Damge Control Manual.pdf

Military Sealift Command Washington Navy Yard Bldg. 210 901 M Street SE Washington, D.C.

20398-5540 COMSC Instruction 3541.50

DAMAGE CONTROL MANUAL

DCIN #57

~. l~ . ,~c.. ·v

Damage Control Information Newsletter No. 057:

24 October 2001

COMSCINST 3541.5D DAMAGE CONTROL (DC) MANUAL REVISION

The subject manual is the most comprehensive single point of reference for providing shore-based and shipboard personnel with COMSC's Damage Control policy, which includes damage control, firefighting and chemical biological radiological defense (DC/FF/CBR-D). The subject manual provides a baseline to develop and implement Damage Control procedures aboard ship.

The current revision of the DC Manual is dated February 21, 1994. MSC has experienced a major reorganization since that revision and numerous damage control policy and procedural changes since the 1994 publication. We have initiated a project to revise/update the manual to reflect policy and procedure changes that have occurred over the past seven years and reflect MSC's current organizational changes.

In the interim, DC Manual changes that are of an immediate nature will be issued via official Change Transmittals. Future DCINs will announce the official Change Notice Transmittals and summarize the changes.

All DCINs are sent to the Master, ChMate, and Cheng aboard ship. Ships please disseminate as required. All previous DCINs can be found on the MSC Webpage at (http://www.msc.navy.mil/n7/dc_info/alldc.htm)

11 r

COMSCINST 3541.5D

21 February 1994

CHANGE NO.

r-----

RECORD OF CHANGES

DATE OF CHANGE DATE ENTERED ENTERED BY

DEPARTMENT OF THE NAVY

COMMANDER MILITARY SEALIFT COMMAND REFER TO:

WASHINGTON NAVY YARD BUILDING 210

914 CHARLES MORRIS CT SE

WASHINGTON DC 20398-5540

COMSCINST 3541.5D CH-2

N733

25 FEBRUARY 2003

COMSC INSTRUCTION 3541.5D CHANGE TRANSMITTAL 2

Subj: DAMAGE CONTROL MANUAL (DC MANUAL) FOR MSC SHIPS

Encl: (1) New Part 1 Chapter 5

1. Purpose. To provide policy and general guidance on the number, location and outfitting of CBR-D lockers on MSC ships.

Remove pages 1-5-1 through 1-5-4 to basic 2. Action.

instruction and replace with en~(~~

J. M. STEWART

VICE COMMANDER

Distribution:

COMSCINST 5215.5

List I (Case A,B,C) SNDL 41B (MSC Area Commanders)

41C (NFAF East/West) 410 (MSC Offices) T-100 (Masters, civil service manned ships) T-102 (Masters & operators, contract-operated FSS) T-103 (Masters & operators, contract-operated TAGOS) T-104 (Masters & operators, contract-operated MPS) T-105 (Masters & operators, contract-operated LMSRs) T-106 (Masters & operators, contract-operated MPF (E)) T-107 (Masters, civil service manned Fast Combat Support

Ships) T-108 (Masters & operators, contract-operated T5 Tankers)

DEPARTMENT OF THE NAVY

COMMANDER MILITARY SEALIFT COMMAND

WASHINGTON NAVY YARD BLDG 210

901 M STREET SE

WASHINGTON DC 20398-5540

COMSC INSTRUCTION 3541,5D

REFER TO:

COMSCINST 3541.5D

N7

21 FEBRUARY 1994

Subj: DAMAGE CONTROL MANUAL (DC MANUAL) FOR MSC SHIPS

1. pyrpose. To provide MSC shore-based and shipboard personnel a comprehensive source document that implements MSC policy regarding damage control procedures, equipment, organization and training.

This is a complete revision and should be read in its entirety.

2. Cancellation. COMSCINST 3541.5C. COMSCINST 3400.2A is also cancelled except for Appendices A, B, C and D of enclosure (1) which should be retained and filed with this manual.

3. Applicability. This instruction is applicable to all MSC Force ships and commands. When ship damage control provisions of an operating contract or charter agreement vary from this instruction, the contract or charter agreement will govern.

Nothing in this document is construed to be a modification of the contract.

4. Background. The DC Manual consolidates applicable COMSC policies and procedures regarding shipboard casualty prevention, response, control, emergency repair, personnel protection and general damage control training. This instruction is divided into three parts; Part 1, Damage Control Policies and Procedures; Part 2, Emergency Bills and Part 3, General Information. Part 1 provides an overview of established damage control policy. Part 2 is intended as a foundation which each MSC ship should use to develop ship's specific Emergency Bills. Part 3 provides background information related to damage control equipment and procedures. sources of more detailed information and other applicable COMSC instructions are referenced within each part.

5. Action

a. All MSC commands and Masters shall utilize this DC Manual as a standard for damage control organization, emergency preparation and damage control training.

b. Nothing in this instruction relieves the Master, Chief Engineer or any member of the ship's force of hisjher responsibility as defined by law, nor does it relieve them of the requirement to exercise good judgment at all times.

COMSCINST 3541.50

21 FEBRUARY 1994

c. The DC Manual is a dynamic document. It will be amended as necessary to respond to changing operational, maintenance and technological requirements. Feedback from the users of this document is essential to ensure that it is kept accurate and current. Comments are encouraged and are to be directed to COMSC (N7) with a copy to the Administrative Commander. Changes are to be submitted as proposed page changes to the manual.

6. Short Title. The approved short title of this instruction is the DC Manual.

Distribution:

COMSCINST 5000.19

List I (Case A, B)

R J. MAIDIT JR.

Chief of Staff

SNDL 41B (MSC Area Commanders) (LANT & PAC only) (50) 41B (MSC Area Commanders) (FE & EUR only) (5) 41C (MSC Subarea Commanders) (10) 41D3 (MSC Offices)

41F (MSCCENTACT)

T-100 (Masters, civil service manned ships) (5)

FOREWORD

21 FEBRUARY 1994

To carry out the mission of each MSC ship, the ship's crew must be properly trained, organized and outfitted to combat fire, flooding and structural damage and to minimize the effects of damage on the ship, its equipment, crew and cargo.

Damage control, both at sea and in port, is an ALL HANDS responsibility. The ship's station Bill assigns each crewmember specific damage control jobs for which hejshe must become proficient. Because a ship at sea must be self-sufficient in all respects, if even one person fails to perform his assigned emergency duty, it could result in loss of the ship or injury to a person.

To accomplish damage control duties efficiently, crewmembers must be thoroughly familiar with emergency equipment and well drilled in its use. Proper organization and training will ensure that each crewmember responds to an emergency with correct, positive action.

