S9086-TX-STM-010(BOATS AND SMALL CRAFT)

NAVAL SHIPS’ TECHNICAL MANUAL

CHAPTER 583 - VOLUME 1

BOATS AND SMALL CRAFT

THIS CHAPTER SUPERSEDES CHAPTER 583/R5 DATED 30 MAY 2006

DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE, DISTRIBUTION IS

UNLIMITED.

S9086-TX-STM-010

0910-LP-105-8746 VOLUME 1

REVISION 6

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PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND

1 APR 2010

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REVISION RECORD

REVISION

NO. DATE TITLE AND/OR BRIEF DESCRIPTION/PREPARING ACTIVITY

6 1 APRIL 2010 THIS TECHNICAL MANUAL HAS BEEN COMPLETELY REVISED.

S9086-TX-STM-010

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REVISION RECORD-2

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TABLE OF CONTENTS

Chapter/Paragraph Page

583 VOLUME 1

BOATS AND SMALL CRAFT ............................ 1-1

SECTION 1 ADMINISTRATIVE POLICIES ............................ 1-1

583-1.1 INTRODUCTION ..................................... 1-1

583-1.1.1 BOATS AND SMALL CRAFT. ......................... 1-1

583-1.2 GENERAL INFORMATION ............................... 1-1

583-1.2.1 DEFINITION OF A NAVY BOAT. ....................... 1-1

583-1.2.2 BOAT CORRESPONDENCE. .......................... 1-1

583-1.2.3 COMMERCIAL-OFF-THE-SHELF (COTS) BACKGROUND

INFORMATION. ................................ 1-1

583-1.2.4 COMMERCIAL-OFF-THE-SHELF (COTS) PROCUREMENT POLICY. . . 1-2

583-1.2.5 PROPER BOAT MAINTENANCE. ....................... 1-2

583-1.3 STANDARD ALLOWANCE OF BOATS ........................ 1-2

583-1.3.1 CNO AND PEO SHIPS PMS325 ESTABLISHED BOAT LIST. ....... 1-2

583-1.3.2 CHANGES IN BOAT ALLOWANCE. ..................... 1-2

583-1.3.3 BOATS ASSIGNED TO FLAGS AND COMMANDS. ............ 1-3

583-1.3.4 HOW BOATS ARE OBTAINED. ........................ 1-3

583-1.4 TRANSFER OF BOATS ................................. 1-3

583-1.4.1 PEO SHIPS PMS325 AUTHORITY FOR TRANSFER OF BOATS. ..... 1-3

583-1.4.2 TRANSFERRED WITH A FLAG. ....................... 1-3

583-1.4.3 TRANSFERS TO SPECIAL PROJECTS AND TEMPORARY LOANS. . . 1-3

583-1.4.4 REPORTING TRANSFERS AND RECEIPTS. ................. 1-5

583-1.4.4.1 Changes in Custody Status. ..................... 1-5

583-1.4.4.2 Transfers. ............................... 1-5

583-1.4.4.3 Receipts. ............................... 1-5

583-1.4.4.4 Disposition. .............................. 1-5

583-1.4.4.5 Repairs. ................................ 1-5

583-1.4.5 BOAT SURVEYS. ................................ 1-5

583-1.5 TURN-IN PROCEDURES ................................ 1-5

583-1.5.1 PEO SHIPS PMS325 AUTHORITY FOR TURN-IN OF BOATS. ...... 1-5

583-1.5.2 SURVEY REQUIREMENTS. .......................... 1-5

583-1.5.3 TURN-IN FOR STOCK. ............................. 1-5

583-1.5.4 PREPARATION FOR TURN-IN. ........................ 1-6

583-1.5.4.1 Removal of Hazardous Materials. ................. 1-6

583-1.5.4.2 Preservation. ............................. 1-6

583-1.5.5 RECEIPT INSPECTIONS. ............................ 1-6

583-1.5.6 REACTIVATION. ................................. 1-6

583-1.5.6.1 Responsibilities. ........................... 1-6

583-1.6 ALTERATIONS ...................................... 1-6

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583-1.6.1 CHANGES TO AUTHORIZED BOAT CONFIGURATIONS. ........ 1-6

583-1.6.2 BOAT ALTERATION (BOATALT) RECORDS. ................ 1-9

583-1.6.2.1 Numbering. .............................. 1-9

583-1.6.2.2 Boat Alteration. ........................... 1-9

583-1.6.3 ACCOMPLISHMENT. .............................. 1-9

583-1.6.3.1 Stock Boats. ............................. 1-9

583-1.6.3.2 Active Boats. ............................. 1-11

583-1.6.4 BOATALT ISSUANCE AND CANCELLATION. ............... 1-11

583-1.6.5 AUTHORIZATION. ............................... 1-11

583-1.6.6 FUNDING. .................................... 1-11

583-1.6.7 EXPENDITURE OF FUNDS FOR UNAUTHORIZED ALTERATIONS. . . 1-11

583-1.6.8 DISTRIBUTION. ................................. 1-11

583-1.6.8.1 Distribution Requests. ........................ 1-11

583-1.6.9 COMPLETION RECORD. ............................ 1-12

583-1.6.10 REQUESTS FOR BOATALT ACCOMPLISHMENT BY BOAT

CUSTODIANS. ................................ 1-12

583-1.6.11 CONVERSIONS. ................................. 1-12

583-1.6.11.1 Conversion Without BOATALT. .................. 1-12

583-1.7 INSPECTION ....................................... 1-13

583-1.7.1 NEW BOATS. ................................... 1-13

583-1.7.1.1 Warranty. ............................... 1-13

583-1.7.1.2 Boat Receipt Inspection. ...................... 1-13

583-1.7.1.3 Unsatisfactory Inspection. ...................... 1-17

583-1.7.1.4 Acceptance Notiﬁcation. ...................... 1-17

583-1.7.1.5 Estimating Costs. .......................... 1-17

583-1.7.2 BOATS IN STORAGE. .............................. 1-17

583-1.7.2.1 Pre-Issue Inspection. ......................... 1-18

583-1.7.2.2 Post Issue Rejection. ........................ 1-18

583-1.7.2.3 Non-RFI Issue. ............................ 1-18

583-1.8 PREPARATION FOR SHIPMENT ............................ 1-19

583-1.8.1 SHIPMENT DESTINATIONS. .......................... 1-19

583-1.9 SHIPMENT OF BOATS .................................. 1-19

583-1.9.1 PEO SHIPS PMS325 SHIPMENT ORDER. .................. 1-19

583-1.9.2 SHIPMENT PRECAUTIONS. .......................... 1-19

583-1.10 REPLACEMENT OF BOATS IN SERVICE ...................... 1-20

583-1.10.1 SERVICE LIFE FOR NAVY BOATS. ...................... 1-20

583-1.10.2 REPAIR COST ESTIMATES. .......................... 1-20

583-1.10.3 TYPE OR AREA COMMANDER’S FUNDS FOR REPAIR. ......... 1-20

583-1.10.4 REPAIRABILITY OF BOATS. ......................... 1-20

583-1.10.5 ENGINE STATUS. ................................ 1-20

583-1.10.6 PREPARATION OF BOATS TURNED IN FOR REPAIR OR STOCK. . . . 1-20

583-1.11 STOCK CLASSIFICATION, LEVELS, AND DISTRIBUTION ............ 1-21

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583-1.11.1 STOCK CLASSIFICATION. ........................... 1-21

583-1.11.1.1 Issuable (Ready for Issue) (A Condition). ............. 1-22

583-1.11.1.2 Repairable (F Condition). ...................... 1-22

583-1.11.1.3 Beyond Economical Repair (X Condition). ............ 1-22

583-1.11.2 STOCK LEVELS. ................................. 1-22

583-1.11.2.1 Minimum Stock Levels. ....................... 1-22

583-1.11.2.2 Uneconomical Repair to Stock Boats. ............... 1-22

583-1.11.2.3 Stock Boat Repairs. ......................... 1-22

583-1.11.3 STOCK DISTRIBUTION. ............................ 1-22

SECTION 2 DIMENSIONS, WEIGHTS, AND CHARACTERISTICS .............. 2-1

583-2.1 STANDARD NAVY BOATS ............................... 2-1

583-2.1.1 DIMENSIONS, WEIGHTS AND CHARACTERISTICS. ........... 2-1

583-2.1.2 WEIGHT REPORTING. ............................. 2-1

583-2.2 REFERENCE FOR OPERATING PERSONNEL .................... 2-1

583-2.2.1 IMPORTANT CHARACTERISTICS. ...................... 2-1

583-2.3 PAINT PUNT PURCHASE DESCRIPTION ....................... 2-3

583-2.3.1 PAINT PUNT. ................................... 2-3

SECTION 3 REGISTRY NUMBERS AND IDENTIFICATION MARKINGS ......... 3-1

583-3.1 REGISTRY NUMBERS .................................. 3-1

583-3.1.1 PMS325 ASSIGNED REGISTRY NUMBERS. ................ 3-1

583-3.1.2 REQUEST FOR REGISTRY NUMBER. .................... 3-1

583-3.2 IDENTIFICATION MARKINGS ............................. 3-1

583-3.2.1 STANDARD MARKINGS. ........................... 3-1

583-3.2.1.1 Flag Officer. ............................. 3-2

583-3.2.1.2 Unit Commander. .......................... 3-2

583-3.2.1.3 Chief of Staff. ............................ 3-3

583-3.2.1.4 Commanding Officer. ........................ 3-3

583-3.2.1.5 Ships’ Boats. ............................. 3-3

583-3.2.1.6 Miscellaneous. ............................ 3-3

583-3.2.2 BOATS AND CRAFT ASSIGNED TO SHORE STATIONS. ......... 3-3

583-3.2.2.1 Shore Station. ............................ 3-3

583-3.2.2.2 Shore Based Command. ....................... 3-3

583-3.2.2.3 Letters and Numeral Location. ................... 3-3

583-3.2.3 IDENTIFICATION MARKINGS FOR COMBATANT CRAFT. ....... 3-4

583-3.2.3.1 Painting. ............................... 3-4

SECTION 4 BOAT CAPACITY, OPERATING INSTRUCTIONS AND SAFETY

PRECAUTIONS .................................... 4-1

583-4.1 BOAT CAPACITY ..................................... 4-1

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583-4.1.1 BOAT REGISTRY AND BOATALT LABEL PLATES. ............ 4-1

