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CHAPTER XXXVII

THE USE OF CONCRETE IN REPAIRING HULL DAMAGE

37-1. Foreword. With the aid of wood or 1. Suitable materials.

steel cofferdams, concrete can often be used 2. Accurate measurement of materials.
to advantage in stopping leaks to establish 3. Thorough mixing.
flooding boundaries, such as those involving 4. A workable mix.
ruptured bulkheads, damaged hatches, 5. Proper application.
warped doors, leaky bounding bars, deck 6. Prompt placing after mixing.
ruptures around pipe lines, shell or bomb
holes in decks or hull plating, and leaky deck 37-2. Materials needed. The materials which
or bulkhead seams. To a limited extent, should be available on board ship for use in
concrete may also be used to restore strength making concrete are coarse sand, high early
in damaged machinery supports. strength Portland cement, calcium chloride,
aggregate (gravel) and fresh water.
The fundamental requirements for successful
use of concrete include: The gravel should not exceed one inch in
maximum diameter, and about 30 per cent of
its content should be small pebbles. It should
be as rough as possible, crushed rock being
an excellent aggregate. In an emergency,
small pieces of hard coral or broken fire brick
may be used. Aggregate serves as a
reinforcing material, the larger pieces tending
to hold the mass together even after cracking
has occurred.

Although leaks have been stopped on Naval

vessels with a mixture of cement and sand
alone, aggregate must be incorporated if
economy is a factor. Moreover, space and
weight to carry cement are limited. In
addition, aggregate tends to prevent leaking
of the mix through cracks in the form or
through fragment holes at the time that the
mix is put in place.

The sand should be coarse, clear and sharp,

and should be free from vegetable matter and
Figure 37-1. Bulkhead B is ruptured at R. A oil. It should be a true sand-not powdered
form (K) is built around the damaged area. coral. It should be washed in fresh water
Concrete poured into hopper H flows down before being stowed away.
and fills the form. It may be necessary to put
wedges or pillows into rupture R to keep the Fresh water at or above 70° F. should be used.
concrete from working out through the hole It should be clean and free from oil and
or to restrict the flow of water which would vegetable matter. In an emergency, salt water
wash out cement. Keep the end of the tube may, be substituted. The amount of water
well down in the laid concrete, as if the should be just enough to make a sticky plastic
rupture was small, and was being filled with mass that will hang together but can still be
tooth paste from a tube. poured through a large tube. Too much water
reduces the strength and watertightness of
concrete, with the result that it is likely to

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wash away. About 5 1/2 gallons of water for

each 100 pounds of cement will make a
satisfactory concrete.

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Figure 37-2. Sketch illustrating the use of bagged concrete to stop leaks in ruptured deck D.
Note the use of steel plate P to support the bags, and how the bags are laid crisscross.

The basic materials should be mixed in it may be advisable to have two mixing
approximately the following proportions (by boxes, staggering the batches so as to have a
volume): steady flow of fresh concrete.

1 part High early strength Portland In depositing concrete above water it usually
cement. is necessary to build a form to retain the
1 1/2 parts Sand. concrete while it is setting. Frames, bulkheads
and other parts of the ship's structure may be
2 parts Aggregate. used as part of the form. Place the concrete in
the form with a shovel or a bucket. Do not
Various authorities recommend different drop or throw the material in loosely, for this
formulas, with slightly higher proportions of will tend to entrap air pockets. Press or tamp
sand and aggregate. If more bulk is required the concrete tightly into the form. If the
less cement may be used. Four cubic feet of concrete settles rapidly without air pockets it
the separate materials will make about three is a sign that it contains too much water. If
cubic feet of concrete when mixed, although time and conditions permit, it is advisable to
the concrete will tend to swell when scrape and clean metal surfaces against which
deposited under water. concrete is to be deposited.
The materials may be mixed in gun tubs, in a Concrete can best be deposited under water
wooden box, or on the deck of a washroom. by use of a chute made of watertight pipe or
In the latter case, cover drains to keep from waterproofed canvas. It may also be made of
fouling them. The best procedure is to lay the 1/2-inch lumber. The chute or tube should be
sand first, and to pour the cement over it. The large enough to permit free flow of the
two are mixed dry by turning them over with concrete. An inside diameter of four to six
a shovel or a garden hoe until the mass has a inches should suffice. The upper end,
uniform color. The aggregate is then added however, may be made much larger, to serve
and the mixture again turned over. as a sort of hopper. The tube is used to avoid
dropping the concrete loosely through the
Calcium chloride generates heat upon contact
water and thereby wasting much of it. The
with water, and thereby facilitates the setting lower end of the tube should be right down in
of concrete (under water). Use two pounds of the mass of deposited concrete. If possible,
calcium chloride for each 51/2 gallons of keep the tube full of concrete to exclude
water, dissolving the calcium chloride in the
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water before the latter is poured into the dry
ingredients. The use of calcium chloride is
desirable but not mandatory. It tends to
impart high early strength characteristics.
However, it is more desirable to have a rather
stiff mixture made with water above 70° F.
37-3. Application of concrete. Concrete
should be deposited promptly after it is
mixed. For a large job
water, and lay the mixture like toothpaste
flowing from a tube.
At best, it is difficult to use concrete for
underwater leak stopping. The heavier
materials will sink to the bottom, hut the finer
particles tend to wash away-especially the
cement. Therefore, every effort must be

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made to prevent the flow of water through or
across the mixture while it is being poured
and after it is in place. As a preliminary
measure, try to stop or restrict the flow of
water through cracks or holes that are to be
patched. Mattresses, pillows, oakum, wedges,
plugs and similar materials may be used for
this purpose.
temporary drain pipe running from a point
near the leaky seam or hole to a point outside
the form. The pipe carries away water while
the concrete is setting, after which the pipe
can be plugged.
Concrete may also be deposited under water
by utilizing bags of about one cubic foot
capacity (see fig. 37-2). The bags may be
made of a coarse cloth such as burlap-the
common gunny sack. After filling a bag about
two-thirds full, tie it securely. The bags of
concrete are laid in a criss-cross manner, so
that the whole structure is interlocked.
Cement leaking through the pores in the
sacking will bind the bags together.

Bagged concrete can be used to great

Figure 37-3. Advantage may sometimes be
taken of the ship's stringers or framing to
support concrete while it is setting.
advantage in stopping deck ruptures in
flooded compartments. It may be necessary to
provide some support in the form of angle
irons, steel plate, or timbers to keep the bags
from falling through before the concrete sets.
Concrete, however, will set faster and better
in bags than in a form.

Figure 37-4. Diagram to illustrate bow

concrete may be used to make a support for a
machinery unit. C, form; S, shores; K, Figure 37-5. Smooth wire is practically
concrete; D, damaged support. useless for reinforcing concrete. Notched or
jagged rods, or expanded metal should be
After the leaks have been restricted as much used to give mechanical holding power in
as possible, erect a form around the damaged case the concrete fractures.
area as shown in figure 37-1. Steel plates or
lumber (preferably tongue and groove) may 37-4. Setting time. The average initial setting
be used. The form itself should be tight and it time of most high early strength Portland
should fit snugly against decks and bulkheads cement under water at a temperature of 50° F.
and in depths up to 15 feet, is between 30 and
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to reduce the washing effect of water. The
form is necessarily left open at the top for
deposition of the concrete.
Put the chute well down into the form, with
the lower end practically buried in concrete.
Fill the chute to a height above the water
level, and move the chute along the bottom,
gradually depositing concrete as you go.
Continue to shovel concrete into the tube. Do
not let the concrete pile up at any one point
and then try to relocate it with a shovel or a
hoe.
45 minutes. However, the concrete will not
have any appreciable strength until it has set
for at least a day, maximum strength being
attained when it is about four weeks old.
As previously noted, sea water may be used
in mixing concrete when fresh water is not
available. It speeds the initial set. In this
connection it is important to remember that if
a smaller amount of water is used the time of
setting will be reduced. This practice,
however, results in a stiffer mix which is
more difficult to handle

Often it has been found advisable to install a 37-5. Reinforcing concrete. Dry concrete has
a had tendency to crack and fracture under
stress, especially if the mixture does not
contain enough cement.

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Figure 37-6. Leaks and ruptures in damaged door and bulkhead plugged with wood wedges
and rags to stop flow prior to pumping. Two cofferdams (A) are being used to hold back
water remaining in the compartment. The space between one cofferdam and the outboard
bulkhead has been filled with concrete. To check flow of water prior to pumping, bags of
concrete were laid over deck rupture R.

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Unsupported, it may break away from the
place where laid. It is therefore desirable to
bury jagged metal rods or heavy wire mesh in
the concrete as it is poured (see fig. 37-5).
These reinforcing materials will hold the
blocks of dry concrete together mechanically
no matter where the fractures occur. Smooth
rods
or wires are useless for this purpose. In
addition, it is advisable to weld bolts, hooks
or nails to the hull structure, and to have them
protruding into the poured concrete in order
to provide a positive mechanical bond
between the ship and the patch. Ship's frames
may also be utilized for this purpose.

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CHAPTER XXXVIII

THE ENGINEER DEPARTMENT AND DAMAGE CONTROL

38-1. Foreword. The engineer department is
an essential and integral part of the damage-
control organization. The general functions of
the engineer department in the control of
damage are set forth in FTP-170B. They are
as follows:
1. To operate and maintain the machinery and control organization and make decisions
power facilities necessary to insure the
maximum mobility and maneuverability of
the ship.
2. To establish and maintain an uninterrupted officer:
supply of electrical power and compressed air
to the offensive weapons and their auxiliaries.
3. By means of drainage pumps and
connected piping, to pump out flooded
compartments as directed by the damage
control officer.
may prevent the engineering plant from
meeting all speed demands.
7. To provide an adequate supply of
compressed air for the gas-ejection system.
8. To supervise the engineering casualty
relative to this vital phase of engineering in
case of battle damage to any part of the plant.
9. To cooperate with the damage control
a. In maintaining the stability of the ship
by shifting fuel oil, pumping ballast,
and flooding tanks.
b. By maintaining adequate pressure in
the fire-main systems.

