment facility or collects for osite disposal Dispose of wash water sludge or debris in an approved facility (e.g. your local waste management authority, hazardous waste facility) 4. Cleanup: Cleanup must be scheduled at the end of the shift and/or when the project is complete. Avoid tracking dust from the work area to other parts of the shipyard. Use a vacuum to capture fugitive dust from the blasting work area and equipment

 Do not use sweeper or other equipment in a manner that causes airborne fugitive dust Work area must provide clearly marked receptacles to collect paint dust The collected dust must be tested to determine if it is a hazardous waste. If test is positive then it must be disposed of as viii hazardous waste by a licensed hauler 5. Recovery and Recycling of Blasting Media: To reduce environmental impacts recovering and recycling blast media is highly recommended Work area must be equipped with clearly marked receptacles to collect spent blasting media Store spent blasting media for reuse in a manner that prevents the media from becoming airborne, and/ or wet; and entering a storm drain or nearby surface waters Store spent media appropriately and wait for offsite recycling and/or disposa l 6. Good Housekeeping: Good housekeeping and management practices must be implemented in order to promote pollution prevention during blasting activities. Prohibit blasting activities during windy conditions Establish process and schedule for equipment maintenance and media replacement Schedule routine site inspections to ensure RPs are implemented All RPs must be reviewed periodically and revised as necessary Train employees on proper blasting, waste management and disposal procedures Allow only trained employees to do the blasting. On the job training for operational procedures should emphasize safety concerns Training updates should be done on a regular basis Provide and encourage use of PPE such as Blasting suits, gloves, Respi rators, etc. Provide educational materials and signs in English and Spanish, and/or other foreign languages commonly used in your area

PROCEDURE FOR BLASTING WITHIN NYSDOT ROW A. Submittal of Written Blast Plan A written blast plan prepared by a Project Blaster shall be submitted by the Contractor to the Engineer a minimum 10 working days prior to scheduling a preblast meeting. The Engineer shall send a copy of the Blast Plan to the Regional Geotechnical Engineer who shall forward a copy to the Geotechnical Engineering Bureau, Engineering Geology Section for review. The Blast Plan may be returned to the blaster for revision or clarification prior to scheduling the preblast meeting. The blast plan shall detail the methods and manner by which the Project Blaster will comply with pertinent laws, rules, regulations, and contract documents. The plan shall include all information necessary to evaluate the effectiveness of the proposed blasting operations. The blast plan shall included all steps necessary to ensure that the proposed blasting activity does not cause injury, damage property, adversely affect traffic, or cause the migration/accumulation of noxious gases. Individual blasts on a project are rarely identical. The plan should show the details for a typical blast with the understanding that minor modifications in the field will be allowed. Significant changes to the blasting operations will require that a new blast plan be submitted for approval. When deemed necessary by the Engineer, approved blast plans will be required for each individual shot. The blast plan shall include the following items: 1. Project Designations Name of Project Blaster(s). Photocopy of the Project Blasters Explosives License (Own & Possess) and Certificate of Competence. Employer of the Project Blaster (Contractor or subcontractor). Scheduled start date and length of blasting operations and blast monitoring operations. Limits of blasting work. Requirements for local permits. Location of any State owned structures in proximity to the blasting. Location of any utilities in proximity to the blasting. Location of any contaminants or flammable liquids or vapors in the area to be blasted.

2. Safety and Health Requirements Type of audible warning signals and signal sequence.

Name of company that will deliver explosives to the project site. Location of any preblast surveys. Location of any vibration monitoring at State owned structures, utilities on or off State ROW, or privately owned structures off State ROW. Location of any air blast overpressure monitoring. If seismographs will be used, provide the manufacturers name, model number, and documentation of calibration performed within the last 12 months. Also provide name(s) of seismograph operators and relevant training and experience. List steps that will be taken to control flyrock (i.e. blasting mats). Are carbon monoxide or other noxious fumes likely to migrate from the blast location or accumulate within nearby structures and, if so, what will be done to detect and prevent their migration.

3. Methods and Procedures Type of drilling equipment. Method of collaring and aligning presplit drill holes. Hole diameter. Drilling pattern. Use of sequential timer. Types of explosives, primers, initiators, and other blasting devices. Include manufacturers technical data sheets and material safety data sheets for all products. Loading parameters: A. Maximum and/or average weight of explosives per volume of rock. B. Maximum weight of explosives per delay. Blasting cap delay patterns.