583-4.1.1.1 Registry Plate Format. ........................ 4-1

583-4.1.1.2 Drawing Numbers. .......................... 4-1

583-4.1.2 DETERMINATION OF PERSONNEL CAPACITIES. ............. 4-1

583-4.1.3 7-METER RIB WEIGHT CONSIDERATIONS ................ 4-1

583-4.1.4 CAPACITY NOT TO BE EXCEEDED. ..................... 4-2

583-4.1.4.1 Flotation Material. .......................... 4-2

583-4.1.5 HANDLING OF STORES. ............................ 4-2

583-4.1.6 REDUCTION IN CAPACITY. .......................... 4-3

583-4.2 OPERATING INSTRUCTIONS FOR EMERGENCY USAGE ............ 4-3

583-4.2.1 INTERNAL BUOYANCY. ............................ 4-3

583-4.2.2 LIFE PRESERVERS STOWED IN BOATS. .................. 4-3

583-4.3 BOATS AND SMALL CRAFT FIRE HAZARDS ................... 4-4

583-4.3.1 LIST OF FIRE HAZARDS. ........................... 4-4

583-4.3.2 GASOLINE. .................................... 4-4

583-4.3.2.1 Containers. .............................. 4-4

583-4.3.3 CLOTHING AND OILY WASTE OR RAGS. ................. 4-5

583-4.3.4 FUEL LEAKS. .................................. 4-5

583-4.3.4.1 Shutoff Valves. ............................ 4-5

583-4.3.4.2 Fuel Tanks. .............................. 4-5

583-4.3.4.3 Components of the Fuel System. .................. 4-5

583-4.3.4.4 Stowages. ............................... 4-5

583-4.3.5 VENTILATION. .................................. 4-5

583-4.3.5.1 Leakage. ............................... 4-5

583-4.3.5.2 Gasoline Vapor. ........................... 4-5

583-4.3.5.3 Vapor in Bilges. ........................... 4-5

583-4.3.5.4 Explosive Sparks. .......................... 4-6

583-4.3.6 FUELING. ..................................... 4-6

583-4.3.6.1 In the Skids. ............................. 4-6

583-4.3.6.2 Passengers Aboard. ......................... 4-6

583-4.3.6.3 At Night. ............................... 4-6

583-4.3.6.4 Heat Producing Sources. ...................... 4-6

583-4.3.6.5 Drums and Containers. ....................... 4-6

583-4.3.6.6 Grounding Wire. ........................... 4-7

583-4.3.6.7 Passing a Drum to Boat. ...................... 4-7

583-4.3.6.8 Fueling Procedures. ......................... 4-7

583-4.3.6.9 Before Starting Engine. ....................... 4-8

583-4.3.6.10 Shore Station Fueling. ........................ 4-8

583-4.3.6.11 Flame Screen. ............................ 4-8

583-4.3.7 BILGES AND SUMPS. ............................. 4-9

583-4.3.8 EXHAUST PIPE. ................................. 4-9

583-4.3.9 DIRTY ENGINES. ................................ 4-9

583-4.4 SAFETY PRECAUTIONS ................................ 4-9

583-4.4.1 GASOLINE VAPOR. ............................... 4-9

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583-4.4.2 CLOSED ENGINE ROOM. ........................... 4-10

583-4.4.3 ELECTRIC CONNECTIONS. .......................... 4-10

583-4.4.4 FUEL PIPING AND TANK FITTING. ..................... 4-10

583-4.4.5 WIRE GAUZE SCREENS. ............................ 4-10

583-4.4.6 BILGES AND SUMPS. ............................. 4-10

583-4.4.7 VENTILATION. .................................. 4-10

583-4.4.8 SAFETY INSTRUCTIONS. ........................... 4-10

583-4.4.9 LIQUIFIED GAS. ................................. 4-11

583-4.4.10 SIGNALING FLARES. .............................. 4-11

583-4.4.11 FIRE RESISTANT HOSE. ............................ 4-11

SECTION 5 EQUIPMENT AND REPAIR PARTS ......................... 5-1

583-5.1 GENERAL ......................................... 5-1

583-5.1.1 BOAT EQUIPMENT AND OUTFIT. ...................... 5-1

583-5.1.1.1 Boat Equipment. ........................... 5-1

583-5.1.1.2 Allowance Parts List (APL). .................... 5-1

583-5.1.1.3 Outﬁt Items. ............................. 5-2

583-5.1.1.4 Allowance Equipage List (AEL). .................. 5-2

583-5.1.2 PROCUREMENT OF OUTFIT AND MAINTENANCE PARTS. ...... 5-2

583-5.1.3 DISPOSITION OF OUTFIT AND MAINTENANCE PARTS. ........ 5-2

SECTION 6 PREVENTION OF COLLISIONS AT SEA ...................... 6-1

583-6.1 COMMAND RESPONSIBILITY ............................. 6-1

583-6.2 NAVIGATION RULES (RULES OF THE ROAD) ................... 6-1

583-6.2.1 INTERNATIONAL AND INLAND NAVIGATION RULES. ......... 6-1

SECTION 7 HOISTING SLINGS AND FITTINGS ......................... 7-1

583-7.1 NAVSEA REQUIRED SAFETY FACTORS ....................... 7-1

583-7.1.1 BOATS AND CRAFT ASSIGNED TO SHIPS. ................ 7-1

583-7.1.2 BOATS AND CRAFT ASSIGNED TO SHORE STATIONS AND

NON-SHIP EXPEDITIONARY COMMANDS. ............... 7-1

583-7.1.3 HOISTING CONDITION WEIGHTS. ..................... 7-2

583-7.1.4 GALVANIZING OF PARTS. ........................... 7-2

583-7.2 MANUFACTURE OF HOISTING SLINGS, BAILS, AND FITTINGS ........ 7-2

583-7.2.1 TESTING FACILITY. .............................. 7-2

583-7.3 INSPECTIONS ....................................... 7-3

583-7.3.1 GENERAL. .................................... 7-3

583-7.3.2 WIRE ROPE SLINGS. .............................. 7-3

583-7.3.3 WEBBING SLINGS. ............................... 7-3

583-7.3.4 ARAMID FIBER (KEVLAR) SLINGS. .................... 7-3

583-7.3.5 LIFTING FRAMES, INSPECTION. ....................... 7-4

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583-7.4 TESTING .......................................... 7-4

583-7.4.1 HOISTING SLINGS LOAD TESTS. ...................... 7-4

583-7.4.1.1 Wire Rope Sling Load Test Periodicity. .............. 7-4

583-7.4.1.2 Webbing Sling Load Test and Replacement Periodicity. ..... 7-4

583-7.4.1.3 Aramid Fiber (Kevlar) Sling Load Test and Replacement

Periodicity. ............................ 7-4

583-7.4.1.4 Retesting of New Slings. ...................... 7-5

583-7.4.2 LIFTING FRAME LOAD TESTS. ....................... 7-5

583-7.4.3 HOISTING FITTING LOAD TESTS. ...................... 7-5

583-7.4.4 FIT TESTS. .................................... 7-5

583-7.5 MARKING ......................................... 7-5

583-7.5.1 GENERAL. .................................... 7-5

583-7.5.2 WIRE ROPE SLINGS. .............................. 7-6

583-7.5.3 WEBBING AND ARAMID FIBER. ....................... 7-6

583-7.5.4 LIFTING FITTINGS. ............................... 7-6

583-7.5.5 IN-SERVICE TAGS. ............................... 7-6

583-7.6 RECORDS OF INSPECTION AND TESTS ....................... 7-7

583-7.6.1 CRAFT LOG. ................................... 7-7

583-7.6.2 REPAIR ACTIVITIES’ RECORD OF INSPECTIONS AND TESTS. .... 7-7

583-7.7 SIDE GUYS ........................................ 7-7

583-7.7.1 GENERAL. .................................... 7-7

583-7.7.2 RIGGING FIBER LINE SIDE GUYS. ..................... 7-7

SECTION 8 MAINTENANCE ..................................... 8-1

583-8.1 INTRODUCTION ..................................... 8-1

583-8.1.1 PLANNED MAINTENANCE SYSTEM. .................... 8-1

583-8.1.1.1 Maintenance Support Documentation. ............... 8-1

583-8.1.1.2 Camouﬂage Paint Requirements. .................. 8-1

583-8.2 ALUMINUM BOATS ................................... 8-1

583-8.2.1 GENERAL. .................................... 8-1

583-8.2.1.1 General Characteristics. ....................... 8-1

583-8.2.2 GALVANIC CORROSION. ........................... 8-2

583-8.2.2.1 Galvanic Corrosion Locations. ................... 8-2

583-8.2.3 CLEANLINESS. ................................. 8-2

583-8.2.4 FORMING ANNEALED ALLOYS. ....................... 8-2

583-8.2.5 FORMING STRAIN HARDENED ALLOYS. ................. 8-3

583-8.2.6 REFORMING DAMAGED PARTS. ....................... 8-3

583-8.2.7 PAINTING. .................................... 8-3

583-8.2.7.1 Underwater Hull on Boats That Require an Antifouling Coating

System. .............................. 8-3

583-8.2.8 CATHODIC PROTECTION. ........................... 8-3

583-8.2.8.1 Anodes. ................................ 8-3

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583-8.2.8.2 Depleted Anodes. .......................... 8-4