This manual contains the standard emergency bills which provide an appropriate and tested plan of action for foreseeable emergency conditions. These bills shall be followed during drills and emergency conditions.

i

Chapter

1-1 1-1-1 1-1-2 1-1-3

1-1-4 1-1-5

1-2 1-2-1 1-2-2 1-2-3 1-2-4 1-2-5 1-2-6

1-3 1-3-1 1-3-2 1-3-3 1-3-4 1-3-5

1-4

1-4-1 1-4-2 1-4-3 1-4-4

1-4-5

1-5 1-5-1 1-5-2 1-5-3 1-5-4

COMSCINST 3541.5D

21 FEBRUARY 1994

TABLE OF CONTENTS

Title

Foreword

PART 1 - POLICIES AND PROCEDURES

-INTRODUCTION AND PHILOSOPHY

Introduction Background MSC Survivability and Damage Control

Philosophy Objectives USCG, USN and MSC Damage Control Practices and Procedures

DAMAGE CONTROL ORGANIZATION

Introduction Policy Discussion Shipboard Damage Control Organization Repair Party structure Action

-ENGINEROOM MAIN SPACE FIRE DOCTRINE

Purpose Policy Background Discussion Action

Page i

1-1-1 1-1-1

1-1-1 1-1-2

1-1-3

1-2-1 1-2-1 1-2-1 1-2-3 1-2-6 1-2-7

1-3-1 1-3-1 1-3-1 1-3-1 1-3-2

GENERAL DAMAGE CONTROL REQUIREMENTS FOR CONTRACT

OPERATOR MANNED, CHARTERED AND READY RESERVE

FORCE SHIPS

Purpose Policy Background Typical Requirements For Contract Operated and Chartered Ships Action

DAMAGE CONTROL REPAIR LOCKERS

Purpose Background Requirements Action iii

1-4-1 1-4-1 1-4-2

1-4-2 1-4-6

1-5-1 1-5-1 1-5-1 1-5-2

Chapter

1-6 1-6-1 1-6-2 1-6-3 1-6-4 1-6-5

1-7 1-7-1 1-7-2 1-7-3 1-7-4 1-7-5

1-8 1-8-1 1-8-2 1-8-3 1-8-4

1-9 1-9-1 1-9-2 1-9-3 1-9-4

1-10 1-10-1 1-10-2 1-10-3 1-10-4 1-10-5

1-11 1-11-1 1-11-2 1-11-3 1-11-4

1-12 1-12-1 1-12-2 1-12-3 1-12-4

TABLE OF CONTENTS

Title

PART 1 - POLICIES AND PROCEDURES (Cont•d)

DAMAGE CONTROL EQUIPMENT

Purpose Policy Background Specific Damage Control Equipment Action

DAMAGE CONTROL DOCUMENTATION

Purpose Policy Background Discussion Action

DAMAGE CONTROL MARKINGS

Policy Background Discussion Action

DAMAGE CONTROL COMMUNICATIONS

Policy Background Discussion Action

FLIGHT DECK DAMAGE CONTROL

Purpose Policy Background Discussion Action

FIXED FIREFIGHTING SYSTEMS

Purpose Policy Background Discussion

FLOODING CONTROL

Policy Background Discussion Action iv

Page

1-6-1 1-6-1 1-6-1 1-6-2 1-6-5

1-7-1 1-7-1 1-7-2 1-7-2 1-7-4

1-8-1 1-8-1 1-8-1 1-8-3

1-9-1 1-9-1 1-9-1 1-9-5

1-10-1 1-10-1 1-10-1 1-10-2 1-10-3

1-11-1 1-11-1 1-11-2 1-11-2

1-12-1 1-12-1 1-12-1 1-12-1

1-13 1-13-1 1-13-2 1-13-3 1-13-4 1-13-5

1-14 1-14-1 1-14-2 1-14-3 1-14-4

1-15 1-15-1 1-15-2 1-15-3 1-15-4 1-15-5

1-16 1-16-1 1-16-2 1-16-3 1-16-4

1-17 1-17-1 1-17-2 1-17-3 1-17-4

1-18 1-18-1 1-18-2 1-18-3 1-18-4 1-18-5

1-19 1-19-1 1-19-2 1-19-3 1-19-4

COMSCINST 3541.50

21 FEBRUARY 1994

TABLE OF CONTENTS

Title

PART 1 - POLICIES AND PROCEDURES (Cont 1 d)

HAZARDOUS ATMOSPHERE TESTING

Purpose Policy Background Discussion Action

DAMAGE CONTROL TRAINING AND DRILLS

Policy Background Discussion Action

CHEMICAL, BIOLOGICAL, RADIOLOGICAL DEFENSE

Purpose Policy Background Discussion Action

TOWING AND SALVAGE

Policy Background Discussion Action

HAZARDOUS MATERIAL SPILL RESPONSE

Policy Background Discussion Action

MISHAP AND CASUALTY REPORTING

Purpose Policy Background Discussion Action

- ENGINEERING CASUALTY CONTROL

Policy Background Discussion Action v

Page

1-13-1 1-13-1 1-13-1 1-13-2 1-13-2

1-14-1 1-14-1 1-14-1 1-14-1

1-15-1 1-15-1 1-15-1 1-15-2 1-15-3

1-16-1 1-16-1 1-16-1 1-16-2

1-17-1 1-17-1 1-17-2 1-17-3

1-18-1 1-18-1 1-18-2 1-18-2 1-18-3

1-19-1 1-19-1 1-19-1 1-19-2

Chapter

1-20 1-20-1 1-20-2 1-20-3 1-20-4

1-21

1-21-1 1-21-2 1-21-3 1-21-4

1-22 1-22-1 1-22-2 1-22-3 1-22-4

Appendices

A B c

2-1 2-1-1 2-1-2 2-1-3 2-1-4 2-1-5 2-1-6

2-2 2-2-1 2-2-2 2-2-3 2-2-4 2-2-5 2-2-6 2-2-7 2-2-8

TABLE OF CONTENTS

Title

PART 1 - POLICIES AND PROCEDURES (Cont 1 d)

FIRE PREVENTION

Policy Background Discussion Action

PREVENTIVE MAINTENANCE OF DAMAGE CONTROL,

FIREFIGHTING AND LIFE SAVING EQUIPMENT

Policy Background Discussion Action

DAMAGE CONTROL INSPECTIONS

Policy Background Discussion Action

Main Space Fire Doctrine Standard Damage Control Equipment List Chemical, Biological, Radiological

Defense (CBR-D} Material Conditions of Readiness Policy

PART 2 - EMERGENCY BILLS

- DAMAGE CONTROL BILL

Purpose Organization Responsibilities Conditions of Readiness Emergency Procedures Damage Control Training