4. By transfer within the ship of fuel oil and c. In the operation of a considerable
fresh water, as directed by the damage control portion of the drainage systems.
officer, to maintain the ship in stable
condition. 10. As a line head of department in the chain
of command, to succeed to the command of
5. To repair damage with a minimum of the ship in case his seniors become casualties.
interference to 1 and 2 above.
11. In accordance with recent alterations
38-2. Main responsibilities of engineer removing the ship-control apparatus from
officer in battle. The main responsibilities of central station and making the main engine
the engineer officer in battle may be outlined control station a ship-control station, the
as follows: engineer officer must be prepared to take over
steering control in case the other ship-control
1. To meet all the speed demands of the stations are disabled.
Commanding Officer.
12. If the damage control officer and his
2. To route live steam in the main and principal assistant become casualties, the
auxiliary steam lines to the main engines and engineer officer must be prepared to take over
all of their auxiliaries, and the auxiliary control of damage. The necessity for this has
exhaust. already been amply demonstrated in the case
of at least one of our heavy cruisers, where

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3. To route feed water and condensate in all
systems.
4. To provide an adequate supply of fuel oil
to all boilers (or main and auxiliary engines,
in the case of Diesel-driven vessels) through
the fuel-oil transfer and service systems.
5. To provide electrical power for the ship,
especially for ship control and the gunnery
department, through main- and emergency-
power systems, with alternate supply feeders
and the casualty power system.
6. To see that proper action is taken in the
case of any minor casualties, such as hot
bearings, low vacuum, and other
derangements which
1. Ship's Damage Control Book.
2. Ship's Engineering Casualty Control Book.
3. FTP-170B.
4. USF-10A.
5. Type Commander's letters on damage
control.
6. Bureau of Ships letters relative to damage
control, engineering casualty control, etc.
7. Bureau of Ships bulletins of information.
A careful study of the action and war damage
reports is also recommended, for they contain
many valuable lessons in engineering damage
control.
38-4. Factors in engineering damage
control. Engineering Damage Control can be
considered logically in two sections, as
follows:
1. Limitation of damage.
2. Repair of damage.
LIMITATION OF DAMAGE
38-5. Relationship of design to damage
control. Prevention of damage to engineering design) by closing the proper valves and
installations is largely a function of ship
design and construction. The general
arrangement of the machinery and electric
plants, including piping and wiring systems, and referring to figure 38-1, boilers 1 and 2 in
must provide for their location underneath
and behind armor and the torpedo protection steam to the starboard turbines, located in the
in large vessels. In small vessels where armor forward engine room, and power to the
and torpedo protection are impracticable of
installation, the design provides maximum
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after a serious battle casualty had occurred
the engineer officer took over control of
damage and performed outstanding work in
helping to save the ship.
38-3. Publications recommended for study.
In order to perform his damage-control duties
efficiently, the engineer officer must be
thoroughly familiar with the following
publications in addition to U. S. Navy
Regulations and the Bureau of Ships Manual.
Many of them contain mandatory directives
relative to engineering damage control:
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school. The engineer officer should cooperate
with the damage control officer to see that all
hands are trained in the proper method of
extinguishing electrical fires.
Electrical equipment and wiring are to be
found in nearly every compartment on the
ship, and electrician's mates cannot always be
present wherever an electrical fire starts. Too
often valuable electrical apparatus has been
ruined beyond economical repair by ignorant
or careless fire fighting. All hands must be
impressed with the simple fact that the only
proper way to extinguish a purely electrical
fire is through the use of carbon dioxide.
Abundant past experience has indicated the
necessity for this.
38-7. Split-plant operation. Limitation of
damage is accomplished in the engineer
department chiefly by proper segregation of
the plant in split-plant operation. Split-plant
operation may be defined as the subdivision
of the entire machinery and electrical plant of
the engineer department into two or more
independent plants (depending on layout and
switches.
Taking a relatively new DD as an example
the forward fireroom are supplying main
starboard shaft. Boilers 3 and 4, located in the
after fireroom, are supplying main steam to
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dispersal of the engineering plant in as many the port turbines, located in the after engine
watertight compartments as possible, with room, and power to the port shaft. The two
duplicate units and provision for split-plant main plants are isolated by closing two main
operation wherever this may be done. stop valves in the forward engine room cross-
over line, one located on the port side forward
38-6. Personnel and organization. Matters in the forward engine room, and the other on
pertaining to organization, training and the starboard side near the forward bulkhead
education of personnel for damage control of the after fireroom. The by-pass valve is
are discussed in other Chapters. As far as the open around the forward engine room cross-
engineer department is concerned, every over valve, and the drains are open in the
officer and man of the organization should be cross-over line to the after fire-room, since
so well trained and educated in the principles 600 p.s.i steam lines cannot be warmed up
of damage control that, if the complement of rapidly without danger of rupture from water
the engineer's force is 456 officers and men, hammer. The cross-over line is thus warmed
the engineer's repair party numbers 456 and ready, in case the plant must be "unsplit."
officers and men. The forward engine room is the control
engine room and the engineer officer's battle
Since preventive damage control consists station. All the other essential systems are
largely of correct utilization of the damage- split, so that the plants are independent, for
control features built into the ship, the example:
training of personnel must place emphasis on
proper operation of the systems and 1. Auxiliary steam. Steam to the auxiliaries in
equipment furnished, and their upkeep and the forward fireroom and engine room is
maintenance. supplied by boilers 1 and 2, and to the
auxiliaries in the after fireroom and engine
The subject of fire fighting is dealt with in room by boilers 3 and 4. Cut-out valves are
Chapter XXXII. All officers and men of the closed isolating the two plants.
engineer force should be thoroughly familiar
with the use of firefighting apparatus in the
engineering spaces. In addition, it is desirable
that all attend the fire-fighting

323

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Figure 38-1. Main steam piping of a Fletcher class destroyer.