583-8.2.8.3 Installation. .............................. 8-4

583-8.2.9 SEACOCKS. ................................... 8-5

583-8.2.9.1 Lubricating Aluminum Fittings. .................. 8-5

583-8.2.9.2 Pipe Hangers. ............................ 8-5

583-8.2.9.3 Propeller Shafting. .......................... 8-5

583-8.2.9.4 Shaft Buildup. ............................ 8-5

583-8.2.10 MOORING AND TOWING DECK FITTINGS. ................ 8-5

583-8.2.10.1 Dissimilar Metal Fittings. ...................... 8-5

583-8.2.10.2 Deck Equipment Reinstallation. .................. 8-6

583-8.2.11 ADDITIONAL REQUIREMENTS. ....................... 8-6

583-8.2.11.1 Mooring. ............................... 8-6

583-8.2.11.2 Shore Power. ............................. 8-6

583-8.2.11.3 Gangways and Welding Machines. ................. 8-6

583-8.2.11.4 Isolating Welding Sets. ....................... 8-6

583-8.2.11.5 Battery Chargers. .......................... 8-7

583-8.2.11.6 Bilge Flush. ............................. 8-7

583-8.2.11.7 Drydocking. ............................. 8-7

583-8.3 STEEL BOATS ....................................... 8-7

583-8.3.1 PAINTING, SAND-BLASTING, AND SCRAPING. .............. 8-7

583-8.3.2 CATHODIC PROTECTION. ........................... 8-7

583-8.3.3 STRAY CURRENT PROTECTION. ...................... 8-7

583-8.4 GLASS REINFORCED PLASTIC BOATS ....................... 8-8

583-8.4.1 GLASS REINFORCED PLASTIC BOAT HULLS. .............. 8-8

583-8.4.2 GLASS REINFORCED PLASTIC BOAT CONSTRUCTION. ........ 8-8

583-8.4.3 GLASS REINFORCED PLASTIC BOAT CONSTRUCTION TYPES. . . . 8-8

583-8.4.4 PAINT REMOVAL. ................................ 8-8

583-8.4.5 PREVENTIVE MAINTENANCE. ........................ 8-8

583-8.4.5.1 Inspection. .............................. 8-8

555-8.4.4.2 Loose Fastenings. .......................... 8-8

555-8.4.4.3 Propeller, Shaft, and Strut. ..................... 8-8

583-8.5 CATHODIC PROTECTION OF BOATS ........................ 8-9

583-8.5.1 ZINC ANODES INSTALLATION. ....................... 8-9

555-8.6 ENGINE MAINTENANCE GENERAL ......................... 8-9

583-8.6.1 ENGINE MAINTENANCE. ........................... 8-9

583-8.6.2 ENGINE MAINTENANCE RESPONSIBILITY. ................ 8-9

583-8.7 GUIDANCE FOR FLEET PERSONNEL ON PREVENTIVE MAINTENANCE

AND REPAIR OF BOATS AND LANDING CRAFT ................ 8-9

583-8.7.1 INITIAL INSPECTIONS. ............................ 8-9

583-8.7.2 REFERENCE MATERIAL. ........................... 8-10

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SECTION 9 PRESERVATION, STORAGE, AND DEPRESERVATION OF BOATS

ASHORE ........................................ 9-1

583-9.1 INTRODUCTION ..................................... 9-1

583-9.1.1 STOCK BOATS. ................................. 9-1

583-9.1.2 REPAIRABLE OR ISSUABLE STOCK BOATS. ............... 9-1

583-9.1.3 REMOVAL OF ENGINES FROM STOCK BOATS. ............. 9-1

583-9.1.4 STOCK BOATS CHECK-OFF LIST. ...................... 9-1

583-9.2 PRESERVATION PROCEDURES ............................ 9-1

583-9.2.1 CUSTODIAN RESPONSIBILITIES FOR PRESERVATION. ......... 9-1

583-9.2.2 BOAT ENGINE, REVERSE GEAR, AND PROPULSION UNIT

PRESERVATION. ............................... 9-2

583-9.2.2.1 Motoring Engine. .......................... 9-2

583-9.2.3 STEEL HULLS. .................................. 9-4

583-9.2.4 FIBER REINFORCED PLASTIC HULLS. ................... 9-4

583-9.3 INVENTORY CONTROL POINT (ICP) RESPONSIBILITIES FOR STORAGE . . 9-4

583-9.4 DEPRESERVATION .................................... 9-4

583-9.4.1 INVENTORY CONTROL POINT (ICP) RESPONSIBILITIES FOR

DE-PRESERVATION. ............................. 9-4

583-9.4.2 CUSTODIAN OR RECEIVING ACTIVITY RESPONSIBILITIES FOR

DEPRESERVATION. ............................. 9-4

583-9.4.3 STARTING DIESEL ENGINES AFTER DEPRESERVATION. ........ 9-5

583-9.4.3.1 Fuel System. ............................. 9-5

583-9.4.3.2 Cooling System. ........................... 9-5

SECTION 10 BARGES AND GIGS ................................... 10-1

583-10.1 CONVERSION OF STANDARD BOATS ........................ 10-1

583-10.1.1 STANDARD ITEMS APPROVAL AND INSTALLATIONS. ......... 10-1

583-10.2 STANDARD ITEMS .................................... 10-1

583-10.2.1 CONVERSION OF STANDARD BOATS TO BARGES AND GIGS. .... 10-1

583-10.2.2 STANDARD ITEMS APPROVAL AND FUNDING. ............. 10-1

583-10.2.3 PAINTING OF BARGES AND GIGS. ..................... 10-1

SECTION 11 ANTI-TERRORISM/FORCE PROTECTION AND SPECIAL MISSION

BOATS AND CRAFT ................................. 11-1

583-11.1 GENERAL INFORMATION ............................... 11-1

583-11.2 FORCE PROTECTION/ANTI-TERRORISM BOAT TYPES ............. 11-1

583-11.2.1 HARBOR SECURITY (HS) AND PATROL BOATS (PB). .......... 11-1

583-11.2.2 LINE HANDLING BOATS. ........................... 11-1

583-11.2.3 BARRIER BOATS (BB). ............................. 11-1

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TABLE OF CONTENTS - Continued

Chapter/Paragraph Page

583-11.2.4 ESCORT BOATS. ................................. 11-1

583-11.3 FORCE PROTECTION/ANTI-TERRORISM HULL CONSTRUCTION ....... 11-1

583-11.3.1 COLLAR TYPES. ................................ 11-1

583-11.4 ENGINES .......................................... 11-1

583-11.4.1 PROPULSION UNITS. .............................. 11-1

SECTION 12 LIFE RAFTS AND ABANDON SHIP BOAT ..................... 12-1

583-12.1 INTRODUCTION ..................................... 12-1

583-12.1.1 GENERAL. .................................... 12-1

583-12.1.2 TYPES OF INFLATABLE LIFE RAFTS. ................... 12-1

583-12.1.3 LIFE RAFT SPECIFICATIONS. ......................... 12-1

583-12.1.4 ABANDON SHIP BOAT. ............................ 12-1

583-12.2 ALLOWANCES AND ISSUES .............................. 12-2

583-12.2.1 CORRESPONDENCE. .............................. 12-2

583-12.2.2 STANDARD SHIPBOARD ALLOWANCE. .................. 12-2

583-12.2.3 CHANGES IN ALLOWANCE. ......................... 12-3

583-12.2.4 HOW RAFTS ARE OBTAINED. ........................ 12-3

583-12.3 REPORTS .......................................... 12-3

583-12.3.1 MAJOR REPAIR REPORTS. .......................... 12-3

583-12.3.2 LIFE RAFT TURN-IN OR EXCHANGE. ................... 12-3

583-12.3.3 RECEIPT OF NEW LIFE RAFT REPORT. .................. 12-3

583-12.4 DISPOSALS AND SURVEYS .............................. 12-3

583-12.4.1 DISPOSAL OF LIFE RAFTS. .......................... 12-3

583-12.4.2 REPLACEMENT AT END OF 25-YEAR SERVICE LIFE. .......... 12-3

583-12.4.3 LOSS OF LIFE RAFT AT SEA. ......................... 12-3

583-12.4.4 CERTIFIED AND REPAIR FACILITIES DISPOSAL OF LIFE RAFTS. . . 12-4

583-12.4.5 LIFE RAFTS FROM SHIPS BEING DEACTIVATED. ............ 12-4

583-12.5 STOCK CLASSIFICATION, LEVELS, AND DISTRIBUTION ............ 12-4

583-12.5.1 CLASSIFICATION. ................................ 12-4

583-12.5.1.1 Condition A. ............................. 12-4

583-12.5.1.2 Condition F. ............................. 12-4

583-12.5.1.3 Condition H. ............................. 12-4

583-12.5.1.4 Condition M. ............................. 12-4

583-12.5.2 STOCK LEVELS. ................................. 12-4

583-12.5.3 DISTRIBUTION. ................................. 12-4

583-12.5.3.1 Repair Priority. ............................ 12-4

583-12.5.3.2 Estimated Repair Costs. ....................... 12-4

583-12.6 IDENTIFICATION ..................................... 12-4

583-12.6.1 LIFE RAFT REGISTRY NUMBER. ...................... 12-4

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TABLE OF CONTENTS - Continued

Chapter/Paragraph Page

583-12.7 CAPACITIES, WEIGHTS, AND DIMENSIONS .................... 12-5

583-12.7.1 LIFE RAFT CHARACTERISTICS. ....................... 12-5

583-12.7.2 CONTAINER DESIGN. ............................. 12-5

583-12.8 EQUIPMENT AND REPAIR PARTS .......................... 12-5

583-12.8.1 SURVIVAL GEAR AND REPAIR PARTS FOR MK 6, MK 7, AND MK 8

LIFE RAFTS. ................................. 12-5

583-12.8.2 LIST OF SURVIVAL GEAR FOR EACH TYPE LIFE RAFT. ........ 12-5

583-12.9 STOWAGE AND HANDLING .............................. 12-6

583-12.9.1 STOWAGE. .................................... 12-6

583-12.9.1.1 Hydrostatic Release. ......................... 12-6

583-12.9.1.2 Sea Painter. .............................. 12-7

583-12.9.2 HANDLING. ................................... 12-7

583-12.9.2.1 Covered Storage. ........................... 12-7

583-12.10 INSPECTION ....................................... 12-7

583-12.10.1 TYPES OF PERIODIC MAINTENANCE. ................... 12-7

583-12.10.2 STOWAGE SECURING HARNESS. ...................... 12-7

583-12.10.2.1 Hydrostatic Release. ......................... 12-7

583-12.10.3 DEPOT LEVEL. ................................. 12-8

583-12.11 SERVICING AND MAINTENANCE .......................... 12-8

583-12.11.1 SERVICING. ................................... 12-8

583-12.11.1.1 Repair. ................................ 12-8

583-12.11.1.2 Maintenance. ............................. 12-9

583-12.12 RAFT CERTIFICATION AND EXCHANGE ...................... 12-9

583-12.12.1 INSPECTION, CERTIFICATION AND EXCHANGE. ............ 12-9

583-12.12.2 TEST OF THE HYDROSTATIC RELEASE DEVICE. ............ 12-9

583-12.12.2.1 Can-Type Hydrostatic Release Device. ............... 12-9

583-12.12.2.2 Thanner DK84.1M Hydrostatic Release Device (HRD). ..... 12-9

SECTION 13 SEARCH AND RESCUE (SAR) ............................ 13-1

583-13.1 READY SERVICE RESCUE BOAT ........................... 13-1

583-13.2 PROCEDURES FOR SEARCH AND RESCUE OPERATIONS ............ 13-1

583-13.3 SAR EQUIPMENT .................................... 13-1

SECTION 14 BOAT TRAILERS .................................... 14-1

583-14.1 BOAT TRAILER ...................................... 14-1

583-14.2 BOAT TRAILER MAINTENANCE ........................... 14-1

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TABLE OF CONTENTS - Continued

Chapter/Paragraph Page

583-14.3 BOAT TRAILER REPAIR AND MODIFICATION ................... 14-1

583-14.4 BOAT TRAILER INTERNAL AIR TRANSPORT ................... 14-1

583-14.5 BOAT TRAILER EXTERNAL AIR TRANSPORT ................... 14-2

583-14.6 BOAT LAUNCH AND RECOVERY FROM TRAILERS ............... 14-2

583-14.6.1 BOAT LAUNCH. ................................. 14-2

583-14.6.2 BOAT RECOVERY. ............................... 14-2

A Technical Manual Deﬁciency/Evaluation Report (TMDER) ............ A-1

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LIST OF TABLES

Table Title Page

583-1-1. Boat Check List ...................................... 1-13

583-2-1. Characteristics for Navy Boats and Craft ........................ 2-1

583-10-1. Standard Items for Barges and Gigs ........................... 10-1

583-10-2. Recommended Colors for Barges and Gigs ....................... 10-2

583-12-1. Abandon Ship Survival Bag Equipment

......................... 12-2

583-12.2. Characteristics for Inﬂatable Life Rafts ......................... 12-5

583-12.3. Survival Gear ........................................ 12-5

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LIST OF ILLUSTRATIONS

Figure Title Page

583-1-1. Boat Inspection Report .................................. 1-4

583-1-2. Boat Alteration Request Form ............................... 1-8

583-1-3. Liaison Action Request (LAR) Form ........................... 1-10

583-1-4. Boat Alteration Label Plate ................................ 1-12

583-1-5. Boat Cradle ......................................... 1-21

583-1-6. Boat Trailer ......................................... 1-21

583-3.1. Hull Registry Numbers .................................. 3-2

583-4-1. Gas Tank Vent ....................................... 4-9

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xiv

@@FIpgtype@@BLANK@@!FIpgtype@@

CHAPTER 583

VOLUME 1

BOATS AND SMALL CRAFT

SECTION 1

ADMINISTRATIVE POLICIES

583-1.1 INTRODUCTION

583-1.1.1 BOATS AND SMALL CRAFT. Chief of Naval Operations (CNO), OPNAVINST 4780.6 (series),

provides policy for boats of the U.S. Navy. Chapter 583 discusses the administrative procedures which follow

CNO policy, including acquisition, description, maintenance, handling equipment, and repair of boats. In addi-

tion, operating procedures, safety precautions, testing and inspection requirements are covered to provide conve-

nient reference and reduce interpretation errors concerning boats, boat handling and stowage systems.