FIRE BILL

Purpose Organization Responsibilities Condition of Readiness Emergency Procedures Re-Entry Signals Firefighting Training vi

Page

1-20-1 1-20-1 1-20-1 1-20-2

1-21-1 1-21-1 1-21-1 1-21-5

1-22-1 1-22-1 1-22-1 1-22-2

1-A-1 1-B-1

1-C-1

2-1-1 2-1-2 2-1-5 2-1-7 2-1-8 2-1-11

2-2-1 2-2-1 2-2-2 2-2-5 2-2-5 2-2-7 2-2-7 2-2-8

2-3 2-3-1 2-3-2 2-3-3 2-3-4 2-3-5 2-3-6 2-3-7

2-4 2-4-1 2-4-2 2-4-3 2-4-4 2-4-5 2-4-6

2-5 2-5-1 2-5-2 2-5-3 2-5-4 2-5-5 2-5-6 2-5-7

2-6 2-6-1 2-6-2 2-6-3 2-6-4 2-6-5 2-6-6

2-6-7

2-7 2-7-1 2-7-2 2-7-3 2-7-4 2-7-5 2-7-6 2-7-7

COMSCINST 3541.50

21 FEBRUARY 1994

TABLE OF CONTENTS

Title

PART 2 - EMERGENCY BILLS (Cont 1 d)

GROUNDING AND COLLISION BILL

Purpose Organization Responsibilities Condition of Readiness Emergency Procedures Recovery Actions for Grounding Signals

ABANDON SHIP BILL

Purpose Organization Responsibilities Conditions of Readiness Emergency Procedures Signals

CBR DEFENSE BILL

Purpose Organization Equipment Responsibilities Signals Emergency Procedures Training

ENGINEERING CASUALTY BILL

Purpose Organization Responsibilities Conditions of Readiness Emergency Procedures Damage Control Fittings, Equipment and Markings

Engineering Casualty Training

STEERING CASUALTY BILL

Purpose Organization Responsibilities Condition of Readiness Procedures Signals Training vii

Page

2-3-1 2-3-1 2-3-1 2-3-2 2-3-2 2-3-3 2-3-4

2-4-1 2-4-1 2-4-1 2-4-2 2-4-2 2-4-3

2-5-1 2-5-1 2-5-3 2-5-4 2-5-8 2-5-8 2-5-22

2-6-1 2-6-2 2-6-2 2-6-4 2-6-6

2-6-23 2-6-23

2-7-1 2-7-1 2-7-1 2-7-2 2-7-2 2-7-3 2-7-4

Chapter

2-8 2-8-1 2-8-2 2-8-3 2-8-4 2-8-5 2-8-6 2-8-7 2-8-8

2-9 2-9-1 2-9-2 2-9-3 2-9-4 2-9-5 2-9-6 2-9-7

2-10 2-10-1 2-10-2 2-10-3 2-10-4 2-10-5 2-10-6 2-10-7

2-11 2-11-1 2-11-2 2-11-3 2-11-4 2-11-5 2-11-6 2-11-7

2-12 2-12-1 2-12-2 2-12-3 2-12-4 2-12-5 2-12-6

TABLE OF CONTENTS

Title

PART 2 - EMERGENCY BILLS (Cont 1 d)

TOWING AND SALVAGE BILL

Purpose Organization Responsibilities and Duties Condition of Readiness Towing Procedures Communications and Signals Precautions Training

MAN OVERBOARD BILL

Purpose Organization Responsibilities Condition of Readiness Emergency Procedures Signals Training

HIGHLINE TRANSFER BILL

Purpose Organization Responsibilities Condition of Readiness Procedures Signals Training

EMERGENCY EVACUATION BILL

Purpose Organization Responsibilities Condition of Readiness Emergency Procedures Signals Training

IN-PORT EMERGENCY BILL

Purpose Organization Responsibilities Condition of Readiness Emergency Procedures Training viii

Page

2-8-1 2-8-1 2-8-2 2-8-2 2-8-3 2-8-6 2-8-6 2-8-6

2-9-1 2-9-1 2-9-1 2-9-4 2-9-5 2-9-5 2-9-6

2-10-1 2-10-1 2-10-1 2-10-3 2-10-3 2-10-8 2-10-8

2-11-1 2-11-1 2-11-1 2-11-2 2-11-2 2-11-2 2-11-3

2-12-1 2-12-1 2-12-1 2-12-3 2-12-3 2-12-4

2-13 2-13-1 2-13-2 2-13-3 2-13-4 2-13-5 2-13-6

2-14 2-14-1 2-14-2 2-14-3 2-14-4 2-14-5 2-14-6 2-14-7 2-14-8

2-15 2-15-1 2-15-2 2-15-3 2-15-4 2-15-5

3-1 3-1-1 3-1-2 3-1-3 3-1-4

3-2 3-2-1 3-2-2 3-2-3 3-2-4

COMSCINST 3541.50

21 FEBRUARY 1994

TABLE OF CONTENTS

Title

PART 2 - EMERGENCY BILLS (Cont 1 d)

MERCY AND RESCUE BILL

Purpose Organization Responsibilities Condition of Readiness Emergency Procedures Training

HELICOPTER LAUNCHING AND RECOVERY BILL

Purpose Organization Responsibilities Condition of Readiness Procedures Equipment Training Signals

HAZARDOUS MATERIAL SPILL BILL

Purpose Organization Responsibilities Condition of Readiness Emergency Procedures

PART 3 - GENERAL INFORMATION

COMPARTMENTATION AND WATERTIGHT INTEGRITY

References Introduction Compartmentation Watertight Integrity

DAMAGE CONTROL MARKINGS

References Introduction Damage Control Markings standardization ix

Page

2-13-1 2-13-1 2-13-1 2-13-3 2-13-3 2-13-5

2-14-1 2-14-1 2-14-2 2-14-3 2-14-3 2-14-9 2-14-10 2-14-10

2-15-1 2-15-1 2-15-3 2-15-6 2-15-6

3-1-1 3-1-1 3-1-1 3-1-1

3-2-1 3-2-1 3-2-1 3-2-2

Chapter

3-3 3-3-1 3-3-2 3-3-3 3-3-4 3-3-5

3-3-6 3-3-7 3-3-8 3-3-9

3-4 3-4-1 3-4-2 3-4-3 3-4-4

3-5 3-5-1 3-5-2 3-5-3 3-5-4 3-5-5

3-6 3-6-1 3-6-2 3-6-3 3-6-4

3-7 3-7-1 3-7-2 3-7-3 3-7-4 3-7-5

3-8 3-8-1 3-8-2 3-8-3

TABLE OF CONTENTS

Title

PART 3 - GENERAL INFORMATION (Cont•d)