324

2. Auxiliary exhaust. Exhaust from the
forward auxiliaries is utilized in the forward
engine room in the main distilling plant,
turbine gland seal and de-aerating feed tank;
excess goes to the turbines and the main
condenser. Cut-out valves are closed so that
the exhaust from the after auxiliaries is
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Unless reserve feed becomes dangerously low
they should be kept secured in action, due to
danger of priming and salting up. The reserve
feed supply should be kept up in wartime
cruising so that these plants can be kept
secured in action.
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similarly disposed of in the after engine
room. The latest DD's have an auxiliary
distilling plant in the after engine room.
3. Main feed and condensate. Cut-out valves
are closed so that the two plants are isolated.
Condensate from the forward main condenser
goes to the forward de-aerating and feed tank
in the forward engine room, then via two
main feed pumps, located in the forward
engine room, to boilers 1 and 2. Make-up
feed is taken from two tanks, one on each
side of the forward fire-room. Emergency
feed is taken by a reciprocating feed pump
located in the forward fireroom via a direct
cold suction line from the two reserve feed
tanks, one on each side of the fireroom, and
discharged directly to boilers 1 and 2. This
pump should be kept warmed up and turning
over slowly in split-plant operation. A
duplicate of this installation is located in the
after engine room and fireroom.
4. H.P. and L.P. drains. The steam drain
mains are isolated forward and aft by cut-out
valves.
5. Fuel-oil system. Two fuel-oil service
pumps in the forward fireroom take direct
suction from service tanks located on the
centerline forward of the forward fireroom
with the cofferdam (A4VF or A5VF) in
between, and discharge through a fuel-oil
heater to the manifolds located on the fronts
of boilers 1 and 2. This installation is
duplicated in the after fireroom for boilers 3
and 4, and the after service tanks are located
on the centerline just abaft the after engine
room. Cut-out valves are closed in the fuel-
oil transfer system, and the manifold, suction
and sluice valves to the fuel-oil storage tanks
are kept closed. No transfer of fuel oiI should
be attempted in action unless directed by the
damage control officer to correct list or trim.
6. Distilling plants. Latest DD's have a main
distilling plant (12,000 G.P.D.) located in the
forward engine room and an auxiliary
distilling plant (4,000 G.P.D.) located in the
after engine room. These plants are isolated
from each other in split-plant operation, and
are available for distillation of boiler feed in
an emergency.
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In the newest destroyers, one 400 K.W. A.C.
turbogenerator with a 50 K.W. D.C. exciter
(also supplying D.C. power to searchlights,
etc.) on the same shaft, is located in each
engine room. Electric power is distributed
from main distribution switchboards, one in
each engine room. The A.C. and D.C.
generators, although capable of parallel
operation if desired, are not paralleled in
split-plant operation. In general, the
distribution of power is as follows: Units
located above and forward of the forward
engine room receive their power through
"normal" feeders from the forward
distribution board, and have "alternate"
feeders from the after distribution board.
Similarly, units aft receive "normal" power
from the after distribution board, with
"alternate" feeders from the forward
distribution board. Main power cables are
well distributed in runs on both sides of the
ship, in oil-tight trunks where they pass
through oil tanks, and the main lire-control
wiring is led through a vertical wiring trunk
centrally located 'all the way up to the main-
battery director. Suitable connections are
provided with "bus-tie" switches, so that the
main distribution boards can be tied together
for parallel operation, or one generator can
supply both boards by closing the "bus-tie"
switches. If the "bus-tie" switches are opened
at either or both boards, each board is
independent for split-plant operation. Normal
practice in DD's is to close the "bus-tie"
switch at the after board, and open the "bus-
tie" switch at the forward board for split-plant
operation. Since the forward engine room is
the control engine room, the operator at the
forward distribution board has control over
splitting or unsplitting the electric plant. In
addition to the main generators, one 100 K.W.
emergency Diesel-driven generator is located
in a separate compartment forward and
another aft of the engineering spaces. Each
Diesel generator has its own switchboard
located in the same compartment, with
suitable cable connections and "bus-tie"
switches for tying the two Diesel
switchboards together so that either
emergency generator can energize both
emergency boards (but they cannot be
paralleled) , or separating them for split-plant
operation. Also, either Diesel switchboard
can supply the main distribution boards
through suitable cable connections and "bus-
tie" switches. Normally, in split-plant
operation, all the "bus-ties" are open at
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325
both Diesel boards, so that the forward Diesel
can supply forward emergency power and the
after Diesel after emergency power. The
Diesel-driven generators are supplied with
automatic electric starting (from storage
battery supply) , and are designed to start
automatically through a voltage relay when
the main A.C. voltage falls to a certain
specified value lower than the normal 450
volts, and to be up to speed and take over the
emergency load in less than 10 seconds. Most
emergency Diesel-driven generators will pass
this test satisfactorily; however, it is
recommended that automatic starting not be
relied upon in action in cold weather, when
the Diesels are slow in starting. When action
is imminent in cold weather it is
recommended that the Diesels be started and
warmed up and preferably kept running
during action, so that no delay will be
encountered in obtaining emergency power.
Also, when not in action, when entering or
leaving port, or navigating in restricted
waters, it will be found desirable to start the
after Diesel generator and keep it running so
that a reliable immediate supply of
emergency steering power is available. In
wartime cruising, a regular routine of starting
and testing emergency Diesel generators
should be established, and a thorough check
made to insure that the starting batteries are
kept properly charged. The necessity for
these precautions is abundantly borne out by
operating experience. The experienced
practical engineer officer must always "have
an ace up his sleeve" where automatic
devices are concerned.
The vital services on the DD's have three
sources of power, i.e., normal, alternate and
emergency. Normal and alternate supplies
come from the main generators, and
emergency from the Diesel-driven generators.
Transfer of power is accomplished by means
of automatic or manual-type transfer switches
located near the units involved throughout the
ship. The vital services so supplied are:
1. All 5"/38 cal. and 40 mm. gun mounts.
2. Steering gear.
3. Radio control and emergency radio.
4. I.C. and F.C. switchboard.
5. Battle lighting.
6. Electrically driven fire pumps.
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The destroyer has been used as the example
of split-plant operation in the foregoing
paragraphs because the DD installation is
relatively simple. In the case of larger ships
which have multiplex engineering plants and
intricate watertight compartmentation split-
plant operation is not so simple. The electric
plants especially are more complicated, large
ships having as many as four independent
plants. In some of the later ships, Diesel-
driven generators supply up to 40 per cent of
the normal power supply and no emergency
Diesels are installed. The same general
principles apply, however, therefore no
attempt will be made to give a detailed
example here.
38-8. The Engineering Casualty Control
Book. FTP-170B requires the engineer
department of each ship to prepare an
Engineering Casualty Control Book. Its
purpose is to establish methods of operating
the engineering plant under all conditions. In
other words, this book should represent
standard engineer department doctrine for
operational casualties, battle casualties, and
all conditions that have to be met in running
the engineering plant.
The detailed instructions for preparing the
Engineering Casualty Control Book are
contained in FTP170B, Chapter 9. In general,
this book must contain the following
information:
1. Diagrams of all piping and wiring systems.
2. Instructions for setting valves and fittings
of the main propelling machinery and
auxiliaries under the several material
conditions.
3. Instructions dealing with the division,
segregation, and readiness of main and
auxiliary sources of electrical light and
power, the distribution thereof, and the setting
of distribution controls (switches, etc.) under
the several conditions of readiness.
4. Instructions regarding the securing and
isolation of auxiliary machinery units which
are not required to be in service under certain
conditions of readiness.
5. Instructions concerning the stowage of fuel
oil, indicating the full bunker condition, the
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Note that electric auxiliaries in the engineer
department are not vital, and are not supplied
with emergency power. No direct current is
available from either Diesel generator. A
casualty power system, consisting of certain
permanent and portable runs of cable is
supplied for use in the event of damage to
main power cables.
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referred to in No. 2 above may be described
in general as follows:
1. All boilers and machinery ready for full
power.
2. Sufficient boiler power for flank speed,
based on Fleet speed as standard.
Unnecessary boilers on one-hour notice.
Aircraft carriers and screens as required for
flight operations.
3. Same as 2, except that idle boilers are on
six-hour notice. CV's and screen ships same
as 2.
4. Boiler power for station keeping at Fleet
speed; other boilers on six-hour notice.
The Engineering Casualty Control Book is
supplementary in some particulars to the
ship's Damage Control Book, which is used
as a primary source of damage-control
information and instructions by the engineer
department as well as the other departments.
Certain instructions and bills with diagrams
are required to be in both the Damage
Control Book and the Engineering Casualty
Control Book. They are as follows:
1. Fuel-oil system-service, transfer and
overflow.
2. Casualty power system with data and
details on auxiliary sources of power,
connections, and methods of distributing
power.
3. Fire and flushing systems.
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order in which tanks shall be emptied, the
order in which tanks shall be refilled and
instructions for ballasting by filling specified
tanks with sea water to compensate for oil
consumed.
6. Instructions similar to the above but
concerned with fresh-water systems.
7. A list of casualties that may occur in battle,
with detailed instructions for dealing with
them.
The several conditions of engineering
readiness
4. Plate EC IV -Fuel-oil service.
5. Plate EC 101 -Bus-ties and steering gear;
electrical wiring diagram.
6. Plate EC 102 -Casualty power supply
system.
7. Plate EC 103 -Main battery supply
system; electrical.
8. Plate EC 104 -Electrical wiring
diagrams; lighting of 5-
inch mounts, handling
rooms and magazines, I.C.
and plotting room, battle
dressing stations, and
Diesel generator rooms.
9. Plate EC 105 -Electrical wiring
diagrams; lighting of
engine rooms and
firerooms, combat
information center, radio
central, coding room, chart
house, transmitter rooms,
and medical storeroom.
10. Plate EC 106 -Radio; electrical wiring
diagram.
11. Plate EC 107 -Antiaircraft defense;
electrical wiring diagram.
12. Plate EC 108 -Main battery; electrical
wiring diagram (fire
control).
The above plates are isometric plans, showing
the piping and wiring diagrams by decks, and
the connections between decks. Larger
vessels will require more E.C. Plates than
DD's, particularly of the electrical systems,
but the example given above indicates the
important systems for the benefit of ships
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4. Drainage systems.
5. Compressed-air systems.
6. Magazine sprinkling systems.
7. Counterflooding bill,
8. Miscellaneous damage-control gear bill.
In addition to the bills, diagrams, and
instructions above, the following systems
shall be covered with instructions and
diagrams:
1. Main steam line.
2. Auxiliary steam line.
3. Auxiliary exhaust line.
4. Main and auxiliary feed and condensate
systems.
5. Electric plant generation, control, and
supply of power to gun batteries, auxiliaries,
radio, lighting, searchlights, and visual
signalling equipment.
The Bureau of Ships has prepared the
engineering casualty control plates and
diagrams for some ships, and when this is the 38-9. Example of Engineering Casualty
case duplicate plates are found in the ship's
Damage Control Book. Ships which do not
have diagrams furnished by the Bureau of
Ships are required to prepare their own. The
following diagrams, or engineering casualty
control plates, are. furnished by the Bureau of
Ships for new destroyers:
1. Plate EC I -Main and auxiliary steam.
2. Plate EC II -Auxiliary exhaust steam.
3. Plate EC III -Main and auxiliary feed.
Book of a large vessel will serve as an
example of the material content of a well-
written casualty control book, and may be
described as follows:
Part A-Organization for engineering casualty
control.
This part contains a brief description of the will be utilized to avoid leaving vital stations
general organization of the engineering
department for casualty control, with a
description of the plan for relieving the
watch, and going to general quarters from a
war cruising condition. This plan is not
mandatory, but is comprehensive and well
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which have to prepare their own. It is
recommended that ships preparing their own
diagrams make them of the functional type,
i.e., main battery power and antiaircraft
battery power on separate diagrams, rather
than all battle power on one plan. In dealing
with electrical systems diagrams become
unduly complicated and of little value in
emergencies if too many systems are
superimposed upon a single plan. The
engineer officer may prepare as many
diagrams as he desires, in addition to those
furnished by the Bureau of Ships.
It is recommended that large plates of the
important piping and wiring systems be
posted at the engineering casualty control
station and important operating stations. In
this connection, many vessels have made up
plates of Bakelite, masonite, lamicoid or other
suitable materials, with pins, pegs, or other
devices indicating the closing and opening of
valves and switches. Personnel at these
stations can thus see at a glance the up-to-the-
minute status of any important system.
Control Book-large ship. An Engineering
Casualty Control
327
3. The shifts referred to above will be made at
such time as best fits the tactical situation,
and will fit the meal schedule if meals are not
served on station. These reliefs will be made
only on orders from main control.
4. The shift will be made in an orderly
manner and reserve personnel from Repair V
unmanned during the shift."
Part B-Engineering battle (and Repair V
station) bill.
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organized; therefore, it is quoted below for
information and guidance. It can be adapted
to small vessels as well as large ones:
"To eliminate confusion and to expedite the
manning of battle stations at general quarters,
the engineering section on watch shall remain
on watch and be augmented from the relief
sections to provide the necessary additional
personnel to man stations not manned in
cruising condition. The remaining men of the
relief sections are assigned to Repair V,
engineering reserve, and gunnery department
battle stations. The cruising watch is based on
a full three-section watch with sufficient
stations manned to supply full power
continuously. This system requires that each
man have three distinct battle stations, the
particular station manned being dependent on
the watch section on watch at the time
general quarters sounds. If general quarters or
condition I-Easy lasts for an extended period,
personnel will be shifted to relieve those men
on the hottest stations and those stations
requiring the greatest degree of alertness. In
general, this shift will be made as follows:
1. For fireroom and engine room and
generator crews, the general quarters crews
comprise about one and one-half steaming
sections, the remaining one and one half
sections manning Repair V and other
relatively cool or inactive stations. This
permits a natural watch and watch to be set
up for firerooms and engine rooms, the off
time being spent at an easier station. These
two groups will alternate with each other. It
should be noted that this will normally result
in the first relief section being split in two to
augment the on watch and the second relief
sections respectively.
2. For other divisions and stations where the
ratio of additional personnel is much higher
and conditions less onerous, the relief of men
on alert watches will be accomplished by an
organized shift of personnel to the stations
they would have had if general quarters had
been initiated during the new watch.
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Detailed bill by stations, showing men by
number and rate, and detailing general
quarters and war cruising stations.
Part C-Repair V organization and remote
valve control bill.
This contains the organization of Repair V,
and the detailed list of valves, assignment to
groups of personnel, etc., for remote-
controlled valves in the engineer department.
Part D-Engineering casualty control
conditions (plant isolation).
Detailed instructions for split-plant operation
for engineering conditions corresponding to
conditions of readiness for action I, I-E, II,
and III.
Part E-Communications bill and voice
procedure.
Description of telephone systems used by the
engineer department in battle, how they are
manned, and vocabulary and instructions for
talkers.
Part F-De-energization of circuits in vicinity
of gasoline system in case of damage.
Detailed instructions for pulling circuits,
investigation of damage, etc., in the vicinity
of gasoline tanks and adjacent spaces.
Part G-Fuel-oil bill, sequence of emptying
fuel-oil tanks, and water ballasting.
Detailed instructions for operating the fuel-oil
transfer, filling and water ballasting systems.
Part H-Operational instructions and data.
Detailed routine operating instructions and
data concerning the engineering plant.
Part I-Sample casualties and corrective
measures.
Includes both operational and battle
casualties.
Part J-Excerpts from Damage Control Book-
valve bills.
For valves operated by engineer department.
Part K-System Diagrams.
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328
and frigates, excellent Type Organization
Books and Engineering Casualty Control
Books are available, and are obtainable from
the Fleet Operational Training Commands or
Type Commanders. These are of great aid
(particularly in the case of a new
construction) in preparing the organization of
the engineer department and the Engineering
Casualty Control Book. The Type Casualty
Control Books are outlines designed to serve
as guides, and the details should be filled in
by engineer officers for individual ships as
prescribed by FTP-170B and described in the
preceding paragraphs. Chips of other types
(new construction) are advised to obtain
organization books and casualty control
books for guidance from vessels of their
types already in commission.
38-10. Readiness of auxiliary machinery.
All auxiliary machinery likely to be required
in battle, or used to overcome the effects of
damage must be ready for immediate use.
Steam-driven machinery, such as drainage
pumps and fuel-oil transfer pumps should be
kept warmed up and drained, and periodically
operated to insure readiness. Mention has
been made in a previous paragraph of the
necessity for testing emergency Diesel-driven
generators. Similarly, other Diesel-driven
equipment, such as emergency fire pumps, -
divorced" generators, etc., should be tested
periodically. Electrical units should be
energized up to the starting panel.
Instructions dealing with these items should
be in the Engineering Casualty Control Book.
38-11. Isolation of open funnel drains. A
recent action report emphasizes the necessity in spaces which are isolated in battle.
for proper isolation of open funnel drain
systems. The principal flooding came from
the open funnel drains. The pump drains in
the after engine room of this installation were able) and split-plant operation for entering
collected in a funnel drain tank which
emptied through connecting piping into a
collecting tank in the after fireroom. There
was no bulkhead cut-out valve that could be according to the circumstances. When in a
operated from the fireroom. The foregoing
account shows the importance of providing
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Those recommended in previous paragraphs
and prescribed by FTP-170B.
For engineer officers of destroyers, destroyer
escorts
the lines. The Engineering Casualty Control
Book should contain instructions covering the
securing of the following items unless
existing conditions require their use:
1. Steam and exhaust lines to galley, heating
system, showers, washrooms, laundry,
pantries, fuel-oil heating coils, lubricating oil
settling tanks, soot blowers, sea chests, and
evaporators. In this connection, consideration
should be given to the securing of the
exposed piping and drains to the whistle and
siren in battle. A type, task force and
Commanding Officer's policy should be
ascertained by engineer officers of individual
vessels. As an example of the desirability of
securing this piping in action, some personnel
on one ship were severely burned and scalded
by steam escaping from a ruptured whistle
line in the superstructure following a shell hit.
2. Air supply to workshops and compartment
air-testing connections.
3. Electrical circuits to boat-handling
equipment, trash burners, laundry, galley,
bakery, battery-charging panels, and anchor
windlass.
4. Tanks and lines supplying fuel to galleys,
workshops and trash burners should be
drained and the valves secured.
5. Close valves and isolate as much of the
freshwater system as possible, especially to
baths not required for decontamination
stations, and to workshops, pantries, galleys,
laundry, barber shop, and scuttlebutts located
38-13. Split-plant operation in port. FTP-
170B prescribes material condition zebra (or
and leaving port, and material condition yoke
(or baker) and normal split-plant operation in
port. This will be ordered by the O.T.C.
port or base Within bombing range of the
enemy, unless the engineering plant is
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and utilizing properly the means for splitting completely or partially disabled for repairs of
and securing this system, as well as the more the most urgent nature, split-plant operation
vital systems. The Engineering Casualty for auxiliary steaming is necessary to
Control Book should contain the necessary minimize damage in case of hits or near
instructions and precautions. misses, and to facilitate getting underway in
case of emergency. For example, in the case
38-12. Securing unnecessary machinery of a new destroyer having two duplicate
and piping systems. Some machinery and plants, one boiler in each fireroom should be
equipment are unnecessary in battle, and kept steaming, and both main generators
should be secured to prevent leakage, should be in operation, with the auxiliary
flooding, or short circuits in the event of steam lines, feed and fuel-oil systems, drains,
damage. (Refer to FTP-170B, Art. 9-13). etc., and the electric power distribution
Interruption of the services should be close to system properly set for split-plant operation
the sources of power or service in order to as if
isolate the maximum lengths of