OPNAVINST 4780 series states “b”. “Boats (1) Commander Naval Sea Systems Command (COMNAVSEA-

SYSCOM) shall purchase, procure, acquire or otherwise obtain all boats including boats required by the Military

Sealift Command for operational use.” The only exceptions are boats that are part of the Cargo Offshore Trans-

fer System (COTS) and boats procured with non-appropriated funds for the Morale, Welfare, and Recreation

(MWR) program. Boats procured by Naval Facilities Engineering Service Center (NFESC), Port Hueneme, CA

to support the Navy’s Oil Spill Response Program are assigned Navy Hull Registry Numbers and maintained in

the Craft and Boat Support System (CBSS).

583-1.2 GENERAL INFORMATION

583-1.2.1 DEFINITION OF A NAVY BOAT. Navy boats are military equipment and are centrally procured,

managed, and tracked, by Program Executive Office, Ships, Program Management, Ships 325 (PEO SHIPS

PMS325). The boat may be assigned to and carried on a ship as a ship’s boat or assigned to an expeditionary

command, shore station or ﬂeet operating unit. PEO SHIPS PMS325 and NAVSEA 05D have designated Naval

Surface Warfare Center, Carderock Division, Detachment Norfolk, Combatant Craft Division (CCD) as their

engineering agent, in accordance with NAVSEAINST 5400-57D Engineering Agent Selection, Assignment,

Responsibility, Tasking And Appraisal. As such, CCD is responsible to act for and with PMS325 for matters

involving Boat Inventory Management (BIM), boats in service, operational requirements deﬁnition and allowance

changes for ashore activities.

Although in most cases, U.S. Navy boats are designed and fabricated to requirements that meet or exceed

United States Coast Guard (USCG), ABYC, and other regulatory agencies, U.S. Navy boats need not meet any

such requirements. USCG documentation, inspection or certiﬁcation is not required for U.S. Navy boats.

583-1.2.2 BOAT CORRESPONDENCE. All correspondence related to boats must cite the boat’s unique/spe-

ciﬁc U.S. Navy hull registry number, but it is permissible to also include the local number assigned by the com-

mand, ship, or station.

583-1.2.3 COMMERCIAL-OFF-THE-SHELF (COTS) BACKGROUND INFORMATION. Commercial-off-

the-shelf (COTS) products are an acceptable alternative when military products cannot meet real time operational

requirements. Integration of COTS allows for faster and lower cost production of defense equipment and sup-

plies through the use of commercial manufacturing and technologies which are crucial if the nation has to expand

S9086-TX-STM-010

583-1-1

production to reconstitute forces in response to threats. While the integration allows for real time acquisition it

introduces complexities and risks into the development, acquisition, budgeting, engineering, and support pro-

cesses including risks imposed by the rapid pace of technological changes and the lack of complete design dis-

closure. Integration of COTS requires extensive knowledge of the “best practices” for the development, acquisi-

tion, modernization, and maintenance of systems utilizing commercial items. The changes in technology require

NAVSEA and the affiliated PEO to plan and budget for the future replacement and modernization of COTS prod-

ucts throughout the life cycle of deployed equipment.

a. It reduces acquisition time and costs in addition to reduced boat production costs.

b. It enables expansion of the industrial base of COTS boats capable of meeting valid operational requirements.

c. It minimizes contractual risk to the government.

d. It incorporates minimum acceptable commercial standards (USCG regulations, ABYC standards, etc.) for boat

construction.

e. It expands the type of boats available to meet valid operational requirements.

583-1.2.4 COMMERCIAL-OFF-THE-SHELF (COTS) PROCUREMENT POLICY. Navy boats are centrally

procured and managed by PMS325 in accordance with OPNAVINST 4780.6 (series). This policy achieves two

important goals for the Navy:

a. It ensures each boat has a requirement minimizing redundancy and waste.

b. It allows for combining requirements to take advantage of economies of scale while ensuring each boat meets

its operational requirements.

Activities are not authorized to procure boats without speciﬁc written authorization from PEO SHIPS

PMS325 regardless of the cost.

583-1.2.5 PROPER BOAT MAINTENANCE. Proper boat maintenance is the responsibility of the User Com-

mand/Activity. Support Commanders are responsible for funding the operation and maintenance of boats assigned

to their subordinate activities. If inspection of a boat reveals that it was not properly maintained, PEO SHIPS

PMS325 is authorized to request, via the chain of command, that the User Command/Activity identify funding

to return the boat to a serviceable condition. Boats shall be maintained in accordance with the Planned Mainte-

nance System (PMS), as deﬁned in OPNAVINST 4790.4 (series).

583-1.3 STANDARD ALLOWANCE OF BOATS

583-1.3.1 CNO AND PEO SHIPS PMS325 ESTABLISHED BOAT LIST. The allowance of boats for forces

aﬂoat is established by the CNO Resource and Requirement Office and for shore activities by PEO SHIPS

PMS325, according to OPNAVINST 4780.6 (series).

583-1.3.2 CHANGES IN BOAT ALLOWANCE. Any request for a change in the boat allowance should be the

subject of a written request (letter, eMail, message) clearly stating the reasons for the change. This request should

be addressed to CNO or PEO SHIPS PMS325 as appropriate and forwarded through the requester’s chain of

command for endorsement. The CNO will determine if the allowance change is approved or disapproved, and

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583-1-2

will issue necessary instructions and funds to PEO SHIPS PMS325. The request for an increase or establishment

of a boat allowance should cite the boat allowance type, nominal length and intended end use, operational

requirements, and justiﬁcation.

583-1.3.3 BOATS ASSIGNED TO FLAGS AND COMMANDS. Boats for Flag Officers and Commands will

be authorized only by CNO. When assigned, these boats are not part of any ship’s allowance but are in the cus-

tody of the ﬂag. Boats assigned for personal use of ﬂag officers are referred to as barges. Boats assigned for per-

sonal use of Chiefs of Staff, Squadron, Group, and Division Commanders, not of ﬂag rank, and for Commanding

Officers are referred to as gigs. When referring to such boats in correspondence addressed to PEO SHIPS

PMS325, they should be designated by Navy hull registry number. Assignment and management criteria for

barges and gigs are set forth in OPNAVINST 4780.6 (series). By deﬁnition the user command is responsible for

the administration, operation, manning, safety, security, development and submission of the budgets needed to

within current policy and guidelines.

583-1.3.4 HOW BOATS ARE OBTAINED. Boats are PEO SHIPS PMS325 special material and are not sub-

ject to standard requisitioning procedures. Under normal conditions, boats are obtained by written request to PEO

SHIPS PMS325 citing the justiﬁcation, operational requirements, and intended end use. In an emergency, requests

may be submitted by naval message or telephone. Telephone requests should be conﬁrmed by a follow-up mes-

sage.

583-1.4 TRANSFER OF BOATS

583-1.4.1 PEO SHIPS PMS325 AUTHORITY FOR TRANSFER OF BOATS. Boats should not be transferred,

unless an emergency exists, without speciﬁc authority from PEO SHIPS PMS325. Custodians may assign boats

on sub-custody to neighboring activities when a temporary need arises. When transfers must be made without

prior approval, PEO SHIPS PMS325 shall be given full details at the earliest date by letter or message.

583-1.4.2 TRANSFERRED WITH A FLAG. Boats assigned for personal use of ﬂag officers aﬂoat or their

staffs, may be transferred from ship to ship, with the ﬂag, without speciﬁc authority of PEO SHIPS PMS325.

However, PEO SHIPS PMS325 should be advised of the date of the transfer by letter or message citing the names

of the ships involved and hull registry numbers of each.

583-1.4.3 TRANSFERS TO SPECIAL PROJECTS AND TEMPORARY LOANS. Boats may be assigned by

PEO SHIPS PMS325 to special projects such as disaster relief or environmental cleanup efforts. These boats may

be operated by other government agencies or commercial corporations. The recipient (temporary boat custodian)

is responsible for restoration of the boat to as-issued condition upon return to U.S. Navy custody. Receipt of U.S.

Navy boats shall be reported by the most expeditious record means within ﬁve days of boat arrival at the new

custodial activity. A completed Boat Inspection Report (NAVSEA 9583/3) (

Figure 583-1-1) shall be completed

by a PEO SHIPS PMS325 designated boat surveyor before turn back/acceptance. This completed form will be

used by PEO SHIPS PMS325 to determine the ﬁnancial liability of the user custodian from funds allotted to the

special project.

S9086-TX-STM-010

583-1-3

Figure 583-1-1. Boat Inspection Report

S9086-TX-STM-010

583-1-4

583-1.4.4 REPORTING TRANSFERS AND RECEIPTS. All receiving custodial commands shall report all

boat transfers and receipts to PEO SHIPS PMS325 within 5 days of the transaction. This is necessary to accu-

rately maintain inventory accountability. Correspondence is required with attention to PEO SHIPS PMS325 and

may be accomplished by formal letter, naval message, or facsimile (FAX) transmission of DD Form 1348 (Issue

Release/Receipt Document) (properly completed). Reports are not to be used for recording changes in status of

boat condition (that is, under repair or not onboard).

583-1.4.4.1 Changes in Custody Status. All stocking activities shall promptly report changes in custody status

of boats to PEO SHIPS PMS325 by marking up a copy of the PEO SHIPS PMS325 authorizing letter or mes-

sage, or by forwarding a copy of DD Form 1348 as a turn-in document. The date reported shall be the exact date

of the change, not the date mailed. The authority for the change in status shall be cited.

583-1.4.4.2 Transfers. All transfers and to whom issued shall be reported to PEO SHIPS PMS325.

583-1.4.4.3 Receipts. All receipts and from whom received shall be reported. The submission of these receipts

shall be made promptly and shall not be delayed until the submission of NAVSEA 9583/3, Boat Inspection

Report,

Figure 583-1-1.

583-1.4.4.4 Disposition. Boat disposition is the responsibility of the custodian. The custodian is responsible for

requesting Disposition Instructions via written request to PEO SHIPS PMS325. PEO SHIPS PMS325 will evalu-

ate the request, including the Boat Inspection Report and determine the boat’s disposition. Boat disposition

includes turn-in to stock, transfer to another Navy custodian or disposal.

583-1.4.4.5 Repairs. Repairs are the responsibility of the custodian. Repairs are completed to ensure the boat

is in a Ready-for-Issue condition.

583-1.4.5 BOAT SURVEYS. When a boat is in poor material condition or is damaged such that a U.S. Navy

intermediate or depot level repair activity cannot affect economical repairs, the Commanding Officer may submit

a Request for Disposition Instructions with Replacement including a boat inspection report, as deﬁned in

paragraph 583-1.5 (Turn-In Procedures). The completed letter and report shall be forwarded to PEO SHIPS

PMS325 for authorization.

583-1.5 TURN-IN PROCEDURES

583-1.5.1 PEO SHIPS PMS325 AUTHORITY FOR TURN-IN OF BOATS. Turning in a boat for stock or dis-

posal has specialized requirements, which are the responsibility of the custodian. General authority and reporting

requirements are given in

paragraph 583-1.3.

583-1.5.2 SURVEY REQUIREMENTS. Before turn-in, a Boat Inspection Report (BIR) must be performed.

The Boat Inspection Report, NAVSEA 9583/3,

Figure 583-1-1, will be submitted by the boat custodian to PEO

SHIPS PMS325. Based on this survey, PEO SHIPS PMS325 will determine whether the boat is to be turned in

for stock or for disposal, and will issue speciﬁc disposition instructions to the custodian activity.