FIRE

References Introduction Chemistry of Fire Classes of Fire Effect of Fires on Shipboard Structure and Systems Firefighting Agents Fire Prevention Firefighting Equipment Firefighting Organization and Tactics

CHEMICAL AND BIOLOGICAL DEFENSE

References Chemical and Biological Agents Chemical and Biological Defenses Decontamination

RADIOLOGICAL DEFENSE

References Effects of Nuclear Attack Nuclear Weapon Characteristics Radiological Defense Radiac Instruments

INTERIOR COMMUNICATIONS

References Introduction Interior Communications Systems External Communications systems

BREATHING APPARATUS

Page

3-3-1 3-3-1 3-3-1 3-3-4

3-3-5 3-3-6 3-3-8 3-3-9 3-3-17

3-4-1 3-4-1 3-4-4 3-4-10

3-5-1 3-5-1 3-5-3 3-5-5 3-5-8

3-6-1 3-6-1 3-6-1 3-6-6

References 3-7-1 Introduction 3-7-1 Type A-4 Oxygen Breathing Apparatus (OBA) 3-7-1 Self-Contained Breathing Apparatus (SCBA) 3-7-7 SCBA Recharge Compressor and Refill Station 3-7-10

VENTILATION

References 3-8-1 Introduction 3-8-1 Types of Ventilation 3-8-1

X

3-9 3-9-1 3-9-2 3-9-3 3-9-4 3-9-5 3-9-6

3-10 3-10-1 3-10-2 3-10-3 3-10-4

3-10-5

3-10-6

3-11 3-11-1 3-11-2 3-11-3 3-11-4 3-11-5 3-11-6

COMSCINST 3541.50

21 FEBRUARY 1994

TABLE OF CONTENTS

Title

PART 3 - GENERAL INFORMATION (Cont•d)

FLOODING AND DEWATERING

References Flooding Installed Dewatering Systems Portable Dewatering Equipment Plastic Patching Kits Other Patches

PRINCIPLES OF SHORING

References Introduction Rules for Applying Shoring Use of the Measuring Batten for cutting

Shoring Use of the Carpenter's Square for cutting

Shoring Placing of Shoring

STABILITY

Reference Ship's Stability Principles of Stability Factors Affecting Stability Trim and stability Book Computerized Loading Tables xi

Page

3-9-1 3-9-1 3-9-2 3-9-4 3-9-14 3-9-18

3-10-1 3-10-1 3-10-2

3-10-4

3-10-5 3-10-7

3-11-1 3-11-1 3-11-1 3-11-8 3-11-13 3-11-14

PART 1

21 FEBRUARY 1994

POLICIES AND PROCEDURES

CHAPTER 1

INTRODUCTION AND PHILOSOPHY

1-1-1 Introduction 1-1-4 1-1-2 Background 1-1-s 1-1-3 MSC survivability and

Damage Control Philosophy

1-1-1 INTRODUCTION

Objectives USCG, USN and MSC Damage Control Practices and Procedures

The objective of this Manual is to provide MSC shore-based and shipboard personnel with a comprehensive source material that promulgates MSC Damage Control policy and provides a baseline to develop and implement Damage Control procedures aboard ship.

1-1-2 BACKGROUND

a. MSC is self-insured against ship damage and personnel injury. If a casualty is not controlled so as to limit damage and safeguard against personnel injury, the burden and cost of repairs and replacement of equipment are borne by the Government. The design of each ship provides only a limited degree of protection against damage and, therefore, the crew must always be ready and able to respond to and control shipboard casualties. Providing the crew with proper damage control training and equipment, and ensuring that they are prepared to control potential casualties will help to ensure that correct and quick actions are taken to respond to the numerous emergencies that may be encountered while aboard ship.

b. Damage control is an ALL HANDS responsibility. All members of the ship's force and other personnel embarked on the ship must be aware of their damage control assignments and responsibilities.

1-1-3 MSC SURVIVABILITY AND DAMAGE CONTROL PHILOSOPHY

a. Survivability

(1) MSC ship survivability philosophy shall be based on providing the necessary resources to maintain ship operational readiness and preserve mission capabilities to the greatest extent practical in both peacetime and hostile environments. The degree of ship survivability shall be predicated upon risk assessment and prudent risk management. MSC ships have a limited self-defense

1-1-1 capability and are, therefore, vulnerable to enemy attack. In hostile environments, survivability depends mainly on the response and assistance of escort forces.

(2) Ship construction and systems meeting American Bureau of Shipping (ABS) and US Coast Guard (USCG) requirements will be the baseline on MSC ships, flexibility must be maintained and cost effective survivability enhancements considered, if warranted and feasible. Modification or upgrading solely to comply with General Specifications for Construction of Navy Ships, the Naval Ships Technical Manuals or other military specifications is neither required nor desired.

b. Damage Control. MSC damage control philosophy shall be based on providing the necessary combination of resources and manning to adequately and confidently prevent, respond to, contain, control and correct shipboard damage in both peacetime and hostile environments. Damage control measures shall be appropriate to the desired degree of ship survivability being sought.

c. Priority of Ship and Personnel Safety. MSC ship and personnel safety priorities are as follows.

(1) Safety of personnel

(2) Safety of the ship

(3) Safety of ships equipment

(4) Safety of cargo

Depending on the circumstances and severity of each casualty, priorities may change. Although protection of equipment and cargo are important, they are secondary to preventing death or serious injury to personnel. Personnel responding to a casualty must reduce risk by taking time to assess the situation and react with common sense.

d. Goals. The immediate goal of shipboard damage control and survivability is preservation of life. The overall goal is to maintain operational readiness and preserve mission capability in both hostile and peacetime environments.

1-1-4 OBJECTIVES

The objectives of shipboard damage control are:

a. Preventing damage

(1) Maintaining watertight integrity.

(2) Eliminating fire hazards.

1-1-2

(3) Maintaining ship and emergency equipment.

(4) Training shipboard personnel in DC actions and the proper use of equipment through formal instruction and realistic drills.

b. Controlling damage

(1) Combating fire.

(2) Controlling flooding.

(3) Maintaining stability and buoyancy.

c. Accomplishing emergency repairs

d. Protecting personnel in emergencies

(1) Providing proper personnel equipment.

(2) Safeguarding personnel.

(3) Providing first aid treatment.

(4) Following proper abandon ship procedures.

e. Training of ship's force

(1) Instructing in damage control organization and techniques.

(2) Maintaining personnel awareness and equipment readiness.

(3) Ensuring ALL HANDS participation.

(4) Practicing egress and evacuation.