329

the ship were underway. Similarly, in the case number of cases of boiler superheaters being
of large vessels, more than one auxiliary plant burned up and turbine and gear bearings
and boilers from more than one bank should being wiped have occurred in new
be in use, with the plants segregated properly. construction, largely due to lack of operating
A proper material condition (yoke or baker) experience and ignorance on the part of
should also be maintained. engineering personnel. Training in
operational casualties serves the cause of
38-14. Dispersal of personnel. The damage control well, since derangements of
organization for berthing and messing of the nature described above disable machinery
engineering personnel should provide for almost as effectively as enemy shell and
dispersal forward and aft in the living spaces bomb hits.
so that all key ratings will not be wiped out
by a hit in one compartment or vicinity. -The 2. Personnel of engineering battle stations and
2,200-ton destroyers are admirably designed repair parties must be trained to investigate
and arranged for such dispersal of key damage thoroughly before recombining split
officers as well as enlisted personnel. systems. They must be trained to limit the
spread of damage to undamaged
38-15. Training. The subject of training is compartments and machinery. Indoctrination
dealt with in other Chapters; therefore, only a should be thorough in such fundamentals as
few suggestions will be made here: pulling electrical circuits to damaged areas
and in vicinity of gasoline systems,
1. Training of personnel in handling routine establishing boundaries around fires and
operation of the plant, splitting and flooded areas, testing fuel and feed tanks for
recombining the various systems, and dealing salt water contamination due to damage, etc.
with operational casualties is equal in
importance to training in handling battle 3. During long periods of wartime cruising
casualties, especially since most personnel and operations in combat areas, instruction
are relatively inexperienced due to the rapid should take place on station so that men off
expansion of the service. One of our new watch will get their needed rest. Casualty
destroyers recently was dead in the water in a drills are suggested for the duration of routine
combat area for forty-five minutes due to dawn and dusk general quarters, and other
confusion in splitting and recombining the instruction should take place on station for
plant. A the men on watch.

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CHAPTER XXXIX

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REPAIR OF ENGINEERING DAMAGE
39-1. Foreword. Engineering battle
casualties normally are handled by the men
stationed in engineering spaces and by the
engineer repair party (Repair V on large
vessels). Only under exceptional
circumstances should it be necessary to seek
assistance from other repair parties. The
engineer officer should promptly report to the
damage control officer all damage, steps
taken to limit it, and repairs effected. Good
communications must be maintained
continuously between the engineer officer
and damage control officer, to keep the
damage-control organization functioning at
maximum efficiency.
39-2. Reports on damage. Reports of
damage must be made to the Captain, and he
should be kept accurately informed of the
situation in the engineering department at all
times. Too many insignificant details should
not be reported, however, for they tend to
cause confusion and may eventually lead the
Captain to believe that the engineering plant
is in far worse condition than it really is.
39-3. Battle stations: engineer department.
The split-plant principle of dispersing key
officer personnel should be applied in
assigning battle stations of engineer officers.
To some extent, this policy is limited by
Navy regulations and type organizations. The
engineer officer himself is required by Navy
regulations to be at the main engine control
station. The assistant engineer officer in large
vessels normally is stationed in an engine
room other than the control engine room. or
in charge of Repair V on the engineer's
damage-control deck (usually third deck in
large vessels). In an electric-drive vessel
(where the main control room is the only
station equipped for complete control of the
plant) policy on some ships has been to
station the assistant engineer officer in the
main control room with the engineer officer.
This is not in line with proper dispersal
principles, and is not recommended. A better
station for the assistant engineer officer in the
case of these vessels would be in charge of
Repair V at the Repair V headquarters on the
third deck. At this
331
1. Repair or shoring of structural damage.
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station, he would be in a position to supervise
the rigging of the casualty control cable for
the main alternating current propulsion
system, and take over emergency control of
the engineering plant in case main control is
disabled. Consideration should be given to
the advantages accruing if the assistant
engineer officer is free to move in order that
he can readily gain access to any engineering
space, since the engineer officer must remain
at the main engine control station. If the
assistant engineer officer is in charge of
Repair V, the M-division officer could well be
stationed in the secondary control engine
room with the A-division officer in charge of
a subdivision of Repair V. If the assistant
engineer officer is stationed in the secondary
control engine room, the A-division officer
may be in charge of Repair V, and the M-
division officer in charge of a main engine
repair group of Repair V. The B-division
officer should be in charge of fuel and water
transfer, or a boiler repair group of Repair V.
The E-division officer should be stationed at
the control main distribution board.
In new destroyers the engineer officer is
stationed in the control (forward) engine
room, and if there is only one assistant
engineer officer, he is in charge of Repair II
(main deck amidships). If there is a second
assistant engineer officer, he is stationed in
the after engine room. A recent action report
from a new destroyer illustrates the value of
having the assistant engineer officer stationed
outside of the engineering spaces. This
destroyer sustained a shell hit in the forward
engine room which disabled that space and
killed all personnel, including the engineer
officer. The assistant engineer officer
stationed at Repair II was available for taking
damage-control action and assuming control
of the engineering plant.
39-4. Engineering force and repair parties.
In both large and small vessels the engineer
department supplies key personnel for all
repair parties, and particularly oil kings and
electrician's mates. Repair V on large vessels
and the engineer repair party on small vessels
must be equipped for the following tasks:
the noise will interfere with the orders being
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2. Repair of boilers, machinery and piping. given on deck.

3. Electrical repairs of machinery, equipment,
and cables, including the running of casualty 39-7. Damage to machinery and piping.
power leads and jumpers. Steam-driven machinery is not damaged by
4. Fire fighting, and setting and opening flooding unless it is of long duration. It
closures for material condition zebra (able). should be possible to operate geared turbine
5. To act as reliefs for wounded or fatigued installations with water up to the main
personnel on watch. bearing pedestals if the lubrication system is
not contaminated. Direct shell and torpedo
Personnel of repair parties not actively hits in engine rooms may wreck turbine
engaged in repair or damage-control work in installations completely, and at best throw the
action should wear splinter helmets and lie on turbines and gears out of line, break
the deck, clear of hatches and passageways. foundations, bend shafts, and severely
Recent action reports have emphasized that damage auxiliary machinery. Near misses and
electrician's mates engaged in electrical hits in other parts of the ship also may disturb
repairs should wear rubber gloves, and stand foundations and cause misalignment. Piping
on rubber mats or wear rubber boots to may be ruptured by explosion, shock or
prevent electrical shock and burns. Despite fragment penetration; steam and other service
the fact that emergency lighting and relay- piping may become contaminated by salt
operated hand lanterns are provided on most water from flooding. Emergency repair of
ships, all hands in the engineer's force should 600 p.s.i. main and auxiliary steam piping
be provided with flashlights. The minimum usually is not feasible because this piping is
requirements should be that all personnel of thick-walled special alloy steel; damaged
actually on watch during war cruising wear sections generally have to be segregated by
life belts and carry flashlights. Repair parties intact valves or blanked off. Engine-room
and oil kings should be equipped with emergency repairs necessarily will be limited
watertight and oiltight flashlights if these are to realigning damaged machinery by
obtainable. All personnel should wear chocking and wedging foundations, renewing
clothing buttoned up for anti-flash protection. broken parts, uncoupling damaged turbines so
that intact ones can be used, and patching
39-5. Danger of operating boilers and low-pressure piping. When operating bent
machinery when listing. When hull damage line and propeller shafting, care must be taken
has occurred (even though the engineering that it does not wreck bulkhead stuffing boxes
plant has suffered no appreciable damage) it and gouge out the opening in the bulkhead
may become impossible to operate boilers where it passes through a flooded
and machinery if the vessel takes a heavy list. compartment, thus extending flooding. The
The engineer officer should study his own tactical situation should govern the
installation and blueprints to determine at Commanding Officer's decision to continue in
what maximum list boiler tubes will uncover, operation machinery that has already been
circulating water sea chests will cease to be damaged.
submerged, etc. There are cases on record
wherein vessels operated at lists of 15° to 39-8. Trailing and locking propeller shafts.
20°. Where turbines connected to a shaft are
undamaged, but damage has made lubrication
39-6. Damage to boilers in action. A shell of the bearings impossible or no vacuum can
or torpedo hit in a boiler room usually wrecks be put on the condensing system, it is
boilers, pumps and piping so badly that necessary to lock the shaft to protect the
shipboard repair facilities are of no avail. turbines. Trailing the shaft without forced
Near misses and other non-contact explosions lubrication will ruin the main bearings, and
may cause brickwork to loosen and fall, and the turbines may burn up due to friction and
possibly tube failures. Flooding does little windage if there is no vacuum on them. Idle
damage to boilers (if given prompt attention shafts may be locked with the jacking gear if
after unwatering) other than that they must be it is sturdy enough. New destroyers can make
cleaned and that furnace brickwork may have about 20 knots on one screw if the idle shaft
to be replaced. Personnel are sometimes is locked with the jacking gear. Propeller drag
alarmed when a near miss tosses a cloud of on a locked shaft reduces the speed and
spray down the stack, resulting in a noise increases the horsepower that must be
sounding like a tube failure. No cases of developed by undamaged engines to make a
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boilers exploding due to rapid flooding are on given speed. Therefore, if it is possible,
record, and there is no necessity for lifting propellers should be removed from locked
safety valves when abandoning ship; shafts. Some of our vessels which have
suffered battle damage or serious