583-1.5.3 TURN-IN FOR STOCK. Boats that do not qualify for disposal due to age and condition shall not be

turned in for stock until they are in a Ready For Issue (RFI) condition. It is the responsibility of the custodian

to ensure the boat is in RFI condition prior to turn in. Major spares, such as shafts, rudders, struts, or propellers,

shall be turned in with the boat.

S9086-TX-STM-010

583-1-5

583-1.5.4 PREPARATION FOR TURN-IN. Whether turning in a boat for stock or for disposal it is the respon-

sibility of the custodian activity to ensure that a lack of preservation or presence of environmentally hazardous

materials onboard does not impose an additional burden on the receiving activity.

583-1.5.4.1 Removal of Hazardous Materials. All batteries, ﬁre extinguishers, and fuel shall be removed and

the bilges shall be dry and free of petroleum products before turn-in.

583-1.5.4.2 Preservation. The custodian activity shall preserve the boat in accordance with section 9 before

turn-in. Additional shipping, hazardous material removal, and preservation costs resulting from rejection or non-

compliance with turn-in procedures of a boat for turn-in will be the responsibility of the custodian activity.

583-1.5.5 RECEIPT INSPECTIONS. The receiving activity will inspect boats delivered for turn-in to ensure

they comply with all turn-in procedures.

NOTE

The receiving activity may refuse receipt if the boat has not been properly pre-

pared for turn-in or a signed “Boat Ready for Turn-In Certiﬁcation Form” has not

been provided.

Additional shipping, hazardous material removal and preservation costs resulting from rejection or noncom-

pliance with turn-in procedures of a boat for turn-in will be the responsibility of the custodian activity.

583-1.5.6 REACTIVATION. The reactivation of boats that have been determined to be in excess, beyond eco-

nomical repair, beyond service life, or otherwise disposed of, via Defense Reutilization and Marketing Office

(DRMO), or by other means shall not be reactivated without ﬁrst obtaining concurrence from PEO SHIPS

PMS325.

583-1.5.6.1 Responsibilities. Commands reactivating boats with concurrence of PMS325 are responsible for

compliance with all processes, procedures, and responsibilities contained within this NSTM, and all other DOD,

OPNAV or NAVSEA instructions addressing the safe operation, maintenance, and administration of U.S. Navy

boats.

583-1.6 ALTERATIONS

583-1.6.1 CHANGES TO AUTHORIZED BOAT CONFIGURATIONS. All conﬁguration changes shall be

based on the procedures described herein. Boat conﬁguration changes to U.S. Navy boats are often necessary for

user boat custodians to accomplish assigned tasks in their geographic location. Alterations may affect character-

istics such as speed, displacement, cargo capability, passenger capacity, or outﬁt to support special functions such

as diving or salvage. A Boat Alteration Record (BOATALT) (NSWCCDDN FORM 583-BASF [6-02]) is devel-

oped and issued by PEO SHIPS PMS325 for speciﬁc classes of boats or individual boats with special require-

ments. If the basic boat conﬁguration is unchanged, e.g. no structural modiﬁcations or equipment changes, then

no BOATALT is necessary. Before a boat alteration action can be initiated, an alteration authorization request

(

Figure 583-1-2) must be forwarded to PEO SHIPS PMS325 via the pertinent chain of command. The request

must justify the need for the change; citing safety, logistics problems, increased capabilities, reduced operating

cost, and a cost beneﬁt analysis. PEO SHIPS PMS325 will review the alteration request and will determine if the

alteration is economically and operationally justiﬁed. The analysis shall include:

S9086-TX-STM-010

583-1-6

a. Technical Feasibility Study. Evaluate the technical feasibility of the proposed change. Speciﬁcally:

1. Validate the current conﬁguration.

2. Investigate alternatives.

3. Estimate weight change.

4. Estimate effect on weight, center of gravity and evaluate stability impact.

5. Evaluate structural impact.

6. Evaluate system impact.

7. Finalize weight impact.

8. Report results.

9. Evaluate interface impact.

b. Cost Beneﬁt Analysis. Evaluate the cost feasibility of the change by performing a Cost of Ownership Analy-

sis (COA) and completing a Justiﬁcation/Cost form (NAVSEA FMP Manual refers). The COA compares the

cost of the existing conﬁguration with the replacement or new conﬁguration. Total cost of ownership includes:

1. Performance cost and saving (e.g., increase and decrease in fuel cost; reliability of the equipment).

2. Maintenance cost and saving (e.g., changes to manuals, training, provisioning, Planned Maintenance Sys-

tem (PMS), etc.).

3. Cost of installation of the new conﬁguration.

4. One time cost of the new conﬁguration (e.g., COA, BOATALT, prototyping, testing and evaluating).

5. Intangible costs and beneﬁts (performance, safety, maintainability, etc.).

6. Evaluation of the remaining life of the boat proposed for the installation (survey via correspondence and

on-site; review maintenance and performance records).

7. Calculation of the Total Cost of Ownership of the new conﬁguration versus the existing conﬁguration,

based on the remaining life of the boat.

If justiﬁed by the analysis, PEO SHIPS PMS325 will prioritize, fund, and direct development of the proposed

alteration. If available program funding is insufficient, the requesting activity may assume the cost of the devel-

opment of the alteration. Unfunded approved alterations will be deferred and considered in the next POM cycle.

Alteration authority may be issued by Boat Alteration (BOATALT), Alteration-Equivalent-To-Repair (AER), or

PEO SHIPS PMS325 authorizing letter, depending upon the magnitude of the proposed conﬁguration change.

Alteration of a boat, to any extent not shown on the approved NAVSEA drawing, is not permitted without

prior authorization from PEO SHIPS PMS325 regardless of the funding source. In certain circumstances, minor

conﬁguration changes may be authorized by type commanders as Type Commander Issued Alterations (TIA).

Alterations of any type will not be approved which would result in a net adverse stability condition, increase the

weight of a ship’s boat causing the Safe Working Load of the assigned davit to be exceeded, or result in design

mission capability degradation. Changes in design mission require prior approval of the Chief of Naval Opera-

tions in most circumstances.

S9086-TX-STM-010

583-1-7

Figure 583-1-2. Boat Alteration Request Form

S9086-TX-STM-010

583-1-8

583-1.6.2 BOAT ALTERATION (BOATALT) RECORDS. The BOATALT record describes in detail the con-

ﬁguration change that is authorized. Engineering sketches are provided with alteration material lists (AML),

quality assurance, and integrated logistics support requirements. Maintenance, special tools and test equipment,

billet and supporting technical documentation changes are identiﬁed. Boat custodians are responsible for request-

ing PMS documentation changes and reporting completion of alteration work on standard OPNAV 4790/2K

CSMP forms, as well as reporting conﬁguration changes to the responsible Conﬁguration Data Manager (CDM)

via OPNAV 4790/CK, and by letter to the boat In-Service Engineering Agent (ISEA) designated by PEO SHIPS

PMS325 and NAVSEA 05D. BOATALT application by registry number or boat type mark (such as all 13mPEs)

is usually annotated on the ﬁrst BOATALT page. The Liaison Action Record (LAR) document (

Figure 583-1-3)

provides the boat custodian with documented request to ISEA or the planning yard for maintenance and engi-

neering issues support for non boat alteration issues.

583-1.6.2.1 Numbering. The BOATALT identiﬁcation consists of the boat length, abbreviated two-letter boat

type, the alteration four-digit serial number, and an accomplishment priority letter (Example: 11RX/0102 A). A

revision to a basic BOATALT carries a letter sequence designation (Example: Rev D for the fourth revision). If

an alteration has application to several different types of boats, then it will carry a GENERAL designation with

the serial number, an accomplishment priority letter, and the sequential revision letter designation.

583-1.6.2.2 Boat Alteration. The BOATALT class indicates the relative importance for accomplishment. The

priorities are deﬁned as follows:

a. Class A: MANDATORY ACCOMPLISHMENT. Usually for safety reasons or compliance with effective pub-

lic laws, regulations or court decisions.

b. Class B: ESSENTIAL FOR ACCOMPLISHMENT. Provides a needed improvement in boat capabilities.

c. Class C: DESIRABLE ACCOMPLISHMENT. A useful improvement in boat capabilities.

Example: BOATALT RECORD 11RX/0002A is the second alteration approved for the 11M RIB boat, which

has ﬁrst priority for accomplishment because of safety or mission essentiality.

583-1.6.3 ACCOMPLISHMENT. A BOATALT with a low sequence number should be checked for application.

Boat types of the same class with a hull number year indicator later than the approval date of the BOATALT

should be examined for application to the construction contract date and the type and mark of the boat. The His-

torical Boat Alteration Listing is published in June of each year by the Planning Yard and given wide distribu-

tion to boat custodians, repair and overhaul activities, and operational and administrative commanders. This

annual listing summarizes effective boat alterations by boat type and annotates BOATALT cancellations. This

cancellation list should be examined for application to boat alteration records. Cancelled BOATALTs need not be

retained for reference purposes in ship or shore station ﬁles. Accomplishment of all BOATALTs shall be recorded

on the boat’s BOATALT label plate.

583-1.6.3.1 Stock Boats. Class A and B BOATALTs may be accomplished during depreservation or repair of a

boat before issue, if funds are available. Priority C BOATALTs will be accomplished only if deemed necessary

and if funds are available.

S9086-TX-STM-010

583-1-9

Figure 583-1-3. Liaison Action Request (LAR) Form

S9086-TX-STM-010

583-1-10

583-1.6.3.2 Active Boats. Class A BOATALTs should be accomplished at the next scheduled Intermediate

Maintenance Activity (IMA) repair availability. Ship’s force or the supporting organization level maintenance

organization should complete an A priority BOATALT as soon as possible. A Class B BOATALT should be

accomplished within one year of the approval date on the BOATALT. The elective C class BOATALT may be

accomplished at the earliest convenience of the boat custodial activity. Navy Operation and Maintenance funds

(OMN) administered through the major ﬂeet commanders to subordinate activities are the usual source for

BOATALT material acquisition and commercial contractor installation services, if required. BOATALTs installa-

tion may be accomplished by organization or intermediate level maintenance activities during assigned repair

availabilities.

583-1.6.3.2.1 Repair Activities. Repair activities should maintain active ﬁles of approved BOATALTs and

AERs and LARs by boat type. The ﬁles should be updated annually within thirty days of receipt of the Histori-

cal Boat Alteration Listing described in

paragraph 583-1.6.4 and canceled BOATALTs deleted from the active

ﬁles. BOATALTs, AERs, and LARs not on ﬁle should be requested, using the replacement directions provided in

the Historical Boat Alteration Listing. The BOATALT completion label plate should be examined for accuracy

during assigned boat repair availabilities or overhauls and compared to the BOATALT, AER, and LAR ﬁle for

the type boat under repair. A review of the technical speciﬁcations for each applicable BOATALT, coupled with

a boat inspection, will identify which BOATALTs, AERs, and LARs were not completed or only partially com-

pleted for the speciﬁc hull under repair. The boat custodial command should be advised of discrepancies for entry

into his CSMP (Current Ship’s Maintenance Project) for subsequent repair availability planning purposes.