1-1-5 USCG, USN AND MSC DAMAGE CONTROL (DC) PRACTICES AND

PROCEDURES

a. Most MSC ships are built to commercial standards in accordance with USCG regulations and ABS Rules and operate to support mission requirements of the U.S. Navy (USN) and other U.S.

Government sponsor organizations.

b. Although MSC ships may operate with USN ships, MSC ships do not have a combat capability and USN damage control (DC) procedures and policies are not fully implemented aboard ship.

MSC's shipboard organization and manning levels do not permit

1-1-3 implementation of the Navy DC Program. Although USCG regulations address DC outfitting requirements and procedures for commercial ships, USCG requirements establish minimum standards and are used only as a baseline for MSC's DC program. The implementation of only USCG DC requirements is not adequate for the active DC program desired by MSC. Some of the philosophy and many of the proven procedures of the Navy DC Program have been incorporated in MSC's DC Program, but altered and consolidated to suit unique mission requirements, manning constraints, use of commercial equipment and the implementation of commercial ship design practices.

c. Damage control is a collateral duty for all MSC crewmembers vice being a primary function as is the case for certain personnel aboard USN ships.

d. MSC ships have two conditions of readiness, Cruising and Emergency. Cruising is set before getting underway and mainta'ned while underway. Emergency is set when all hands are called to emergency stations or when the ship is in imminent danger. Th Cruising condition is similar to the Navy condition Yoke, whic is set before getting underway and while in port after working ho rs.

The Emergency condition is similar to the Navy condition Zebra which is set before entering combat and when danger is imminen .

USN ships have a special condition called Circle William, whic is set for CBR-D protection. During CBR-D on MSC ships, an Emerg ncy condition is maintained where all ship closures and ventilatio are secured, except for ventilation required for ship's power. Th Master may modify each condition as required by ships operatio s or other requirements. Conditions of readiness are described in art 2, Chapter 1, Damage Control Bills.

1-1-4

POLICIES AND PROCEDURES

CHAPTER 2

COMSCINST 3541.5D

21 FEBRUARY 1994

DAMAGE CONTROL ORGANIZATION

1-2-1 Introduction 1-2-2 Policy 1-2-3 Discussion

1-2-1 INTRODUCTION

1-2-4 Shipboard Damaqe control Orqanization

1-2-s Repair Party Structure 1-2-6 Action

Timely response to an emergency or casualty, the limiting of damage and control of a casualty requires a well organized and trained DC team.

1-2-2 POLICY

MSC crews shall be organized as stated herein to quickly and correctly respond to shipboard emergencies and casualties. This DC organizational structure shall be implemented by each ship during shipboard DC training and drills. The Ship's station Bill assigns responsibility for various emergency situations and general crew DC duties are cited the Emergency Bills contained in Part 2 of this manual.

1-2-3 DISCUSSION

The DC organization (Figures 1-2-2 and 1-2-2) is determined by the following functional and personnel considerations.

a. Quick Response Team. Over ninety percent (90%) of all shipboard fires could be extinguished with a portable fire extinguisher if responded to during the incipient stage of the fire. Other casualties are also more easily controlled by quick action. Because mustering and outfitting a repair party takes time, the delay between fire and other casualty detection and response can be reduced by augmenting the repair party structure with a quick response team. Quick response team personnel, upon hearing the report of a casualty, should immediately report directly to the scene, equip themselves with portable DC equipment in route and combat the casualty. See paragraph 1-2-4c(4) for more details regarding this team.

1-2-1

b. Use of Vari-Nozzle. The Repair party organization is able to take advantage of two-man hose teams due to the use of the vari-nozzle. The vari-nozzle allows a single hose team to attack a fire without requiring a second team to be outfitted with a low pressure fog applicator needed for thermal protection. Fire teams on ships equipped with the Navy or CG all-purpose-nozzle (APN) are to be organized in accordance with standards established for safe use of that equipment (i.e., use of a fog applicator to provide a thermal barrier). Each hose team equipped with a vari-nozzle can protect itself and if required lend assistance to other hose teams fighting the fire. When the On-Scene Leader determines that a two hose attack is necessary, the teams are located close enough to each other to provide this assistance. Safety of the firefighters and other personnel shall always be the primary consideration when determining fire attack strategy. A two-hose team attack is normal shipboard practice except in small compartments or on small ships where crew size is limited. In these situations, a single hose attack with a second hose team as backup outside the space is appropriate. During foam application, a water only hose equipped with a vari-nozzle is required to augment each foam hose team equipped with an air aspirated foam nozzle. An air aspirated foam· nozzle will not provide adequate thermal protection to the firefighter and a backup water hose is therefore needed. The use of air-aspirated foam equipment significantly improves the quality and therefore the extinguishing capability of the applied foam.

Foam application using a vari-nozzle will provide the user greater reach, but foam quality and foam sealing properties will be reduced.

c. Firefighting Team. A five-man firefighting team consisting of a Hose Team Leader and two hose teams will be initially outfitted and respond to a fire. Five additional repair party individuals (the standby team) shall prepare their equipment to relieve the initial team. Each 1 1/2 inch hose shall be handled by a nozzle man and a hose man. The hose team leader will direct each hose team through the smoke and toward the fire with the aid of the Navy Firefighters Thermal Imager (NFTI) or Fire Finder.

Allowances currently provide for one fire detection device on each ship. Where multiple fires are being fought, the Damage Control Officer (DCO) (synonymous throughout this manual with the ship's First Officer) will determine where the NFTI (or Fire Finder) is most needed. The On-Scene Leader, as advised by the Breathing Apparatus Controller, directs both the initial and standby hose teams at a site established just outside the smoke/fire boundary.

The On-Scene Leader normally is not outfitted with a breathing apparatus.

d. Breathing Apparatus (BA) Controller. The BA Controller is responsible for the time management of repair party members when responding to an emergency and outfitted with either OBAs or SCBAs.

The BA Controller is to record, track and monitor time information of all fire party members entering and exiting the smoke boundary.

This person is responsible for ensuring fire party individuals are relieved in a safe and timely fashion.