332

operational derangements have had to resort rust off metal parts. The use of tectyl (thin
to emergency methods for locking shafts and film, polar type, rust-preventive compound) is
removing propellers. recommended for removing salt and rust from
flooded equipment. It has proved to be
39-9. Fuel-oil systems in action. When in invaluable in the salvage of machinery and
action cut-out and sluice valves must be equipment located in flooded compartments.
closed in the fuel-oil system and no transfer
of oil undertaken unless ordered by the To reduce the damage to electric equipment
damage control officer for stability reasons. and the probability of electrical fires, prompt
The oil level in the service tanks must not be action should be taken at the control main
permitted to become dangerously low. distribution switchboard to pull circuits
Prompt investigation should be made as soon immediately and remove power from
as a hit is received to ascertain if any tanks damaged areas, especially in the vicinity of
are holed or contaminated with salt water gasoline stowage.
from sprung rivets and seams. All tanks must
be carefully tested by the tank drain system Latest instructions provide that circuit
for the presence of water before being used. breakers at distribution boards shall not be
locked to prevent interruption of power to
In the case of large ships, a stability control important equipment. Instead, if breakers
officer is stationed in the damage-control open due to shock or other causes, they shall
headquarters during action. He issues the immediately be closed again by men stationed
orders for transfer of fuel oil and other liquids at the board for that purpose. If they again
to correct list and trim after damage has open short circuits and damage have occurred
occurred, under the direction of the damage in the circuits and the breakers shall be left
control officer. An oil king (the principal oil open until the trouble is investigated and
king or an assistant) who is thoroughly repaired. Locking the breakers inevitably will
familiar with the fuel-oil system should be result in serious damage to the switchboard
assigned as an assistant and advisor to the and other circuits. Breakers at the local power
stability control officer to facilitate the panels near electrical units may be locked if
transfer of fuel oil and Diesel oil. Close desired, however, providing discretion is
liaison must exist with the engineer exercised.
department in the control of liquid loading.
39-12. Casualty power supply systems. In
39-10. Feed and condensate systems. Main repairing damage to electrical circuits it may
condenser tubes may become leaky due to be necessary to run portable cables through
shock and reserve feed tanks may be flooded flooded or around damaged areas. For this
and contaminated by salt water from hull purpose casualty power supply systems are
damage. The distilling plants should not be now provided in most vessels for ship's power
operated in action to distill feed water, circuits, and in electric-drive vessels for the
because priming due to shock may result in main A.C. propulsion system as well as D.C.
salting up. Extreme vigilance must be power circuits. Frequent drills should be held
exercised after damage to prevent complete in hooking up casualty power cable. They
salting up of the entire feed and condensate should be as realistic as possible and
systems. In case of extreme emergency, and electrical equipment should be operated by
only as a last resort, boilers can be steamed at casualty power when practicable.
a low firing rate using salt water for feed. The
density of the water in the boiler will As an example of a typical casualty power
gradually increase, and as time goes on, system, the installation of a 2,100 ton DD will
serious priming and damage will occur. be described briefly. Power from both main
Prolonged operation of boilers on salt water switchboards and the emergency Diesel
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may be successful, however, if plenty of
boiler compound is used and frequent blow-
down is effected.
39-11. Damage to electrical machinery and
apparatus. Electrical apparatus, motors, etc.,
generally are damaged by fire resulting from
short circuits in severed cables, on flooded
switchboards, etc. Generators may be thrown
out of line and foundations cracked. Electric
equipment that has been subjected to flooding
for a short time may be salvaged by promptly
washing it with fresh water and by baking,
drying and cleaning
333
On D.C. circuits casualty power bulkhead
terminals are in pairs, one marked red for
positive leads and the other green for
negative leads. Do not make the mistake of
connecting the two main cables to one
terminal even though it does have two
binding posts, because they are both either
positive or negative, and the result will be a
short circuit. The upper binding posts are for
passing current from one compartment to
another; the lower terminals for operating
lights and tools within the compartment.
On A.C. circuits, there is only one terminal
per bulkhead. Each terminal has sets of slots
marked A, B and C to allow for 3-phase
current. Take care to connect the phases
properly or casualties will result. The face of
the connector should be divided into three
sectors: A-sector red, B-sector white, and C-
sector black.
Jumper cables should be marked as follows:
D.C. positive leads with red bands, negative
with green; A.C. cables (the three individual
conductors) with red, white and black bands
for phases A, B and C. Thus the cables are
marked to correspond with the terminals,
which facilitate hooking up properly and
speedily.
39-13. Smoke in firerooms and engine
rooms. If there are fires near the intakes for
the forced draft and ventilation blowers
supplying firerooms and engine rooms smoke
will be drawn into these spaces. Unless
equipment is provided for operating
personnel they eventually will be forced to
abandon the spaces. In ships having air-
encased boilers, no smoke will be drawn into
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switchboard is led vertically from riser
terminals through permanent riser cables to
the main deck and radio central in the forward
superstructure. By means of portable cables
conveniently stowed in racks, power is
distributed forward from the main deck risers
to 40 mm. gun-mount panels and submersible
pump outlets, and aft to 40 mm. gun-mount
panels and the steering gear. Portable cables
are plugged into riser terminals and bulkhead
terminals. Installations in larger vessels are
similar, but more elaborate.
equipment furnished for fighting fires in
engineering spaces is excellent on most
vessels, and personnel in the space (unless all
are killed or wounded) and the engineer
repair party should have no trouble in
bringing fires under control. In damaged
spaces, ruptured steam lines will assist in
smothering a fire. In extreme cases when a
fire gets out of control, the space should be
abandoned, closed up tightly, and the remote-
control valves of the steam smothering
system opened. As previously mentioned, all
hands in the engineer's force should be
trained as expert fire fighters.
39-15. Securing and salvage parties. While
the ship is still afloat every effort must be
made to save it. Nevertheless, the situation
may require the Commanding Officer to order
abandonment except for a small securing and
salvage detail, to prevent probable
unnecessary loss of life. In such case, the
organization of the ship should provide for
the detail and equipment of a party, normally
under the direction of the engineer officer, for
securing and salvage in the engineering
spaces, and under the damage control officer
or one of his assistants for the remainder of
the ship. The engineer department should be
secured and preparations made for receiving
outside assistance such as electric power,
submersible pumps, towing, etc. Type
instructions are available for the securing
detail of destroyers.
39-16. Summary. In conclusion, the
following points are emphasized:
1. The engineer department is a vital and
integral part of the ship's damage-control
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the firerooms by forced draft blowers, but it organization.

will enter through the ventilation system.
Ordinary gas masks will help, but are not 2. Engineering damage control can be divided
sufficient. Air-line masks, supplied by into: (1) limitation, and (2) repair of damage.
compressed air are recommended. Rescue
3. Limitation consists chiefly of proper
breathing apparatus, if available in sufficient
quantities, can also be used. utilization of the engineering damage-control
features built into the ship, and the proper
39-14. Fires. In some cases, heat from fires isolation of plant units and systems in split-
above the engineering spaces in adjacent plant operation. The Engineering Casualty
compartments, particularly if the ventilation Control Book should contain standard and
supply is knocked out by structural or special- instructions required for an effective
electrical damage, will make the firerooms or engineering damage-control organization.
machinery spaces untenable for personnel. In
such cases, efforts should be made to restore 4. The repair organization, equipment, and
the main ventilation or provide portable training of the engineer department must
blowers, and to cool off adjacent bulkheads provide for prompt and efficient emergency
and decks with fire hoses, etc. repairs.

Fires are likely to start wherever a hit occurs 5. The most important mission of the engineer
or where there are electrical short circuits. department is to maintain the mobility and
The maneuverability of the ship at all costs.

334

APPENDIX A

CHECK INCLINING EXPERIMENT

A-1. Purpose of the experiment. A check 1. Inclining weight or weights.

inclining experiment may be performed for
the purpose of obtaining approximate
stability data when conditions preclude the
use of normal calculation methods. It may be
undertaken at a haven or a repair base when
the shape of the hull has changed materially
(as, for example, when a portion of the bow
has been lost), or when loads of indeterminate
values are added to the ship.
The experiment should not be elaborate. It
can be performed by ship's company under
the supervision of a Naval constructor or
other competent officer experienced in
interpreting results obtained.
2. Steel tape (50 feet or 100 feet).
3. Plumb bob (any metal object weighing
from 5 to 10 pounds will suffice).
4. Twenty-five feet of thin wire or cord.
5. Crew's wash bucket.
6. Lubricating oil (2 gallons).
7. Measuring board or batten.
8. 12-inch ruler or draftsman's scale.
A-4. Inclining weight. The inclining weight
should consist of a number of weights
sufficiently small for easy handling. The
concentration of load on the deck will be less
when the weights are divided and placed at a
number of fore-and-aft locations.

A-2. Mechanics of the experiment. The
actual mechanics of running this inclining
experiment are as follows:
1. A large weight (about 1/2 per cent of the
displacement) is moved transversely across
the deck to produce a list. The heeling
moment caused by moving the weight is
calculated. Both the weight of the weight, and
the distance it is moved, must be carefully
determined.
The following items are suggested for use as
weights:
1. Pig iron or pig lead crated.
2. Iron or lead billets.
3. Shaft sections.
4. Depth charges or projectiles.
5. Bags of sand.
Weights can be moved by crane (if available),
on pipe rollers, or by hand. The weight of the

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2. The angle of rotation (change of list)
produced by the weight movement is
measured by means of a pendulum and a
horizontal batten.
3. With the data obtained under 1 and 2
above, the metacentric height (GM) of the
vessel is calculated from the formula:
GM = wd / (W tan θ)
Where:
w = inclining weight (long tons).
d distance weight (w) is moved athwartship.
W = displacement of ship (including w) (long
tons).
θ = angle of list produced by moving the
inclining weight.
A-3. Equipment Required. The minimum
equipment required for performing a check
inclining experiment is listed below. It may
be possible to substitute other material which in a bucket of heavy
will work as well as that indicated.
items to be used for the inclining weight
should be accurately determined before the
start of the experiment.
A-5. Pendulum. The pendulum used for
measuring the angle of heel consists of a
plumb bob suspended by a light flexible wire.
Any weight heavy enough to keep the wire or
string taut may be used for a plumb bob. The
pendulum should not be less than 10 feet
long. In the case of large ships, the pendulum
should be from 20 to 25 feet long.
To obtain sufficient length, the pendulum
probably will have to pass down through a
scuttle or hatch. The tangent of the angle of
rotation (change of list) -tangent θ-is obtained
by measuring the distance the pendulum wire
moves along a horizontal batten board and
dividing this distance by the length of the
pendulum. To dampen secondary oscillations
of the pendulum the plumb bob is immersed

335

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Figure A-1. Assembly of pendulum described in Article A-5.

lubricating oil. For greater accuracy it is operation, it should be present when the ship
suggested that two or possibly three is inclined. Stores and ammunition that will
pendulums be set up at various locations in be aboard during the future operation should
the ship. See figure A-1 for assembly of a be brought aboard and stowed in proper
pendulum. location. Liquids in the machinery plant
should approximate operating levels.
A-6. Preparatory measures. Before
conducting the experiment, certain measures An approximate calculation of the existing
should be taken to prepare the ship for the GM should be made. If negative GM is
inclining. suspected, ballast should be added to correct
this condition before the inclining. Remember
Before inclining the ship should have little or that there is to be an inclining weight on the
no list. If the purpose of the check inclining deck during the experiment, and that there
experiment is to determine the stability may be considerable free surface in the ship's
characteristics of the ship for future tanks.
operations, the ship and its loading should be
brought as near to the prospective condition There should be a minimum number of crew
of operation as possible. This will require that and officers aboard during the inclining. Only
tanks be filled to approximate the operating those actually needed for the experiment
condition. If free surface is to exist in the should remain.
ship's tanks during