B. Scheduling Preblast Meetings After approval is granted to schedule the meeting, the Engineer should contact the Engineering Geology Section via the Regional Geotechnical Engineer, and the Contractor, to schedule the meeting. The Contractor is responsible for inviting the Blaster (all Blasters whom the Contractor wants to be designated as Project Blasters must attend the meeting) and all interested parties (including but not limited to utilities, railroads, local political jurisdictions, local law enforcement agencies, and local emergency services) a minimum of 3 work days in

advance of the meeting. Representatives for all utilities located within 200 ft. (60 m) of the blasting (300 ft. (90 m) for gas transmission lines) shall be invited. C. Conducting Preblast Meetings A preblast meeting shall be held at the site to discuss the proposed blasting operations. In attendance will be the Engineer, the Contractor, the Project Blaster(s) an Engineering Geologist from the Geotechnical Engineering Bureau, and other interested parties. Final approval to blast will be granted based upon the results of the meeting. A preblast meeting is intended to initiate open communications with the Project Blaster(s) relating to the requirements for rock drilling and blasting, and demolition by blasting work on Departmental projects. An Engineering Geologist from the Geotechnical Engineering Bureau conducts the preblast meeting, which includes discussions on the blast plan and other pertinent information (see Appendix A). A new preblast meeting will be required to designate new Project Blasters. D. Inspection and Documentation An Engineering Geologist will be available to train construction inspection staff in the proper method of inspecting blasting operations including ensuring that the blasting is carried out in a safe manner and documenting each blast using the Blasting Report Form SM 469 US Customary Units (GE 469 International System of Units) (see Appendix B, C, and D). The State requires that, when seismographs are used to monitor vibrations, the Contractor will maintain seismograph records and make them available to the State if requested. E. Test Blasts Test sections are required for presplit slopes and test blasts may be required for other types of blasting situations. An Engineering Geologist will evaluate the test blast/section and determine if adjustments to the rock slope design and/or blasting operations are necessary (see Appendix F). F. Blasting Progress Meetings At the request of the Engineer, meetings may be held at any time during the project to review the progress of the blasting operations, discuss modifications to the methods and procedures of the written blast plan and/or discuss issues with upcoming blasts. In attendance will be the Engineer, the Contractor, the Project Blaster(s), an Engineering Geologist from the Geotechnical Engineering Bureau, and other interested parties. As indicated previously, a new preblast meeting is required to designate new Project Blasters.

G. Blasting Review If a blast causes injury, damage to property, adversely affects traffic, or causes gases to migrate and/or accumulate in a potentially harmful manner, all blasting operations shall cease by order of the Engineer for a review of the procedures. The review will be conducted by the Engineer in conjunction with an Engineering Geologist from the Geotechnical Engineering Bureau to ensure proper procedures and practices were used and to determine if the approved procedures need to be revised. Should the findings of the review indicate the injury, damage, traffic delay, or migration/accumulation of gases was attributed to improper blasting operations, the Blaster-inCharge may be removed at the States option.

PAINTING A FERROCEMENT HULL

Painting The paint system to be used may well be a choice narrowed down by the constraints of price. Generally, there are two systems available: 1. An epoxy system 2. A high build chlorinated polymer system The epoxy system will cost a lot more initially but will serve longer; the chlorinated rubber paint is softer and, therefore, does not stand up to abrasion very well. Both systems adhere very well to the surface of the ferrocement and can be used without any problems. However, the systems should not be mixed. Painting the hull interior The inside of the hull will usually require a certain amount of painting, particularly in a fishing boat. Therefore, it is easier to decide how much is to be done before the fitting out work advances too far. Normally the engine room, fish hold and generally through the bilges will be painted, as these areas will be much easier to keep clean from the excess of oil and fish. As the inside of the fitted out hull is protected from sunlight, two coats of an epoxy primer will be sufficient. In some cases, it may be felt that to paint the whole of the inside of the hull will give a more pleasing finish to the eye. Painting the hull exterior

Most paint manufacturers have both chlorinated rubber and epoxy systems available. Whilst carrying out the project in India, paints were obtained from two paint manufacturers both of which supply their paints in many countries, although the paint names indicated may be differently named by the same manufacturer in a different country. To give an idea of the systems available, a typical example of each will be shown below: A. Chlorinated rubber paint system Hull topsides 1. Apply first coat with Interchlor LPL 786 HB light grey primer 2. Apply second coat with Interchlor LPL 274 HB red primer 3. Apply third coat with Interchlor LPL 786 HB light grey primer 4. Apply fourth coat with Interchlor LFB 000 white finish 5. Apply fifth coat with Interchlor LFB 000 white finish Hull bottom (underwater) 1. Apply first coat with Interchlor LPL 786 HB light grey primer 2. Apply second coat with Interchlor LPL 274 HB red primer 3. Apply third coat with Interchlor LPL 786 HB light grey primer 4. Apply fourth and fifth coats with Interspeed BLA 200/BLA 002 antifouling red Spread rate/litre 5.06 m2 5.06 m2 5.06 m2 7.3 m2 7.3 m2 Spread rate/litre 5.06 m2 5.06 m2 5.06 m2 6.2 m2