583-1.6.4 BOATALT ISSUANCE AND CANCELLATION. The BOATALT and AER ﬁle is reviewed annually

by PEO SHIPS PMS325 and the Planning Yard to identify candidates for cancellation. Periodic cancellation

summaries are issued to a wide distribution list during the year, using the ﬁrst page of the BOATALT form. The

annual Historical Boat Alteration Listing recaps cancellation listings for reference. BOATALTs and AERs are

approved by NSWCCD or the Planning Yard. LARs are approved by the ISEA or planning yard. Distribution is

subsequently made by the Planning Yard to boat custodial commands, repair activities, and operational and

administrative commanders. A list of BOATALTs may be found at www.boats.dt.navy.mil.

583-1.6.5 AUTHORIZATION. BOATALTs issued are to be accomplished either by forces aﬂoat or by an

Intermediate Maintenance Activity (IMA). Occasionally, BOATALTs are issued of such a complex nature that

they will have to be accomplished at a depot level repair activity.

583-1.6.6 FUNDING. BOATALT, AER, and LAR accomplishment is funded by the boat’s custodian.

583-1.6.7 EXPENDITURE OF FUNDS FOR UNAUTHORIZED ALTERATIONS. Unauthorized alterations,

regardless of funding source, are strictly prohibited and could result in formal administrative review procedures,

particularly when funds are required to restore the boat to its original conﬁguration.

583-1.6.8 DISTRIBUTION. The BOATALTs will be distributed under cover letter by the Planning Yard

approval. An approved distribution list is provided with the boat alteration. Distribution is limited to boat custo-

dians affected by the conﬁguration change, boat repair activities, support commanders, and OPNAV sponsor.

583-1.6.8.1 Distribution Requests. Addition or deletion change requests for the distribution list should be

directed to the planning yard for boats:

Naval Surface Warfare Center

Carderock Division, Detachment Norfolk

2600 Tarawa Court

Suite 303

Norfolk Virginia 23521-3239

Or access website www.boats.dt.navy.mil

S9086-TX-STM-010

583-1-11

583-1.6.9 COMPLETION RECORD. Upon completion of an authorized BOATALT, a 316L CRES plate shall

be installed or updated with permanent lettering by the installing activity including completion information as

depicted in

Figure 583-1-4. Boat custodians shall comply with applicable OPNAVINST 4790 (series) reporting

instructions, using OPNAV 4790/CK forms for recording BOATALT and AER completions in the Weapons Sys-

tem File. Accomplishment of BOATALT or AER installation shall also be reported by letter to the Planning Yard.

Boat custodians are required to weigh assigned boats upon completion of weight impacting alterations in accor-

dance with

paragraph 583-2.1.2. Scale weighing at time of receipt is advisable to establish a base line reference

for future weight growth. Boat weighing by various boat construction yards has been noted to be in error by 15

percent or more because of faulty scales or weight calculation errors by the accepting contract activity.

583-1.6.10 REQUESTS FOR BOATALT ACCOMPLISHMENT BY BOAT CUSTODIANS. Boat custodians,

both aﬂoat and ashore, scheduling an applicable Boat Alteration Record for accomplishment should obtain sup-

port commander approval when funding does not derive from local unit fund operating or special project funds.

583-1.6.11 CONVERSIONS. When authorization is requested to change the standard U.S. Navy design con-

ﬁguration for a specialized function, such as work boat conversion to support diver operations, technical autho-

rization is obtained from PEO SHIPS PMS325. NSWCCD will be tasked to develop a Boat Alteration Record.

During engineering development, special equipment installation requirements are reviewed for impact on boat

weight and stability, and a standard installation method is established which identiﬁes installed equipment

removal and special tool requirements, provides detailed engineering drawings or sketches, and describes instal-

lation techniques, test methodology and standards, lists concurrent boat alterations to be accomplished, provides

a material list with MILSPEC or MIL STD identiﬁcation, and summarizes logistics support and technical docu-

mentation requirements. After signature approval, the authorizing Boat Alteration Record is distributed by the

Planning Yard to various boat custodians, repair activities, and administrative commanders for conversion plan-

ning and funding.

583-1.6.11.1 Conversion Without BOATALT. In those cases where a partial or full conversion has been accom-

plished to a standard U.S. Navy boat design in the absence of an authorizing BOATALT Record, PEO SHIPS

Figure 583-1-4. Boat Alteration Label Plate

S9086-TX-STM-010

583-1-12

PMS325 will document the technical changes to the boat, analyze the impact on weight and stability, and direct

corrective action where the installation varies from U.S. Navy technical standards. A technically authorizing

BOATALT will be promulgated for the information of repair activities, support commanders, and boat custodi-

ans to apprise them of current special function boat conversion opportunities and disseminate the standard instal-

lation method and material lists.

583-1.7 INSPECTION

583-1.7.1 NEW BOATS. Most new boats are delivered to a U.S. Navy Inventory Control Point (ICP) pending

assignment to new construction, assignment to meet emergent requirements, or replacement for existing boats.

An inspection is accomplished by PEO SHIPS PMS325 upon arrival at the ICP to ensure compliance with con-

tract requirements and identify any shipping damage which may have occurred. In some cases where new con-

struction boat delivery schedules are not in consonance with new construction ship delivery requirements, boats

may be shipped directly from the building boat yard to the cognizant ship construction activity in care of the

resident U.S. government inspection activity or the construction yard as government furnished equipment.

583-1.7.1.1 Warranty. Each new boat and its associated equipment are covered under warranty. The boat

manufacturer is responsible for the construction of the boat and the installation of equipment. Individual pieces

of equipment are warranted by their own manufacturer. In the event of equipment failure contact the speciﬁc

equipment manufacturer for repair under warranty. Some boats may be held at Navy Inventory Control Points for

extended periods of time for new construction ships or for shore based activities. Generally, boats and their major

propulsion components are considered new for warranty purposes until received by the user activity. Some minor

equipment warranties may have expired while in storage; e.g., VHF radios. For assistance with warranty start

dates contact NSWCCD-Det Norfolk, Code 236 Integrated Logistics Support Branch, Boat Inventory Manage-

ment (BIM). For assistance with claims contact NSWCCD-Det Norfolk, Code 234 Life Cycle Management and

Sustainment Engineering Branch. These points of contact can be found at http://boats.dt.navy.mil/organization-

.asp. The length of warranty varies by boat and equipment manufacturer. This information can be found in the

manuals provided with the boat. Be sure to ﬁll out the registration cards provided and return them to the equip-

ment manufacturers.

Before shipment, these boats receive a special inspection to identify deﬁciencies in outﬁt and for damage

incurred in storage. Inspection deﬁciencies including the effects of weathering are usually corrected at the receiv-

ing point. Defects in workmanship or initial parts failure should be referred to PEO SHIPS PMS325 for resolu-

tion. PEO SHIPS PMS325 and the cognizant support commanders have resources upon which to effect correc-

tive action. It is imperative that the boat custodian conduct a receipt inspection using the Boat Check List (

Table

583-1-1

) to identify deﬁciencies to PEO SHIPS PMS325 and the support commander.

583-1.7.1.2 Boat Receipt Inspection. All custodians of new boats are requested to perform an immediate

inspection upon receipt using the Boat Check List (

Table 583-1-1). Notify PEO SHIP PMS325 if the boat is pre-

liminarily acceptable. Boat hoisting equipment shall be veriﬁed to ensure the Hoisting Label Plate speciﬁes the

design hoisting weight of boat to be hoisted. If the boat’s actual hoisting weight exceeds the design hoisting

weight, notify PEO SHIPS PMS325 immediately.

Table 583-1-1. Boat Check List

BOAT TYPE: HULL NO.:

SHIPPING ACTIVITY RECEIVING ACTIVITY DESCRIPTION REMARKS

SAT UNSAT SAT UNSAT HULL EXTERIOR

Bow/Stem

S9086-TX-STM-010

583-1-13

Table 583-1-1. Boat Check List - Continued

BOAT TYPE: HULL NO.:

SHIPPING ACTIVITY RECEIVING ACTIVITY DESCRIPTION REMARKS

Port Gunwale

Port Side

Port Rub rail

Port Chine

Port Bottom

Stbd Gunwale

Stbd Side

Stbd Rub rail

Stbd Chine

Stbd Bottom

Transom

Transom Corners

Transom Extension

Propeller

Water Jet

Rudder

Shaft

Strut

Strut Brg

Stuffing Box

Anodes (zinc)

Ramp

Ramp Hinge

Ramp Gasket

Paint

SAT UNSAT SAT UNSAT HULL INTERIOR

Bulkheads

Battery Boxes

Cargo Plat

Coxswain Plat

Cushions

Door

Hatches

Hand/Grab Rails

Lifting Pads

Lockers

Manholes

Seats

Swim Platform

Voids

SAT UNSAT SAT UNSAT HULL TOPSIDE

Cabin Top

Cabin Sides

Canopy

S9086-TX-STM-010

583-1-14

Table 583-1-1. Boat Check List - Continued

BOAT TYPE: HULL NO.:

SHIPPING ACTIVITY RECEIVING ACTIVITY DESCRIPTION REMARKS

Chocks

Cleats

Coamings

Decks

Deck Coverings

Windows/Ports

Window/Shield Frame

Window/Shield Glass

Wipers/Wiper Motor

Bow Rails

Handrails

Lifelines

Taffrails

Toe Rails

Pilothouse

Ammo Boxes

Access Panels/Doors/Hatches

Paint

Tow Posts

Strobe/Loudspeaker/Hailer

Mounts

Radar Mast

Antenna Mounts

Gun Mounts

SAT UNSAT SAT UNSAT MAIN PROPULSION

Engine

Reverse

Decks

V-Drive

Outboard

Outdrive

Transmission

Water Jet

Starter

Alternator

Pump FW

Pump SW

Heat Exchanger

Raw water strainer

SAT UNSAT SAT UNSAT PIPING SYSTEM

Bilge Pipe

Bilge Valve

BWOD

FW Pipe

S9086-TX-STM-010

583-1-15

Table 583-1-1. Boat Check List - Continued

BOAT TYPE: HULL NO.:

SHIPPING ACTIVITY RECEIVING ACTIVITY DESCRIPTION REMARKS

FW Valves

SW Pipe

SW Valves

LO Pipe

FO Pipe

FO Valves

FLOCS

Exhaust System

Mufflers

Keel Cooler

Strainers

Filter LO

Filter FO

Hoses

Seacocks

Accumulators

Hyd Pipes/Hoses

Hyd Reservoir

Tanks

SAT UNSAT SAT UNSAT ELECTRICAL SYSTEM

Wiring

Distribution Panels

Lights Navigation

Lights Int

Battery Cables

Battery Charging System

Horn

Spot Lights

DC Converter/Inverter

Deck/Work Lights

SAT UNSAT SAT UNSAT NAVIGATION SYSTEMS

Radio/Antenna

Radar/Mast

Global Positioning System

(GPS)/Mount

Compass

SAT UNSAT SAT UNSAT INSTRUMENTS/GAUGES

Ammeters

Oil Pressure, Engine

Oil Pressure, Reservoir

Oil Temperature

Water Temperature

Hydraulic Pressure

S9086-TX-STM-010

583-1-16

Table 583-1-1. Boat Check List - Continued

BOAT TYPE: HULL NO.:

SHIPPING ACTIVITY RECEIVING ACTIVITY DESCRIPTION REMARKS

Hydraulic Temperature

Tachometer

Fuel Gauges

Tilt/Trim Switch

Hourmeter

SAT UNSAT SAT UNSAT AUXILARY EQUIPMENT

Air Compressor

Windlass

Capstan

Cranes

Fire Pumps

Fire Extinguishing System

MG Set

Diesel Generator

Winches

Steering Gear

Heating System

Air Conditioning System

Bilge Pumps

Spares

583-1.7.1.3 Unsatisfactory Inspection. If the boat is not considered to be preliminarily acceptable, recipients are

requested to:

a. Notify PEO SHIPS PMS325 of any shipment damage observable, furnishing photographs if practical.

b. Notify PMS325 of any boats received that are unsatisfactory, defective, or deﬁcient due to improper manufac-

turing or equipment installation. It is recommended that, in addition to the initial inspection, all new boats be

inspected at intervals during the warranty period as to allow for proper detection and timely reporting of

defects that might occur during the guarantee period.