336

Although all of the crew must be aboard in
actual operation, the movement of the men on
the ship during the inclining will produce
greater errors than that introduced by their
absence.
The inclining weight or weights should be
brought aboard while the ship is still
alongside the pier. Have the pendulum or
pendulums set up beforehand, and their
lengths measured.
A means of communication should be
established between the location of the
inclining weights, the pendulum, and the
officer-in-charge of the experiment. He will
locate himself on the bridge unless a clear
view of all mooring lines is obtainable from
the deck where the inclining weights are
located. In that case the officer-in-charge
should be stationed at the weights. Ship
service phones, sound-powered phones or
messengers will serve as means of
communications.
sets of draft figures at the bow or stern, the
Arabic numbers (0, 1, 2, 3, and so on) are
navigational marks; the Roman numerals (X,
XI, XII) are the displacement marks; the latter
should be used. When there is only one set of
draft marks they will be Arabic and are used
as both navigational and displacement marks.
The initial position of the weights should be
marked on the deck with chalk or crayon.
With the inclining weights in position the
location of the pendulum is marked on the
batten board as zero. (There may be slight
oscillations of the pendulum; the average
position should be marked.) Try to locate this
zero position at least twice to obtain an
average position.
When the pendulum recorder signifies that he
has marked his zero position, the condition of
the lines should be noted and all future
readings by the pendulum recorder should be
made when the lines are in the same condition
of tautness.

A-7. Mooring conditions. If possible, the
ship should be inclined in calm water, with
little or no wind blowing. However, when
such conditions do not prevail, try to locate
the ship so as to take the wind bow on or
dead astern. If this is not possible, then
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After preparations indicated above have been
made, the inclining weights are moved
athwartship to starboard (or port). When the
weights are moved outboard as far as possible
and secured from further movement, the
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attempt to have the ship on the lee side of a distance moved in feet is measured, recorded,
pier so that it will not be driven into the pier and reported to the calculator.
by the wind. If on the lee side, the wind will
push the ship away from the pier and there As the weights are being moved, the
will not be danger that the ship will bump the pendulum recorder will have to move the
pier during the inclining. With all conditions bucket of lubricating oil so that the pendulum
of wind mooring lines should be reduced to a will not touch the sides. After the weights
minimum and singled up. have been secured, all personnel move back
to the centerline and on word from the
A-8. Shore leads. Shore power leads, steam officer-in-charge of experiment, the
lines, and water hose should be secured and pendulum recorder marks the new location of
removed from ship. If necessary, however, the pendulum wire on the batten board. Then
they may be retained, provided that there is after two or three minutes the pendulum is
sufficient slack in them. These lines should read again to check the previous marking. An
never be taut. The power lead may have to be appreciable difference between these two
retained to supply power to winches for readings indicates a change in conditions, the
moving weights. cause of which must be ascertained and
eliminated. The distance in inches between
A-9. Conduct of the experiment. With the this average mark and the zero mark is
ship ready for inclining, inclining weights measured and reported to the calculator.
aboard and in position, (i.e., on centerline if
possible), pendulum set up, lines singled up The inclining weights are moved to the other
and extra crew put ashore, the actual side of the ship and the measurement of
experiment may begin. weight movement and pendulum deflection
are recorded. All distances are measured from
The gangway is removed and lines are eased the initial position.
until the ship is 5 to 10 feet away from the
pier. Keep as many lines slack as possible; A-10. Calculations. The experiment is now
those that are unavoidably taut should be taut concluded except for the calculations. After
during all readings. the drafts are read and reported, the calculator
must determine the displacement of the vessel
After the vessel has been moved away from from the ship's curves of form. (Where a
the pier, read drafts forward and aft, both port portion of the ship is missing, the
and starboard. Use a whaleboat or a punt for displacement must be estimated by the best
reading drafts. Reading from the pier will means at hand.) Then as each weight
give inaccurate data, especially if the ship has movement and pendulum
even a slight list. When there are two

337

deflection is reported, the value of GM is 1. Bring ship as near to prospective condition

calculated as follows: of operation as possible.

GM = wd / (W tan θ) 2. Before inclining ship should have little or

no list.
Where:
wd = moment of the inclining weight (foot 3. Assure positive GM before inclining by
tons). approximate calculation (ballast if necessary).
tan θ = a/l
W = displacement of ship (in tons). 4. Assign personnel for the experiment.
a = distance pendulum moved along batten
board (inches). 5. Set up pendulums and measure their
l = length of the pendulum (inches). length.

The various values of GM thus determined 6. Place inclining weights on board.