1-2-2

e. Repair Party Personnel. Organizational flexibility and cross training of the entire ship's crew are needed to ensure crew confidence and readiness. However, the primary training emphasis should focus on those repair party personnel assigned by the Station Bill. 'fhe MasteL and Fi1::st 6ffice1: mtt:st know each i1dioid~al a:sei~fte~ ~e a re~air ~ar~y. The repair party expected to be called to an engine room fire should be staffed with licensed and unlicensed Engine Department personnel to ensure repair party familiarity with the space. Likewise, Deck Department personnel should be assigned to DC actions in cargo areas. Pei:eennel aeeig'ned BC I:eepen!li'8ili~iee are 'Ee 'he meEiieally (~hy!licall:y &lid "PB'f8Rele~ieally) fit "te ageem"Plish '&l=ie :Re8essaFy 'Eae~t::e. lt peL !tell ~e~ireg tg IRiUleliluer tb.rglilgb. a gark, iiilRe:ke filleg 1 88:R:fi:Rea area may l=iave a:R Y:R:faveFa~le fi~S'f8Aele~i8al FO&file:Rse 1 e:Rf!iaH~erin~ ~i!l life ana 'ehe l iYee e :f e'El=ieFs , FYr"tl=ieF 1 "tl=ie 8Fe~J may l=iave iHeiiviEil:lale wheee ~ayeieal a'E'ErH~l:lt;es ,reve:R'E 'El=leir safely weariw~ t:Ae fi.x:efi.gll"tiRg Qliltfit (i e 1 :bearQiii; p~llyiiii'Oi'al iiii.lle aRQ

'e'Erlie'Elire)u S8F&eRi.R~ iRgiuiglilaliii at iiiAereiiiid.e CC ggQ,gellii iil:Ra ftSearei eai~1 eef8F8 a:Rii QYFiR~ QQ QFillB; iiii RQ'Oi'Qiiiliiary te 'PF87/8R~ '&l=ie aesiEJ:RJRe:Rt; ef Y:RBYi'Easle ere~ .. memsers 1!e Fe"air pa1: ties. 'fhe Mas"teF a:Rii '&l=ie e"thex: se:Riex: effi.eers are res'Pe:Rsisle fer e:ReYFi:R~ t:Aa"t sl=lipsea:Pii perseR:Rel eaR safel'f aRQ sa"tisfae"teli'ily a8881Rfilliel&l t.AeiF assi~:Reli QS '&as1Es. 'Do.-M~9' c..ot.ttrol iS o. (.Otl~+erol d u+y for- "\1 MSC erewmefW\ber-s.

f. Damage Control (DC) Repair Lockers. Shipboard DC repair lockers are to be outfitted to support independent DC operations. This policy does not preclude supporting one repair team or locker with another when necessary. For firefighting, the DC lockers are to contain the complement of firefighting outfits detailed in Part 1, Chapter 6. Each standard DC repair locker is to be outfitted with twelve (12) complete firefighting outfits (ensemble and breathing apparatus). At least six (6) of the required breathing apparatuses are to be bulkhead mounted in the locker by means of quick release walk-away brackets. Reduced stowage DC repair lockers are to be outfitted with at least six (6) complete firefighting outfits (ensemble with breathing apparatus) and at least four of the breathing units are to be similarly mounted in the locker. Ships with reduced stowage are identified in Part 1, Chapter 6, DC Equipment.

1-2-4 SHIPBOARD DAMAGE CONTROL ORGANIZATION

a. The overall organization of the MSC shipboard DC structure is depicted in Figure 1-2-1.

b. This structure is optimized for a fire emergency and a fire response team, however it is simple and flexible and may be modified to react to other emergencies. Manning constraints may require modification of the structure, but the chain of command concept shall be retained.

1-2-3

I CHIEF ENGINEER

DAMAGE

I

CONTROL ORGANIZATION

(TYPICAL)

I MASTER I

l OIC MILDET/MILDEPT I l RADIO OFFICER I

~ DC CENTRAL

FIRST OFFICER) I

~ QUICK RESPONSE TEAM I I PERSONNEL CASUALTY

I RESPONSE TEAM (PCRT) (QRT) I

I I I I I REPAIR I KEY EMERGENCY STATIONS I REPAIR

I REPAIR

PARTY 1 -STEERING GEAR ROOM PARTY 2 PARTY 3

-FIXED FOAM STATIONS

- EMER. DIESEL GENERATOR

- MN SWITCHBOARD

- EOS/HELM

-OTHERS AS REQUIRED

BY MASTER

FIGURE 1-2-1

I

I

c. Key members of the ship's force have the following DC responsibilities.

(1) Master. The Master is ultimately responsible for all shipboard DC actions. The Master shall ensure that the ship's force is trained in all aspects of damage prevention and control.

The Master shall keep the station Bill accurate and current. For Engine Room main space fires on ships outfitted with single charge fixed gas extinguishing systems, the Master shall always assume the sole authority or shall delegate the sole authority to release the fixed gas extinguishing system. Once delegated, this authority cannot be re-assigned without the Master's specific direction and authorization. The individual with one shot release authority shall be identified to the crew and recorded in the Station Bill and noted in the EOS copy of the Main Space Fire Doctrine. Where a two-shot fixed gas extinguishing system is installed in the engine room and each shot is of equal size, the senior licensed engineer on watch has the authority to activate the first shot (and only the first shot) after notifying the bridge of the need to secure main engines, accounting for personnel and ensuring that the space is properly secured. Notifying the bridge is required while underway to ensure ship's power is not needed for emergency maneuvers.

1-2-4

(2) First Officer. The First Officer shall be designated by the Master as the ship's DCO. As DCO, hejshe shall be responsible for coordinating all aspects of the ship's DC Program including:

(a) Coordinating overall shipboard DC response from DC Central.

(b) Supervising all DC training.

(c) Scheduling and evaluating all DC drills.

(3) Chief Engineer. The Chief Engineer is the primary authority for appropriate DC actions in the main space. The Chief Engineer shall ensure that all personnel assigned to the Engine Department are thoroughly familiar with their responsibilities as listed in the ship's Main Space Fire Doctrine and the ship's Engineering Casualty Control Manual.

(4) Quick Response Team (QRT). This team provides immediate response to emergency situations. The team is to quickly obtained nearby equipment such as OBA/SCBA and portable fire extinguishers to, for example, fight a fire. When the ship's general alarm has been sounded, members of the team are to proceed directly to the casualty location. Feedback communications from this group shall be directed initially to DC Central and then to the On-Scene or Repair Party Leader. The QRT may be composed of members of various repair teams and or zone parties as manning permits. The team should include three to five day working personnel (i.e., day Third Assistant Engineer and others with deck and engine room experience). QRT personnel assignments shall be noted on the ship's Station Bill. The normal actions and responsibilities of repair parties and zone personnel should not change.

d. Personnel Casualty Response Team. This team shall establish a treatment area with equipment necessary to provide immediate triage, life support treatment and transportation for injured personnel. The Medical Department Representative (MDR) or Medical Service Officer (MSO) shall remain in the treatment area and conduct triage at the entrance to the casualty treatment area.

In the event that the MDR and the Chief Mate are the same individual, MDR responsibilities must be delegated. The team shall be comprised of the MDR (or MSO) and other personnel not specifically assigned to other emergency bills, but trained in first aid and certified in CPR. At least two crewmen shall be assigned to this team.