583-1.7.1.4 Acceptance Notiﬁcation. Notiﬁcation of preliminary acceptance shall be by letter and in no case

shall the initial inspection be delayed for a period in excess of ﬁve days from the date of receipt of the boat. All

boats receive extensive tests and trials under the terms of the contract. Accomplishment of additional tests and

trials on new boats received is not mandatory but may be conducted if deemed advisable.

583-1.7.1.5 Estimating Costs. Only those representatives designated by PEO SHIPS PMS325 having knowl-

edge of ﬂeet requirements, standards of workmanship required in naval boats, and of the details cited in appli-

cable plans and speciﬁcations for various materials and equipment incorporated, shall inspect boats for noncon-

forming deﬁciencies or for estimating repair costs. Refer to

paragraph 583-1.10.2.

583-1.7.2 BOATS IN STORAGE. Initial inspection of boats received in stock is performed by PEO SHIPS

PMS325.

S9086-TX-STM-010

583-1-17

583-1.7.2.1 Pre-Issue Inspection. Before issuing a boat from storage, an inspection of the boat shall be made.

If deﬁciencies exist, or required alterations have not been accomplished, these deﬁciencies shall be reported to

PEO SHIPS PMS325 for further instructions. Depreservation and starting instructions shall be available to guide

the recipient of the boat. If the boat has been stored for a year or more and the condition is not known, a trial

run shall be made unless otherwise directed by PEO SHIPS PMS325.

583-1.7.2.2 Post Issue Rejection. Rejection of a boat after issue and shipment to the ship or shore station

should be carefully considered because of time delays that can occur in identifying and shipping another suitable

boat. If an RFI boat is received and discrepancies are found and indicated on a boat check list, forward a copy

the check list along with the receiving report to PEO SHIPS PMS325. However, the following factors shall not

be cause for rejection by ships and shore stations:

a. Incomplete inventory of spares. Notify PEO SHIPS PMS325 immediately in the event of an imminent deploy-

ment where full Boat Allowance List (BAL) and required Coordinated Shipboard Allowance List (COSAL)

load lists are necessary as deployment spares.

b. Slight variations in hull painting schemes caused by fading or touch-ups.

c. Waterline saltwater discoloration caused by initial operations testing at the building yard. Hull bottoms are

usually scrubbed and hull dings touched up at the building yard before shipment.

d. Slight rusting on metallic parts, which can be readily cleaned and preserved.

e. Incomplete outﬁtting discrepancies, which should be immediately described to PEO SHIPS PMS325 for cor-

rection.

f. Cosmetic blemishes correctable by buffing or light sanding and road hazard dings occurring during surface

delivery.

583-1.7.2.3 Non-RFI Issue. Because of budgeting constraints and scheduling requirements, a non-RFI boat may

be offered by PEO SHIPS PMS325 to boat custodians requesting turn-in and replacement of damaged boats or

boats which are not economical to repair. A newer boat of later design but with prior ﬂeet use may be offered on

an as-is basis. Usually an inspection opportunity is offered to the receiving boat custodian before acceptance. The

following factors are not cause for rejecting a non-RFI boat when it is received alongside:

a. Lack of complete hull painting.

b. Slight cracks or dished-in hull areas not affecting hull integrity or strength.

c. Oxidized metallic areas that can be preserved.

d. Absence of original outﬁt items and repair parts.

e. Lack of technical documentation such as Boat Information Book, Technical Manuals, and operating records.

Technical documentation can be obtained from publications stocking activities.

f. Deformation of hull parts such as the hull beading or bilge keels.

It is recommended that non-RFI hulls accepted by boat custodians receive immediate repair availability to

restore the boat to an acceptable condition of readiness and appearance.

S9086-TX-STM-010

583-1-18

583-1.8 PREPARATION FOR SHIPMENT

583-1.8.1 SHIPMENT DESTINATIONS. Unless otherwise speciﬁed, boats shipped from stock or for transfer

shall be prepared for delivery as follows:

a. Local destination. Boats issued locally shall be delivered in the as-is or as stored condition. All items not

installed should be secured against movement. Unprotected equipment openings shall be sealed to prevent

entrance of dirt or water. Attach depreservation instructions to the equipment involved. Refer to

paragraphs

583-9.4

through 583-9.4.3.2 for engine starting instructions.

b. Destination not local. Boats shipped beyond the local area shall be preserved as required by

paragraphs

583-9.2

through 583-9.2.4.

583-1.9 SHIPMENT OF BOATS

583-1.9.1 PEO SHIPS PMS325 SHIPMENT ORDER. Shipment of boats will normally be accomplished by

shipment order prepared by PEO SHIPS PMS325.

583-1.9.2 SHIPMENT PRECAUTIONS. The following precautions shall be observed when loading boats for

shipment:

a. Cradle cross members (chocks) shall be rigidly braced to prevent collapse.

a. Towing padeyes or other ﬁttings installed on the boat shall not be used as tie down points.

c. Strongbacks shall not be tensioned to such a degree that the chocks deform the hull.

d. Bumpers shall be installed where the ends or sides of the boat may be damaged during shipment.

e. Snubbing of boats so that the forces received during transit are transmitted to the stem or transom end is not

permitted.

f. The weight of the boat shall be borne by the keel supports, not the side bunks. Side bunks for plastic and

steel boats should be at least 10-inches wide and should be located opposite a frame or bulkhead, or where

weights are concentrated, such as the engines. In case the boat does not have structural type keel, full strength

supports shall be installed opposite the interior longitudinal bilge stringers.

g. Bilge plugs shall be removed and attached to the steering wheel at the coxswain’s station.

h. Ensure that the engine cooling and piping systems are drained or protected from freezing.

i. Batteries shall be disconnected.

j. Fuel tanks shall be drained.

k. Consideration should be given to temporary storm cover over windows.

l. Secure all mast and antennas.

m. Secure all doors and hatches against leaks and damage.

S9086-TX-STM-010

583-1-19

583-1.10 REPLACEMENT OF BOATS IN SERVICE

583-1.10.1 SERVICE LIFE FOR NAVY BOATS. Obsolescence factors, including material obsolescence,

operational obsolescence and environmental obsolescence are not applicable factors to be considered in the

determination of service life. The service life of any boat is dependent on a number of other factors, such as age,

usage, operational demands, etc. The service life of a Navy Standard 7-meter Rigid Inﬂatable Boat (RIB) and a

Navy Standard 11-meter Rigid Inﬂatable Boat (RIB) is 12 years, other boats have an expected service life of 10

years when routinely operated at less than 1000 hours per year, and 7 years for those which have 24/7 opera-

tional requirements. Examples are the Antiterrorism/Force Protection, with an increased operational tempo, which

will have a reduced service life. Some steel and aluminum boats have service life expectancies of up to 25 years.

Requests for replacement should be submitted through the appropriate chain of command with a completed copy

of the Boat Inspection Report.

583-1.10.2 REPAIR COST ESTIMATES. Estimates of repair costs to boats shall be made by a designated rep-

resentative of PMS325. A boat needing repairs beyond the capability of ship’s force or station personnel shall be

made the subject of a work request to a repair activity in the availability period. The size, type of boat and its

U.S. Navy hull registry number shall be given.

583-1.10.3 TYPE OR AREA COMMANDER’S FUNDS FOR REPAIR. The repair of boats shall be funded

with Type or Area (Support) Commander’s funds and shall be accomplished without reference to NAVSEA,

unless deemed to be beyond economical repair or beyond the expected service.

583-1.10.4 REPAIRABILITY OF BOATS. No in-service standard Navy designed boat will be considered for

replacement until it has reached the expected service life or has encountered a major catastrophe that renders it

unusable or unserviceable. If the repair activity, Type, or Area Commander considers the cost of repair to be

excessive, the responsible activity shall complete and submit NAVSEA 9583/3 (

Figure 583-1-1) and forward to

PEO SHIPS PMS325. If PEO SHIPS PMS325 decides the boat is repairable, repairs shall be made and funded

with Type or Area Commander’s funds. The feasibility of repairing or replacing the boat will be determined

solely by NAVSEA.

583-1.10.5 ENGINE STATUS. The NAVSEA 9583/3 (

Figure 583-1-1) shall include a statement as to whether

or not the engine is serviceable or warrants repair.

583-1.10.6 PREPARATION OF BOATS TURNED IN FOR REPAIR OR STOCK. Whenever a boat is turned

in for repair or for stock, the fuel tanks shall be drained and the bilges cleaned. Ensure that the engine cooling

system is drained or protected from freezing and that necessary preservation is accomplished. There shall be no

cannibalization of the boat or propulsion system. The technical manuals, spare propellers, and shafts shall be

turned in with the craft. Boats are to be turned in on a suitable storage cradle. Custodian activity is responsible

for any expenses associated with failure to properly prepare the boat for shipment to its destination and turn-in

as stock. Each boat turned in to stock as authorized by the Boat Inventory Manager (BIM) must be turned in on

an appropriate shipping cradle (

Figure 583-1-5) or trailer (Figure 583-1-6). Shipboard boat dollies are not a suit-

able replacement for a shipping cradle or trailer unless speciﬁcally authorized by the BIM. Shipboard boat dol-

lies are part of the ships equipment handled by the cognizant Planning Yard.

S9086-TX-STM-010

583-1-20

583-1.11 STOCK CLASSIFICATION, LEVELS, AND DISTRIBUTION

583-1.11.1 STOCK CLASSIFICATION. Stock boats are divided into three categories. As noted below, stock

boats shall be placed in one of these categories only because of inspection by qualiﬁed personnel who complete

NAVSEA 9583/3 (

Figure 583-1-1).

Figure 583-1-5. Boat Cradle

Figure 583-1-6. Boat Trailer

S9086-TX-STM-010

583-1-21

583-1.11.1.1 Issuable (Ready for Issue) (A Condition). Any boat that can be made operational and seaworthy

with a minimum amount of productive labor time and without expenditure of funds for major alterations or repair

other than depreservation, varnishing, painting, minor caulking, testing, and electrical or mechanical adjustments.

These items shall be accomplished after the boat is issued. The presence of miscellaneous outﬁt items, such as

life jackets, boat hooks, life ring, mooring lines, etc., which are part of the ship’s Allowance Equipage List (AEL)

for the boat, is not required for a boat to be considered issuable.

583-1.11.1.2 Repairable (F Condition). Any boat not in usable condition, for which a determination has been

made that it is economically feasible to repair the boat to usable condition, refer to

paragraph 583-1.10.3.

583-1.11.1.3 Beyond Economical Repair (X Condition). Any boat considered too costly (refer to

paragraph

583-1.10.4

for deﬁnition) to place in usable condition.

583-1.11.2 STOCK LEVELS. The total number and types of boats to be carried in inventory at ICPs will be

determined by PEO SHIPS PMS325.

583-1.11.2.1 Minimum Stock Levels. Minimum stock levels of issue boats are no longer being established.