should then be averaged. If the individual
GM values differ materially, the weight 7. Put ashore personnel not required for the
inclining experiment.
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should be moved out to either side again and
another set of readings made as a check.
Unless close agreement is obtained, the
results cannot be considered reliable.
A-11. Evaluation and use of results. The
GM thus obtained is for the ship with the
inclining weights on board and with most of
the crew ashore. For most ships the inclining
weights will be approximately equal to the
weight of personnel and located at about the
same height above the keel. Therefore the
GM obtained from the check inclining
experiment can be used directly for future
operations.
If The Inclining Experiment Booklet contains
a curve of static stability for the ship at
approximately the same displacement as
when inclined; this curve may be corrected
for the new position of G.
A-12. Summary. A chronological summary position. Report to the calculator.
or check list of the various steps taken in
preparing for and executing the experiment is 7. Personnel return to positions on centerline
as follows:
Preparatory measures:
APPENDIX B
SYMBOLS
a Any designated area in square feet.
A Axis of cross-curves.
A.P. After perpendicular.
B Center of buoyancy.
b Breadth of compartment or tank in feet.
BM Transverse metacentric radius in feet.
BM' Longitudinal metacentric radius in feet.
C.F. Center of flotation.
C.G. Center of gravity.
D Draft in feet.
d Distance a weight is moved off-center
in feet.
F Any force in tons.
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8. Cast off steam and water hose and shore
power cables.
9. Single up mooring lines.
10. Remove the gangway and ease up lines.
Execution of the experiment:
1. Read drafts.
2. Mark the location of inclining weights on
the deck.
3. All personnel on board take positions on
centerline of vessel.
4. Mark zero location of the pendulum.
5. Move inclining weights athwartship to
starboard. Secure weights after moving.
6. Measure distance moved from the initial
of the ship.
8. Measure deflection of the pendulum.
Report to the calculator.
9. Move inclining weights to the other side.
Repeat as in 5, 6, 7 and 8.
10. Calculate GM, and correct new stability
curve.
338
KB Vertical distance from K to center of
buoyancy in feet.
KG Vertical distance from K to ship's
center of gravity in feet.
KM Vertical distance from K to
transverse meta-center in feet.
KM' Vertical distance from K to
longitudinal metacenter in feet.
L length of ship (unless otherwise
specified, it is length between
perpendiculars) in feet.
l Length of tank or compartment in
feet.
M Transverse metacenter.
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F.P. Forward perpendicular.
F.W. Fresh water.
G Ship's center of gravity.
Gv Ship's virtual center of gravity.
g Center of gravity of a weight, or
geometric center of an area or volume.
GM Transverse metacentric height in feet.
GM' Longitudinal metacentric height in feet. T.P.I. Tons per inch immersion.
GZ Righting arm in feet.
h Height above base line of the center of
gravity of a weight in feet.
I Transverse moment of inertia of
waterplane in feet4.
I' Longitudinal moment of inertia of
water-plane about transverse axis
4
through center of flotation in feet .
i Transverse moment of inertia of an
4
area about its own center in feet .
K Bottom of keel at midship section; i.e.
base line for all vertical measurements.
(Note: Items indexed by Article; e.g., 10-2 refers to Chapter X, Article 2.)
Able, 22-8.
Access openings, notes on, 30-22; via
cofferdams, 34-19. Aggregate, 37-2.
Air tests, 30-8.
Alcohol, 31-4.
Algebra, 2-2.
Allowance lists, 35-1.
Alterations, and insuring watertight integrity,
30-4.
Analysis; basis for, 18-1.
Announcing system; (4MC) general (1MC),
28-6. Armor; protection, 1-5.
As-inclined condition, 9-3.
Attack; missile, 1-4; types of, 1-3;
underwater explosion, 1-6.
Axis, 4-5.
Baker, 22-8.
Baskets; strainer, 35-3.
Battle; bill, 23-1; damage, 34-1; dressing
stations, 23-2; engineer department stations,
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M'Longitudinal metacenter.
M.P.
Mid-perpendicular, or midship
section.
MTI Moment to change trim one inch, in
foot tons.
p Virtual center of gravity of a body of
loose water.
s Surface permeability factor.
t Distance weight moved
longitudinally in feet.
V Volume of displacement in cubic
feet.
v Volume of a part of a ship in cubic
feet.
W Weight (or displacement) of a ship
in tons.
w Small weight on board ship in tons.
W.L. Waterline.
wl Surface of water in tank or
compartment.
z Vertical distance a weight is moved
in feet.
θ(theta) Transverse inclination of ship (angle
of heel) in degrees.
339
INDEX
Center of buoyancy, 3-6.
Center of gravity, 2-7.
Centrifugal pump, 29-4; gasoline driven, 32-
11.
Chain of control, 23-4.
Check-off lists, 27-2.
Chemical warfare, 25-15.
Chest; shoring, 36-16.
Clamps; beam, 35-3.
Classification; of ships, 1-1.
Clips, 36-19.
Closure; material conditions of, 22-8,30-4.
Cofferdams, 34-18; access via, 34-19.
Collecting stations, 25-4.
Collision, 1-7; mats, 34-13.
Combustibles carried; limiting of, 31-4;
storage and protection of, 31-5.
Communications, 25-5; bills, 28-10; dangers
of over-centralization, 28-11; other means,
28-6; primary, 28-5; telephone, 28-2,28-3,28-
4.
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39-3; engineer responsibilities, 38-2;
equipment, 25-4; lockers, 25-4; telephone
circuits, 28-2, 28-3,28-4.
"B" strakes, 16-6.
Beaching; possibility of, 17-11.
Beam theory, 16-2.
Bilge strakes, 16-6.
Blast suppression, 15-14.
Boat boxes and raft kits, 25-4.
Boilers, damage to in action, 39-6.
Booklet of Inclining Experiment Data, 9-1, 9-
6; items from, 9-7,10-7,11-1,13-9.
Box patch, 34-14.
Brazing, 34-33.
Breaking up, 1-2.
Bulkheads; holding, 15-3, 8-10; water
pressure on, 36-9.
Buoyancy, 3-1; center of, 3-6; curve of, 10-6; Couplings, 34-24; and special clamping
loss of reserve, 13-4; reserve, 3-4; reserve
after damage, 17-6;vertical center of, 11-7.
Cables; electric, 30-4,34-27; long, 34-31.
Calcium chloride, 37-2.
Canvas; apron, 35-3; belt, 35-3; fire retardant 1, 11-14; others, 11-13; righting moment, 4-7;
treated, 31-3. Capsizing, 1-8.
Carbon-dioxide systems, 32-9.
Casualties; of fire damage, 33-3; latent, 33-4;
secondary, 33-5.
Calking, 34-23.
Causes of loss, 1-2.
Centerline compartment; effect of free
communication on, 8-15.
340
machinery and piping, 37-7; reports on, 39-2;
resistance to, 1-1; structural, 33-6; survey of,
33-2.
Damage control; bills, 22-11, 23-5, 28-10;
conditions of readiness for action and, 22-7;
drills, 26-17; education for, 22-4;
fundamental elements of, 22-2; information
sources on, 22-6; library, 22-14; literature,
26-9; lumber, 31-2; maintenance program,
23-12; material and equipment, 22-14;
organization, necessity for, 22-3, 23-1;
purposes of, 22-1; pumping, 29-18; ships,
large, 23-2; ships, small, 23-3; ship design
and, 38-5; training, 22-5,23-11,34-32.
Deck; covering, 31-2, 31-3; drains, 29-7;
stringers, 16-6. Density, 2-4.
Diagonal, 3-6; for KB and KM curves, 11-6;
weight shift, 6-6.
Diesel-driven fire pumps, 29-4.
Displacement, 3-3,4-4,7-2; change for trim by
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Compartment; check-off lists, 22-12; sub-
division, 1-8. Compressed-air system, 29-23.
Computation of metacentric radius, 3-12.
Concrete; applications of materials, 37-3;
materials needed, 37-2; setting time, 37-4; use
of in repairing hull damage, 37-1.
Conductors, 34-27,34-29.
Contact explosions; under bottom, 15-8; side,
15-6. Corpsmen, 25-9.
Corrective measures after underwater
damage, 19-7; counter-flooding, 18-7;
effectiveness of, 17-4; negative GM,19-11;
positive GM, 19-9; types of, 18-2.
Corrosion, 30-3.
Cosine, 2-3.
Counterflooding, 18-7.
Couple, 2-6,3-7.
devices, 34-25. Cross-curves of stability, 4-5;
corrections, 6-4; uses of, 4-6. Cruising radius
reduction, 21-4.
Curves, cross-curves of stability, 4-5, 6-4;
displacement, 3-3, 3-6, 11-1, 11-4; form, 11-
static stability, 4-3; tons per inch immersion,
11-5; transverse metacentric height, 3-13.
Damage; advancing flooding boundaries, 34-
4; battle, 34-1; boilers in action, 39-6;
casualties, 33-3; control book, 21-3; control
stations, officer-in-charge of, 21-11; extent,
determination of, 19-2; holes in hull, 34-5;
investigation of, 33-1, 33-4, 33-6, 34-3;
limitation of, 38-5;
Flooding, 1-2; additional factors in, 13-9;
boundaries, determination and establishment
of, 18-3; control of, 29-16; draft, changes of,
10-14; effect diagram, 9-8; how it takes place,
13-5; loss by, 1-8; partial, 13-7; ship girder
and, 16-22; solid, 13-6.
Flotation; center of, 10-3; adding weight at,
10-11, 11-11.
Fog and sprinkler heads, 32-5.
Force, 2-5; at rest, 3-5; outboard, 3-7.
Fragment and flash suppression, 15-14,15-25.
Framing; bottom, 16-16; transverse, 16-7.
Freeboard, 3-4, 4-4; reduction of, 21-4.
Free communication; constriction of, 13-9;
effect of, 8-12; evaluation of, 8-14;
visualization of, 8-13.
Free surface; breadth of, 8-8; bulkheads and,
8-9; effect on stability, 8-2; evaluation of
effect, 8-4; location of, 8-7; pocketing and, 8-
10; ship's tanks and, 13-9; suppression of, 18-
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stern, 10-4, 11-2; curves, 3-3, 3-6, 11-1, 11-4; 4; variables of, 8-10; visualization of, 8-3.
limiting of, 21-4; minimum, 21-4. Fresh water; for concrete, 39-2; system, 29-
Docking plan, 11-3. 20.
Draft, change of on flooding effect diagram, Fuel oil; hull piping system, 29-1; sequence
10-14; diagram, 11-3, 11-15, 11-16, 11-17; table, 9-8; transfer, 29-19.
displacement, 7-2; marks, 11-2; reading, 11- Furniture, upholstered, 31-2.
3; weight movement, effects on, 10-10.
Drag, 10-15. Garboard strakes, 16-6.
Drainage systems; gravity, 29-7; main, 29-10; Gas; incandescent, 15-4.
mechanical, 29-8; secondary, 29-11; separate, Gas masks, 32-13.
29-12. Gasketed covers, 30-4.
Drains, deck, 29-7; open funnel, isolation of, Gasoline, 31-4.
38-11. Drills, 26-17; repair party, 27-3. Gear; for hull piping systems, 29-2;
Dynamic stability, 4-9. miscellaneous, 36-8; rigging, 36-7; topside,
31-4.
Education; activities, examples of, 26-13; Generators; foam, 32-8.
presentation, methods of, 26-8; subjects, General quarters, 22-7; medical department
general, 26-6; starting program, 26-12; topics stations, 25-3. General Information Book, 29-
suggested, 26-7; visual aids, use of, 26-10. 3.
Eductors, portable, 29-15. General stability diagram; data needed for,
Emergency sound-powered telephones, 28-4. 12-4; description of, 12-2; purpose of, 12-1;
Engineer department; damage control and, results, dependability of, 12-5; uses of, 12-3.
38-1; dispersal of personnel, 38-14; personnel Girder, 16-6.
and organization, 38-6; publications for Glass; cloth of, 31-3; fiber and block
study, 38-3; split-plant operation, 38-7; in insulating material, 31-3.
port, 38-13; training, 38-15. GM; calculation of, 17-5; impaired and
Engineering; bills, 23-5, book, 29-5, 38-8, unimpaired, 14-4; on stability curve, 4-10,7-
38-9; department, battle stations for, 39-3; 3.
damage, 39-1; force and repair parties, 24-4, Gravity; center of, 2-4, 2-7; finding of in
39-4; plates and diagrams, 38-8. ships in design stage, 5-2.
Equipment; adequate, 21-9; fire-fighting, 32-
4; operation of, 30-21; protective, 32-13. Handy billy pump, 29-15,32-10.
Exponents, 2-2. Heel; angle of, 4-2,7-4.
High-explosive magazines; protection of, 15-
Files and records, 31-4. 25.
Fire, 39-14: bills, 32-18; control, 23-1; Hogging stresses, 16-5.
hazards, 31-1,31-2; hose and nozzle, 32-7; Holding bulkhead, 15-13.
marshal, 31-6; retardant material, 31-7,32-16; Holes in hull; above waterline, 34-6; flooding
severe, 1-2; spreading of, 33-7. effect of, 34-7; temporary repairs, 34-9;
Fire-protection officer, 31-6. types, 34-8; under waterline, 34-5; wooden
Fire fighting, 19-4; difficulties of, 32-19; plugs and, 34-10.
group action in, 32-17; organization for, 32- Hookbolts, 34-14.
14, 32-15; parties, 24-4, 32-15. Hull; allowance list, 22-14, 30-20; board, 30-
Fire main; elements of, 29-4; fouling of, 32- 11; flooding effects of holes in, 34-7; holes in
4; weekly inspection of, 32-5. under waterline, 34-5; holes in above
First-aid posts, 23-2; equipment for, 25-4. waterline, 34-6; piping systems, 29-1; repair
Fittings; classification of, 22-9; examples of, book, 29-3.
22-10; with watertight integrity, 30-4. Hull piping systems; compressed air, 29-33;
Flanges; blank, 34-26. construction of, 29-2; condenser-circulating,
Flexibility; of hull piping systems, 29-2. 29-8; damage-control, features of, 29-2;
drainage, 29-7, 29-8, 29-10; fire main, 29-3;
fresh water, 29-20; fuel-oil transfer, 29-1;
gasoline, 29-21; importance of, 30-12; salt
water, 29-1; sea-flooding, 29-17; secondary
drainage, 29-11;

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sprinkling and flushing, 29-6; ventilation, 29- emergencies otber than action, 25-6;
22.
Hydrostatic pressures, 16-13.
Impaired stability, 13-1.
Incandescent gases, 15-4.
Inclinations, longitudinal, 10-1.
Inclining; arm, 6-5; experiment, 5-3;
moments, 2-6, 6-5.
Inclining experiment; booklet, 21-3;
calculations, A-10; conduct of, A-9;
equipment required, A-3; evaluation of, A-11; Minimum liquids, 21-3.
inclining weight, A-4; mechanics of, A-2;
mooring conditions, A-7; necessity for, 5-3; Mobility and maneuverability, 17-10.
pendulum, A-5; performance of, 5-4;
preparatory measures, A-6; results of, 5-5,5- Moments, 2-6; of inertia, 2-9, 4-4; trimming,
6; usefulness of, 5-7.
Inertia, moment of, 2-9.
Initial stability, 3-8.
Influences of metacentric height, 3-10.
Inspections; routine, 30-10.
Insulation, 34-30.
Instructors; selection and training of, 26-4.
Intact ship, 17-5.
Jumpers, use of, 34-28.
Keel; flat, 16-6.
Kerosene, 31-4.
KG; alternative formula for, 7-7.
Knife edges and bearing surfaces, 30-4.
Ladder; portable, 35-3.
Leaks; armored hatches, 34-17; cracks, 34-
16; rivets and, 34-17; torn seams and, 34-17;
vacuum, 34-27.
Lever arm, 3-7.
Liquid; density of in relation to free surfaces,
8-5; level in wing tanks, 15-25; loading
procedure, 21-3; optimum distribution of, 15-
15.
Lighting detail, 24-4.
List; causes and effects of, 14-6; correcting
of, 14-8, 17-10; danger of operating
machinery with, 39-5; feel of, 14-4, 14-5;
minimum, 21-7; minimizing of, 15-25; nature
of, 14-2; suppression of, 15-14; variations in
angle of, 14-3.
Literature, 26-9.
Local strength, 16-12.
Loading; conditions of, 9-2, 9-6; dynamic,
16-17; light
condition, 9-5; standard condition, 9-4.
Longitudinal; inclinations, 10-1; stability, 1-
8,10-6. Loose water, 8-1, 18-5.
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equipment and material, 25-4; first aid, 25-12;
general quarters stations, 25-3; maintenance
of equipment, 25-11; stretcher bearers, 25-8;
training methods, 25-10.
Metacenter, 3-8; transverse, 11-8.
Metacentric height, 3-9; computation of
radius, 3-12; curve of transverse height above
keel, 3-13; influence of, 3-10; negative, 14-
15; radius, 3-8, 11-9; relationships of, 3-11.
Metal sbapes, 36-19.
Missile attack, 1-4.
Mockups, use in training, 34-33.
10-8; to change trim, 10-7,11-10.
Movement; general effect of weight, 6-2.
Negative metacentric height, 14-5.
Non-contact explosions; at the side, 15-7;
under the bottom, 15-9.
Non-essential combustibles; elimination of,
31-2.
Non-inflammable items; replacement with,
31-3.
Off-center weight, 14-2.
Officer-in-charge, damage-control station, 21-
11.
Oil and water leaks; detection of, 30-6.
Operation, test, and inspection, 30-15.
Organization and training, 21-10.
Over-centralization; dangers of, 28-11.
Paint; fire retardant, 31-3,31-4.
Painting, 16-18.
Paper and office supplies, 31-4.
Partial flooding, 13-7; in free communication
with the sea, 13-8.
Parties; fire, 24-4, 32-15; repair, 23-2, 39-4;
securing and salvage, 39-15.
Patches; improvised, 34-13; Jubilee pipe, 34-
23; other types, 34-23; prefabricated plate,
34-12; soft, 34-22; special, 34-14; welded,
34-15.
Patrol, 24-4.
Pendulum, A-5.
Permeability; beneficial effects of, 8-10;
surface, 13-9; volume, 13-9.
Personnel; damage-control station, 23-7;
engineering department, 38-11; repair party,
24-3; to be trained, 26-5. Pipe; lines,
blanking, 34-26; sections, renewing of, 34-24;
shores and, 36-19; unions 34-24.
Piping; fire main system, 29-4.
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Loss, by fire, 1-10; by flooding, 1-8; by Plating; in compression, 16-8.