1-2-5

e. Militarv Detachment (MILDET) and Military Department (MILDEPT) Personnel. The Officer In Charge of the MILDET/MILDEPT shall be responsible for the direction, training, safety and DC participation of embarked military personnel. The ore shall assign personnel to emergency stations and advise the Master on matters of military administration, operations and communications.

f. Radio Officer. The Radio Officer is responsible to the Master for all communication matters including DC communications.

On those ships with only one radio officer or no radio officer, the First Officer shall become familiar with the radio equipment and its operating instructions and DC communications.

g. DC responsibilities of other personnel are described in the Damage Control Bill and other Emergency Bills in Part 2 of this manual.

1-2-5 REPAIR PARTY STRUCTURE

The repair party chain of command structure depicted in Figure 1-2-2 shall be used by the ship's force and the Administrative Commander to establish teams to combat fire, flooding, collision, grounding or other types of damage. Ship operational requirement, manning constraints and or the use of specific types of equipment aboard the ship may require modification of this structure.

Nevertheless, the chain of command and communication arrangements shown shall be maintained.

a. Repair Party Leader (RPL). The RPL is responsible for managing all personnel assigned to his or her DC locker. The RPL establishes communications between DC Central and the On-Scene Leader. The RPL also directs zone personnel to make required closures and establish proper boundary watches.

b. on-Scene Leader (OSL). The OSL directs actions at the site of the casualty. He establishes a control area just outside the smoke/fire boundary, and is not normally dressed in a full firefighting ensemble. The OSL, with assistance from the BA Controller, controls both initial and standby firefighting teams.

The initial attack team is relieved by the standby team when directed by the OSL and BA Controller. The standby team has the same organization as the team it is to relieve. On ships with limited manning, the RPL and OSL may be the same person.

c. Breathing Air Controller (BA Controller). As cited in paragraph 1-2-3d, the BA Controller monitors the breathing time of all persons outfitted with breathing apparatus. The BA Controller remains outside the firejsmoke boundary. Although the BA Controller is subordinate to the OSL, this individual is authorized to direct the replacement of any fire party member who's breathing time is insufficient as shown and recorded on the BA Controller tracking board.

1-2-6

d. Hose Team Leader. The Hose Team Leader is to be fully outfitted in firefighting gear and use the Navy Firefighting Thermal Imager (NFTI) or Fire Finder to direct the hose teams to the fire. The Hose Team Leader relies on the hose teams for protection and shall never enter a space alone.

REPAIR PARTY STRUCTURE

(TYPICAL DC LOCKER)

r REPAIR PARTY LEADER I

ZONE OFFICER I I ON-SCENE LEADER I I

I BA CONTROLLER I I ZONE PERSONNEL I

SMOKE BOUNDARY

HOSE TEAM LEADER

(NFTI) STANDBY TEAM

I HOSE TEAM LEADER

I l (NFTI)

I HOSE TEAM 1 HOSE TEAM 2

I 1 I

NOZZLE MAN NOZZLE MAN

HOSE TEAM 3 HOSE TEAM 4

HOSE MAN HOSE MAN I

NOZZLE MAN NOZZLE MAN

HOSE MAN HOSE MAN

FIGURE 1-2-2

1-2-6 ACTION

a. COMSC. COMSC will establish the MSC DC organization and approve and promulgate all changes.

b. Administrative Commanders. Administrative Commanders shall periodically review ships' station Bills and shipboard DC organizations to ensure compliance with the organization established by this instruction. As appropriate, Fleet and Area Commands recommend changes to the organization to suit improved

1-2-7 techniques, new equipment or unusual circumstances. The Area Commanders shall ensure that ships' Station Bills address all aspects of the DC organization and that DC tasks are assigned to trained and capable personnel.

c. Ships. All shipboard Department Heads shall periodically review Station Bill assignments to ensure that the qualified personnel are utilized. Where personnel qualifications or fitness are deficient, Department Heads shall ensure that personnel receive required training or are reassigned.

1-2-8

CHAPTER 3

COMSCINST 3541.50

21 FEBRUARY 1994

ENGINEROOM MAIN SPACE FIRE DOCTRINE

1-3-1 1-3-2 1-3-3

Purpose Policy Backqround

1-3-1 PURPOSE

1-3-4 1-3-5

Discussion Action

To establish policies for developing and posting ship or class specific main space (engineroom) fire doctrines for all MSC ships.

1-3-2 POLICY

Each ship shall have a ship specific Main Space Fire Doctrine (MSFD). A ship class MSFD is acceptable where the engineroom layout and firefighting systems are similar on all ships of that class.

1-3-3 BACKGROUND

Approximately 75% of all shipboard fires occur in the engineroom. The engineroom should be considered one of the highest fire risk areas aboard a ship and pre-planning a course of action to combat such a fire threat is the overall goal of the MSFD.

Immediate and decisive action by the crew and engineering watch is imperative because rapidly increasing heat and smoke can quickly make the space untenable and firefighting impossible. The MSFD provides ship systems information and procedural guidance for fighting a Class B fire in the engineroom. The MSFD is not intended as a step-by-step procedure. It should, however, be used as a tool to help instruct and train the crew in the proper procedures needed to react and control such a fire. The Chief Engineer aboard ship may modify or add to each ship's MSFD and submit desired changes to the Administrative Commander for consideration.

1-3-4 DISCUSSION

a. The "strawman" MSFD in Appendix A provides a sample format that should be used to develop specific MSFDs for other ships or class of ships. Because engineroom configurations and equipment may vary within a given class, each MSFD may need to be customized for a specific ship.

1-3-1

b. Where applicable, a copy of the ship's MSFD is to be part of the ship's Engineering Casualty Control Manual (ECCM). The engineroom system drawings provided in the ship's ECCM, such as the Fuel and Lube Oil sketches, are available for use with the MSFD when training crewmembers to respond to an engineroom fire.

Separately bound copies of the MSFD are to be provided to the watch engineer and Chief Engineer and one copy is to be located in the Engineering Operating Station (EOS).

c. The MSFD shall address who is responsible for providing the authority to release the fixed gas fire extinguishing system aboard ship. The Master is responsible for ensuring that crewmembers know who has been delegated this authority. A brief discussion of the release requirements for a ship having a "one shot or two shot" fixed gas fire extinguishing system is provided in Section 1-2-4a of Chapter 2.

d. Some MSFD items that will require modification to suit each ship include:

(1) Specifics to the ship's DC/firefighting organization.

(2) Description of installed/unique firefighting systems capabilities and limitations.

(3) Description of foam hose routing and lengths required to reach the furthest corner of lower level of the engineroom.

Location of portable foam containers.

