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 TM 55-1905-223-SDC
Section V. MEASURES TO RESIST FLOODING BEFORE DAMAGE
5-9.
PURPOSE. Ninety percent of the work of damage control, the important part, is accomplished before
damage, and only about 10 percent after the ship has been damaged. Much of this preparatory work consists
of measures to toughen the ship to resist flooding. The purpose of this section is to discuss these measures
from the standpoint of buoyancy and stability.
5-10. COMBATING FLOODING. Both speed and accuracy are required in combating flooding. To be
effective in applying corrective measures, damage control personnel must be familiar with the equipment
provided to control list and trim and to improve stability. Preparing damage control bills that establish
procedures to be followed in the event of flooding is also recommended. These might include a drainage bill
and a jettison ship bill as described in the paragraphs that follow.
5-11. DRAINAGE BILL. Since the ship's drainage facilities (including portable pumping equipment) provide
means to suppress free surface and remove weight, some thought should be given to assigning a priority to
the elimination of loose water and high weight before low weight and solid flooding. Damage control officers
should also make themselves aware of the fact that removal of flooding water from one side of the ship is of
the greatest benefit in correcting off-center weight, but this may be disastrous to the damaged ship with
negative GM and symmetrical flooding.
5-12. JETTISON SHIP BILL. The jettisoning of topside weights involves time, seamanship, and a
subsequent loss of mission efficiency. Consequently, the jettisoning bill should establish the following:
a. A sequence which begins with the more easily removed and less vital weights. The bill should
specify the approximate gain in stability from removing each of the weights involved in order to give
responsible officers some idea of the relative importance and results to be attained.
b. A plan of action and responsibility. To be effective, jettisoning must remove tons (not pounds) of
weight from high levels. The consequent problem of shifting/removing topside weights, cargo, or ballast is of
large magnitude, often covering many hours of back-breaking work to restore seaworthiness to a crippled
ship. The speed of gaining some immediate effect will be enhanced by a plan of action which outlines
responsibility for removals, organization of jettisoning teams, and preparation of tools and methods.
5-13. FLOODING EFFECT BILL. The LCU has six sea water ballast wing tanks which make it subject to off
center flooding. Since these tanks will be empty in the Fully Loaded Departure Condition, off center flooding
due to collision or grounding is possible. The Damage Stability Report indicates flooding of the largest sea
water ballast tank (either 5P or 5S) will result in a 10list when in the fully loaded (350 Ton) condition. Coast
Guard stability criteria is still met in this condition. However, it would not be safe to counter flood to remove
the list because additional weight will severely impact stability. The only practical means to alleviate the list is
to put on service a fuel tank on the opposite side as the ruptured sea water tank (5S or 5P).
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