immobilization, 1-11; by magazine explosion,
1-12; by structural failure, 1-9.
Lubricating oils and greases, 31-4.
Luggage; combustible, 31-2.
Machinery and piping, damage to, 39-7;
readiness of auxiliary, 38-10; securing of
unnecessary, 38-12.
Magazine; explosions, 1-2; sprinkling
system, 29-17. Maintenance; of fire-resistant
condition, 31-6; importance of, 15-18; of
medical department equipment and supplies,
25-11; planned program of, 30-13; program
for repair equipment, 30-20.
Mathematics, basic principles of, 2-1.
Medical department; corpsmen, 25-9;
chemical warfare and, 25-15; decentralization
of, 25-2; disposition of dead and wounded,
25-14,25-13;
Plugs; pillows, mattresses, etc., as such, 34-
11, 34-13; wooden, use of, 34-10, 34-23.
Plunging, 1-8.
Pocketing, 8-10,13-9.
Portable submersible pumps; characteristics
of, 29-13; operation and maintenance of, 29-
14.
Portland cement, 37-2.
Pouches; hospital corps, 25-4.
Power; sources of in DD's, 38-7.
Preparatory measures; importance of, 21-1.
Pressure; hydrostatic, 16-13; due to flooding,
16-14; pulse, 15-4.

342

Problems, 6-3, 6-4, 12-3,13-2, 13-3, 13-7,13- Solid flooding, 13-6.

8. Programs; regularly scheduled, 26-2; Sounding, 33-5; party, 24-4.
interest in, 26-3; method of presentation, 26- Spare parts and materials; supply of, 30-19.
8; selection of instructors, 26-4; starting a Speed reduction, 21-4.
program, 26-12. Split-plant operation, 38-7; in port, 38-13.
Properties; influencing stability Sprinkling systems, 29-6; testing of, 32-6.
characteristics, 4-12. Propeller shafts; trailing
Stability; characteristics of, 4-12; correction
and locking, 39-8. of curves, 6-4; cross-curves of, 4-5, 4-6; data,
Protection; armor, 1-5; underwater, 1-6. 9-1; data sheet, 12-4; diagram, 12-1;
Pumps; details, 24-4; Diesel driven, 29-4; description of, 12-2; dynamic, 4-9; effects on
fire-main hull piping and, 29-4; jet, 29-12; of taking liquids aboard ship, 8-11; GM, 4-10;
gasoline driven, 29-15; handy billy, 32-10, initial, 3-8; list and, 7-4; longitudinal, 1-8,3-
32-12; main condenser circulating, 29-9; 1,10-6, 17-7; properties, characteristics of, 4-
portable submersible, 29-13. 12; range of, 4-8, 21-4; reserve buoyance and,
Pyrotechnics, 31-4. 1-8, 3-1; static, 4-3; transverse, 1-8, 3-1,17-
5,21-5; vanishing, 4-8.
Radian, 2-3. Static stability, curve of, 4-3; features of, 4-8.
Realism, methods of introducing in training, Station, battle dressing, 23-2; damage control,
26-14. 23-2, 23-6, 23-7; repair party, 23-8.
Remote control of hull piping systems, Steel shapes, advantages and disadvantages
provision for, 29-2. Repair party, 23-2, 30-9; of, 36-18; shoring with, 36-19.
assignments, 24-4; function of, Steam-driven reciprocating pump, 29-4
24-2; organization of, 23-9; personnel of, 24- Strakes; "B", bilge, 16-6; sheer, 16-6.
3; stations for, 23-8; training of, 27-1. Stranding, 20-1; effect on stability, 20-3;
Repairmen; protection of, 34-2,35-6. procedure, 20-2. Strength; damaged
Repairs, 16-23; upkeep and, 30-17. members, 34-20; deck, 16-9; initial, 30-2;
Reserve buoyance, 1-8, 3-4; loss of, 13-4; longitudinal considerations of, 19-14,21-4;
reduction of, 21-4. Resistance; elements of, lower decks and, 16-10; structural, 17-8.
15-20. Stresses; hogging, 16-5; sagging, 16-4.
Responsibility; fixing of, 30-14. Stretchers, 25-4; bearers, 25-8.
Rescue breathing apparatus, 32-13,33-4. Stringers; deck, 16-6.
Righting arm, 4-2, 4-4, 7-5; rate of Strip ship bills, 31-2.
development of, 14-4. Righting moment, 3-7; Store rooms, 25-4.
Strongbacks, 36-1,36-4.
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curves of, 4-7,7-5; maximum, 4-8. Rotating Structures; basic shoring, 36-12.
shafts, 30-4. Stuffing tubes, 34-17. Submersible pumps,
32-12.
Sagging stresses, 16-4. Superstructure, 16-11. Supplies; cleaning, 31-
Salt-water systems, 29-1. 4. Supports; reinforcing, 30-21.
Salvage party, function of, 17-12; making Symbols, Appendix B.
decision concerning, 17-13. Systems, carbon dioxide, 32-9; compressed
Sand, 37-2. air, 29-23; condenser circulating, 29-8;
Schools, fire-fighting, 32-2. casualty power supply, 39-12; drainage, 29-7;
Screw flanges, 34-24. feed and condensate, 39-10; fire main, 29-3;
Seams; torn, 34-17. flooding, 29-17; fresh water, 29-20; gasoline,
Seamanship; to safeguard structural strength, 29-21; restoration of, 17-10; salt water, 29-1;
17-11. Seaworthiness; restoration of, 19-1, secondary drainage, 29-11; sprinkling and
19-3,21-4. Sectionalization, 29-2; of fire- flushing, 29-6; ventilation, 29-22.
main system, 29-5.
Securing and salvage parties, 39-15. Tactical situation, 17-10.
Segregated sections, 29-5. Tangent, 2-3.
Setting time; of concrete, 37-4. Telephone talkers; battle circuits, 28-2;
Sheathing, 34-6. message form and procedure, 28-9; rules for,
Ship; control, 23-1; design and damage 28-8.
control, 38-5; handling, 19-13; inclined, 3-7; Telescopic shore, 36-5.
in seaway, 16-3; service telephones, 28-6; Tests and inspections, 30-5; check tests, 30-
situation after damage, 19-8; without torpedo 19.
protection, 15-19. Tons per inch immersion curve, 11-5.
Sholes, 36-1,36-2,36-4. Tools, improvised, 35-3; markings, 35-2;
Shore, 36-1; strength of, 36-11; steel, 36-19; storage for small 35-4; storage for large, 35-5.
wooden, 36-2. Shoring; basic structures, 36- Topside weight; addition of, 13-2.
12; chest, 35-3, 36-1, 36-17; instructions, 36- Torpedo; depth, 15-17; at mid-depth, effect
20; material, metal, 36-5; obtaining and of, 15-22; shallow and deep, effect of, 15-23.
storing, 36-6; measuring, cutting, trimming, Torpedo-protection systems; classes of ships
36-13; miscellaneous suggestions, 36-16; designed with, 15-11; design features of, 15-
principles, 36-15; seaworthiness and, 19-12; 13; functions of, 15-14; purpose of, 15-12;
with steel shapes, 36-19; where and when to, situation after damage, 19-6.
36-10.
Silver soldering, 34-33.
Sine, 2-3; curve, 2-3.
Shock wave, 15-4. Sinking bodily, 1-8.
Slings, 35-3.
Sluicing, 8-16.

343

Towing vessel, 17-11. Vertical movements, 2-6.

Training and education; damage repairs, 34-
32; engineering personnel, 38-14; organizing
for, 23-11.
Training activities, 26-1; methods, 26-16;
objectives, 26-15; personnel to be trained, 26-
5; realism, methods of introducing, 26-14; the
repair party, 27-1; training of instructors, 26-
4.
Transverse metacenter, 11-8.
Transverse stability, 1-8; effect of trim, 10-
17; free communication effect on, 8-12.
Trigonometry, 2-3.
Trim, 10-2; calculations of change of, 10-9;
change of, 10-5; effect on transverse stability,
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Vertical weight shifts, 6-3.
Visual aids, use of, 26-10.
Vital functions; restoration of, 18-8,19-5.
Volume, 2-4; permeability, 13-9.
War cruising, organization for, 23-10.
Water; depth of in relation to free surface, 8-
6.
Watertight integrity; insuring of, 30-4;
maintenance of, 21-8,
22-13; preservation of, 30-2.
Watertightness; loss of, 30-3.
Weather forecast, 17-10.
Wedges, 36-1, 36-3; and cleats, 36-14; steel,
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10-17; excessive, 10-16, 13-9; operation, 10- 36-19.

15; optimum, 12-6; suppression of, 15-14, Weight, 2-4; addition, examples of, 7-5;
17-10. adding at any position longitudinally, 10-12;
Tours and demonstrations, 26-11. additions, 18-7; diagonal shifts, 6-6; effects of
Trimming moment, 10-8. weight movement on draft, 10-10; examples
of, 10-13; horizontal shifts, 6-5; low weights,
Underwater explosions; types of, 15-2; at removal of, 13-3; off-center, 14-1; removal,
bow and stern of small ships, 16-21; contact 7-6,18-5; solid weight loads, 16-15; topside,
at side, 15-6; contact under the bottom, 15-8; addition of, 13-2; transfers, 18-6; vertical
damage to large ships, 16-19; effects of, 15-5; shifts of, 6-3.
nature of, 15-4; non-contact at side, 15-7; Welding, 34-33.
progress in research on, 15-3; small ships Wiring; electric conductors and cables, 34-28;
and, 16-20. Underwater hit near ends; effects identification of, 34-30; insulation of, 34-31.
of, 15-24. Work, 2-8.
Underwater protection, 1-6. Why ships float, 3-2.
Universal wrench, 35-3. Wreckage removal detail, 24-4.
Upper decks and superstructure, 16-11. Wrench; universal, 35-3.

Valves; fire-main system, 29-4, 32-5; cut-out, X-ray, 22-8.

29-4; group control, 29-5; scupper core, 29-7;
sea-flooding, 29-17. Ventilation systems, 29- Yoke, 22-8.
22.
Vertical keel, 16-6. Zebra, 22-8.
Vertical location, effect of, 7-3.
* U.S. GOVERNMENT PRINTING OFFICE: 1945-940170

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