(4) Egress and re-entry through each main space access.

(5) Fuel Oil, Lube Oil and HVAC system operational considerations.

(6) Fixed gas fire extinguishing system release authority for the main space.

1-3-5 ACTION

a. COMSC. COMSC shall review MSCPAC and MSCLANT ship specific MSFDs and consider consolidating MSFDs on a class basis. COMSC shall maintain class MSFDs.

b. Administrative Commanders. Administrative Commanders shall ensure all MSC ships are provided with ship specific MSFDs and periodically review each MSFD to ensure that it is current and accurate. The Administrative Commanders shall review and incorporate Chief Engineer MSFD comments where warranted and shall maintain ship specific MSFDs.

1-3-2

c. Ships. Department Heads shall ensure that the ship's force is trained and competent in the duties and responsibilities detailed in the ship's MSFD and Firefighting Bills. The Chief Engineer and the ship's DCO shall provide recommended MSFD revisions through the Master to their cognizant Administrative Commanders.

1-3-3

CHAPTER 4

COMSCINST 3541.5D

21 FEBRUARY 1994

GENERAL DAMAGE CONTROL REQUIREMENTS FOR CONTRACT OPERATOR

MANNED, CHARTERED AND READY RESERVE FORCE SHIPS

1-4-1 1-4-2 1-4-3

Purpose Policy Backqround

1-4-1 PURPOSE

1-4-4 Typical Requirements for contract Operated Ships and Chartered Ships

1-4-5 Action

a. To provide standard Damage Control (DC) and Chemical, Biological and Radiological Defense (CBR-D) wording for ship contracts and charter agreements. CBR-D requirements are ship or ship class specific and may not apply to certain ship contracts and charter agreements.

b. To establish and provide DC policies for contract operator manned ships, contract operated ships manned with civilian mariners under the provisions of the Office of Management and Budget (OMB) Circular A-76, chartered ships and MSC operated Ready Reserve Force (RRF) ships.

c. Each operator's contract identifies requirements for and maintenance and replacement of government property. Damage control equipment is government property which falls within the government's property control requirements.

1-4-2 POLICY

MSC contract operated ships and chartered ships shall comply with the DC provisions of the respective contract or charter and u.s. Coast Guard (USCG) regulations. The information contained herein must be provided to the contracting office by the requirement code for each applicable contract. It is important that this information be included in the solicitation package for contractors to be able to identify costs of compliance in their proposals. If compliance with this manual is not required by the contract or charter, the policies and procedures established by this instruction are provided as guidance to ship's personnel. If this guidance is at variance with the contract or charter, the contract or charter will govern.

1-4-1

1-4-3 BACKGROUND

The classification and certification practices and procedures of the American Bureau of Shipping (ABS), USCG and Convention for the Safety of Life at Sea (SOLAS) apply to MSC contract operated ships and chartered ships. In addition to this, MSC ship survivability features and policies for firefighting and DC will generally be sought on these vessels.

1-4-4 TYPICAL REQUIREMENTS FOR CONTRACT OPERATED SHIPS AND

CHARTERED SHIPS

a. Government Furnished DC and CBR-D Property

(1) The Government will furnish loose equipment listed in the contract. Upon receipt, the Contractor shall be liable for the expense of repair or replacement of Government provided loose equipment. The Contractor shall return, at the end of the contract, loose equipment equivalent to that provided by the Government in accordance with the Government Property clause, FAR 52.245-2 (DEC 1989). The loose equipment returned shall be of like quality, kind and quantity as that provided by the Government at the beginning of the contract performance period. Loose DC equipment may include, but is not limited to, fire axes, fire hoses, OBA/SCBAs, proximity suits, battle lanterns, chemical agent detectors (if applicable), gas analyzers/indicators, shoring lumber, patches, braces, portable pumps, first aid kits, stretchers and submersible pumps.

(2) The Government will furnish DC items of controlled equipage listed in the contract. The Government will repair or replace, at its option, any items of controlled equipage worn out through fair wear and tear. Upon receipt, the Contractor shall be liable, in accordance with the Government Property clause, FAR 52.245-2 (DEC 1989), for the expense of repair or replacement of any item of controlled equipage lost or damaged by neglect of the Contractor, Contractor's employees or the Contractor's subcontractors. All items of controlled equipage worn beyond use or requiring repair will be returned to the Government for repair or replacement. DC and CBR-D (if applicable) Controlled Equipage may include, but is not limited to, Chemical Protective Overgarments (CPO), rubberized over garments, gas masks, personal decontamination kits and RADIACs.

(3) At the termination of the contract, a joint inventory of the Government furnished equipment will be conducted by the Contractor and Government representatives. The Contractor shall be liable for loss or damage to Government furnished equipment beyond fair wear and tear in accordance with FAR Clause 52.245-2 (DEC 1989). All property in need of repair or maintenance shall be repaired by the Contractor before the joint inventory is made. All repairs not made by the Contractor will be made at the Government's

1-4-2 option and at the Contractor's expense, except in cases where repair costs are reimbursable under the terms of the contract. If Government equipment is damaged, the amount of compensation due the Government by the Contractor will be the actual cost of repair, provided such amount does not exceed the replacement cost of the item. In the case of items lost or damaged beyond economical repair, the amount of the Contractor's liability will be the depreciated replacement value of the item to be determined by the Contracting Officer. The Government retains the right to verify equipment inventory on a quarterly basis.

b. Maintenance of DC and CBR-D Technical Documentation. The Contractor will be responsible for maintaining and updating shipboard DC and CBR-D (if applicable) technical documentation.

The Contractor shall submit DC and CBR-D technical documentation for any configuration changes made during the course of the contract. This includes changes which cause or will cause a revision to the ship's plans and/or manufacturer's technical manuals or will require the development of additional plans or additional manufacturer's technical manuals. As official changes in DC and CBR-D technical documentation are promulgated, the Contractor shall be responsible for filing OPNAV Form 4790/CK.

c. DC and CBR-D Cif applicable) Training Program Implementation. The Contractor shall implement the following training, drill and exercise programs.

(1) The Contractor will conduct all drills and exercises listed in Chapter 14. These drills and exercises will be conducted as required by 46 CFR Part 97.15, Part 1, and this manual. Upon completion of each drill, appropriate entries shall be made in the ship's Deck andjor Engineroom Log as appropriate.

(2) The Contractor will ensure that DC training is described provided to the shipboard personnel as specified herein.

The Contractor will arrange for equipment training courses to be presented by either the equipment manufacturer or a skilled instructor certified as having completed the manufacturer's training course. Using instructors other than those provided by the manufacturer must be approved by COMSC.

(3) The Contractor shall develop training and indoctrination programs and courses described below.