International thinners GTA 007 is used as a brush wash for the above paints. Overcoat time: 1 - 3: 24 hours or longer Overcoat time: 4 - 5: 12 hours or longer B. Epoxy paint system Hull topsides 1. Apply first coat with Epilux 4 clear varnish 2. Apply second coat with Epilux 4 white finish 3. Apply third coat with Epilux 4 white finish 4. Apply Berger Marine undercoat green 5. Apply Berger Marine synthetic enamel green Spread rate/litre 11.0 m2 9.1 m2 9.1 m2 7.8 m2 7.8 m2

Hull bottom (underwater) 1. Apply first coat with Epilux 4 clear varnish 2. Apply second coat with Epilux 4 coal tar epoxy (brown) 3. Apply third coat with Epilux 4 coal tar epoxy (black) 4. Apply fourth coat with Protectross Chlororubber HT red antifouling 5. Apply fifth coat with Protectross Chlororubber HT red antifouling

Spread rate/litre 11.0 m2 45.5 m2 45.5 m2 5.0 m2 5.0 m2

Thinners 4/5 is used as a brush wash for the above paints. The primer coats in the epoxy system should be applied in subsequent coats and an interval of 18-24 hours should be allowed between coats. The antifouling coats as for system A should be applied just prior to launching the boat. As can be seen from the epoxy paint specification, the final two coats are conventional marine paints. This is a good requirement because epoxy paints will, after a time, chalk when subjected to ultra violet rays produced by sunlight as well as providing a base for subsequent maintenance painting which may be carried out in a location where epoxy paints are unavailable. The application of the paints to the outside of the hull in the primer stage can be fitted in to suit the progress of the fitting out and do not require the need for marking off the water line and boot top line. It will be usual to apply the means of striking the water line prior to applying the hull topside undercoat and top coat. In the case of a fishing boat, very often there is no requirement for a boot top line, but a water line is provided to make the break between the hull topside paint and the antifouling paint applied at a later stage. Because a ferrocement hull cannot have a batten nailed to it the line needs to be applied using masking tape or similar. The hull must be in a level state both fore and aft, as well as transversely before striking the required line. Prepare level boards at the stem and transom, with the top of the board set at the desired height in relation to the DWL. Have the boards so that they protrude from the centre line of the hull by the same measurement as the widest part of the hull at DWL. Wedges can be prepared that will provide the swing in the line required. The line on the transom is levelled and marked, and the masking tape applied.

The lines for each side are made by attaching the masking tape at the correct height amidships and pulling the masking tape out, and keeping off the hull until located at the outside and smallest end of the wedge. The masking tape is pulled as tight as possible without breaking and is allowed to be worked up the wedge easily. Keep the bottom edge of the tape on the top edge of the wedge until the tape is pulled into the transom or stem depending which end of the boat is being worked on. The same procedure is carried out for the remainder of the lines to be marked. It will be found that an even true curved line is the result. The topside is painted down to the masking tape which is subsequently removed prior to the antifouling paints being applied. The actual height of the line above DWL will be dictated by the designer's requirements when the boat is in a fully laden condition and therefore will vary from one design to another. Polyurethane paints might be suggested as an alternative paint to use on top of the epoxy primers. However, despite their good durable qualities, the paint is difficult to apply to a good standard of finish by hand particularly in warm climates. The only means of application is by using spray equipment and a person who can use the equipment to provide the standard of finish desired. Ferrocement, like many other materials, will have barnacles and grasses attach themselves to the hull. Therefore, it is a requirement to use antifouling paints despite their updating and improvement. Many of those available contain copper salts which leach out of the paint under the action of salt water to produce a poison which keeps the underwater areas clean. Copper is not the best material to apply to a ferrocement hull as it will help set up an electrolytic action. Although many ferrocement boats have been painted with these types of antifouling, if an alternative comes onto the market which is compatible to the other paints being used, they should be preferred. As a footnote to this section on paints, it will always be desirable to check out carefully what paint systems are available, to suit their application to a ferrocement surface. When approached, the paint manufacturers will always be prepared to provide the information at their disposal.