Stock boats will be repaired to meet near term requirements as directed by PEO SHIPS PMS325, within avail-

able funds.

583-1.11.2.2 Uneconomical Repair to Stock Boats. Stock boats which are considered to be uneconomical to

repair, based upon the latest Inspection Report may be held in stock because of a critical shortage or because no

substitute boat can be utilized. When it is determined by PEO SHIPS PMS325 that the special status of the boat

no longer exists, disposal will be directed by PEO SHIPS PMS325.

583-1.11.2.3 Stock Boat Repairs. Repairs to stock boats shall not be accomplished unless speciﬁcally autho-

rized by PEO SHIPS PMS325. Preference will be given at all times to those boat types having the highest rate

of issue and the largest requirement of mobilization. Selection of boats for repair to issuable condition shall be

made from existing inventory.

583-1.11.3 STOCK DISTRIBUTION. Selection of boats for issue shall be on the ﬁrst-in ﬁrst-out basis when-

ever practical and shall be made from existing stocks of issuable boats.

S9086-TX-STM-010

583-1-22

SECTION 2

DIMENSIONS, WEIGHTS, AND CHARACTERISTICS

583-2.1 STANDARD NAVY BOATS

583-2.1.1 DIMENSIONS, WEIGHTS AND CHARACTERISTICS. These measurements of U.S. Navy stan-

dard boats can be found in the CBSS.

583-2.1.2 WEIGHT REPORTING. All standard Navy boats and craft are weighed prior to delivery and this

weight is recorded as the Contract Acceptance Weight. For ships’ boats, a Design Hoisting Weight is established

which includes the Contract Acceptance Weight, the weight of the authorized crew members at 165 pounds each,

full fuel tanks, outﬁtting items, and an allowance for onboard engineering consumables. The hoisting slings and

ﬁttings are rated by an engineering evaluation of their mechanical component breaking strengths and failure lev-

els. The weight of the boat should never exceed the Safe Working Load rating of the davits.

583-2.2 REFERENCE FOR OPERATING PERSONNEL

583-2.2.1 IMPORTANT CHARACTERISTICS.

Table 583-2-1 furnishes a ready reference for operating per-

sonnel of the important characteristics of most Navy boats and craft. The hoisting weights given in this table are

not to be used for testing boat-handling davits. All weights given in

Table 583-2-1 are average weights and all

boats are glass reinforced plastic, unless otherwise noted.

Table 583-2-1. Characteristics for Navy Boats and Craft

Boat/Craft

Overall

Length Beam Engine (HP)

Height

w/o

Cradle

Fuel

Capacity

(gals)

Designed

Hoisting

(lbs)

Maximum

Disp (lbs)

4M RX Rigid Inﬂatable

Non Std

11.8 ft 5.5 ft 9.9/75 3 135,000

5M RX Rigid Inﬂatable

Non Std

22.3 ft 8.3 ft 200 36

6M RB Rigid Inﬂatable

Boat

22.3 ft 9 ft 250 34 4,500

6M RX Rigid Inﬂatable

Non Std

19.17 ft 7.67 ft 135 40

7M RB Rigid Inﬂatable

Boat

24.25 ft 9 ft 210/230 34 5,600

7M RX Rigid Inﬂatable

Non Std

24.25 ft 9 ft Inboard 227 35

7M RX Rigid Inﬂatable

Non Std

24.25 ft 9 ft Outboard 135 35

7M UB Utility Boat 26.75 ft 9 ft 135 100 6,600

7MMM Marine Mammal 175 185

8M HS Harbor Security 28.77 ft 9 ft 135 100 7,000

8M PE Personnel Boat 26.25 ft 9.33 ft 180 52 8,800

9M LH Line Handling Boat 30.67 ft 10.83 ft 315 100

9M RX Rigid Inﬂatable

Non Std

32.35 ft 10.6 ft 225 225 10,000

S9086-TX-STM-010

583-2-1

Table 583-2-1. Characteristics for Navy Boats and Craft - Continued

Boat/Craft

Overall

Length Beam Engine (HP)

Height

w/o

Cradle

Fuel

Capacity

(gals)

Designed

Hoisting

(lbs)

Maximum

Disp (lbs)

10M HS Harbor Security 33 ft 10.6 ft 315 200 13,600

10M PE Personnel Boat 32.78 ft 11 ft 220 100 15,700

10M UB Utility Boat 33.42 ft 11 ft 115 90 11,000

11M RX Rigid Inﬂatable

Non Std

39 ft 11.83 ft 380 265

11M RB Rigid Inﬂatable

Boat

w/cabin

36.10 ft

11.53 ft 380 265 17,637 19,000

11M RB Rigid Inﬂatable

Boat

w/o cabin

39 ft

11.83 ft 380 280 17,637 22,000

11M PL Landing Craft,

Personnel (Light)

36.02 ft 12.17 ft Inboard Die-

sel

200 19,850

12M PE Personnel Boat 40.21 ft 12.08 ft 220 151 19,320

15M UB Utility Boat 50.25 ft 14.83 ft 180 170 24,000

15M WB Work Boat 50.25 ft 14.42 ft 220 490 56,400

18M RX Rigid Inﬂatable

Non Std

25 ft 8 ft 100

19’ BB Barrier Boat 19 ft 10 ft 6BTA5.9 260 180 22,000

19’ BB Barrier Boat 19 ft 10 ft QSB5.9300 180 22,000

22’ UB Utility Boat 22.25 ft 8.5 ft Honda 150 6 ft 90

22’ UB Utility Boat 22.25 ft 8.5 ft Mercury 135 6 ft 90

22’ NS Non-Standard 22 ft 8.5 ft 115 126

22’ BB Barrier Boat 22 ft 11 ft 260 x 120 31,000

23’ MM Marine Mammal 23 ft 175 100

23’ UB Utility Boat 23 ft 8.5 ft 115/150 60

24’ BH Boom Handling 24 ft 7.92 ft 260 8 ft 130 10,500 10,500

24’ HS Harbor Security 27 ft 8 ft 115/225 9.33 ft 68 6,420 6,808

24’ DS Dive Support 24 ft 130

24’ NS Non-Standard 24 ft 8 ft 75 OB 20

24’ RB Rigid Inﬂatable

Boat

23.75 ft 9 ft 165/175 6.75 ft 35 5,300 7,300

24’ RX Rigid Inﬂatable

Non Std

24.5 ft 150/175

24’ UB Utility Boat 26 ft 8.5 ft 115/225 180 6,200

12M PE Personnel Boat 40.21 ft 12.08 ft 220 151 19,320

25’ DS Dive Support 26.9 ft 8.5 ft 135/150 145

25’ PB Patrol Boat 25 ft 8 ft 225 165 10,000

25’ UB Utility Boat 28 ft 8.5 ft 115/150 100 7,250

25M PB Patrol Boat 91 ft 23 ft 2735 3510 181,000

26’ MW Motor Whale Boat 26.08 ft 8.25 ft 25 6.67 ft 30 6,200 9,900

26’ PE Personnel Boat 26.5 ft 9.41 ft 250 8.58 ft 80 11,690 13,550

26’ UB Utility Boat 26 ft 8.5 ft 115/200 120 6,880

26’ WB Work Boat 26 ft 8.33 ft 150 95 7,360

27’ DS Dive Support 27 ft 250 212

27’ MC 27 ft 250

27’ AP 27 ft 225 x

27’ SC 27 ft 225

S9086-TX-STM-010

583-2-2

Table 583-2-1. Characteristics for Navy Boats and Craft - Continued

Boat/Craft

Overall

Length Beam Engine (HP)

Height

w/o

Cradle

Fuel

Capacity

(gals)

Designed

Hoisting

(lbs)

Maximum

Disp (lbs)

27’ HS Harbor Security 61.5 ft 10.17 ft Inboard 355 75 8,280 11,320

27’ HS Harbor Security 31 ft 10.5 ft OB 100 7,200 10,240

27’ UB Utility Boat 33 ft 10 ft 150 100 7,832

28’ OP Oil Pollution 28 ft 8 ft 60/130 24 6,900

28’ HS Harbor Security 35 ft 11.92 ft 225 200 13,800

28’ WB Work Boat 30 ft 8 ft 150 160

29’ BB Barrier Boat 30.5 ft 14 ft 285 360

30’ BB Barrier Boat 30 ft 285 360

30’ BP Boom Patrol 36 ft 10 ft 115/150 150 9,875

30’ WB Work Boat 32 ft 12 ft 225

30’ OP Oil Pollution 30.3 ft 8 ft 60 35 6,900

32’ IB Inshore Boat 32 ft 370

33’ RA Riverine Assault 33 ft 440 250

33’ PE Personnel Boat 33.75 ft 11 ft 220 12.25 ft 100 15,700 16,000

33’ UB Utility Boat 33.41 ft 11 ft 100 8 ft 100 11,000 1,668

34’ PB Patrol Boat 34 ft 11.92 ft 425 200

36’ PB Patrol Boat 37.5 ft 13.8 ft 380 300 20,000

36’ PL Landing Craft, Per-

sonnel (Light)

36.25 ft 12.17 ft Inboard Die-

sel

9.67 ft 200 22,400 24,630

38’ RP Riverine Patrol 38 ft 440 300

39’ BB Barrier Boat 40.5 ft 18 ft 455 1600 110,000

40’ PE Personnel Boat 41.25 ft 11.75 ft 220 12.5 ft 150 22,000 26,000

40’ PR Plane, Personnel &

Rescue Boat

41.08 ft 11.75 ft 253 15.08 ft 380 26,600 28,900

40’ UB Utility Boat 40.25 ft 12.08 ft 174 9 ft 112 17,000 27,700

40’ WB Work Boat 44.83 ft 14.42 ft 670 575 40,000

42’ PR Plane, Personnel &

Rescue Boat

42 ft 11.41 ft 243 17.92 ft 498 25,000 29,000

44’ ST Sail Training Craft 44.3 ft 12.5 ft 56 65

45’ WB Work Boat 45 ft 455 1600

49’ RC Riverine Command 49 ft 12.42 ft 850 580

50’ DW 50 ft 14.17 ft 173 18.33 ft 418 87,800 80,300

50’ WB Work Boat 50.25 ft 14.41 ft 200 15.67 ft 490 56,400 95,000

50’ UB Utility Boat 50.25 ft 14.83 ft 174 10.5 ft 170 24,000 74,100

70’ PE Personnel Boat 69.67 ft 20.67 ft 228 15.75 ft 400 78,000 85,000

74’ CM 74 ft Diesel

8V927A

85’ TR Torpedo Retriever 85 ft 18.67 ft 850 20 ft 2400 135,000

87’ PB Patrol Boat 86.9 ft 19 ft 1500

135’ CU 139.75 ft 30.08 ft 500 16.33 ft 3460 492,800 904,960

180’ NS Non Standard 180 ft 1200

583-2.3 PAINT PUNT PURCHASE DESCRIPTION

583-2.3.1 PAINT PUNT. The punt is a non-powered craft used to inspect the waterline area of a ship while at

anchor or in port. The punt is manhandled from its stowed position, and then lowered from the deck to the water

S9086-TX-STM-010

583-2-3

by rope pendants secured to the bow and stern handles. Up to three persons with painting or other gear board the

punt from the ship’s access ladders. The punt is propelled by paddles or positioned using the pendants. Light-

weight, stability, resistance to swamping and durability are valued characteristics for the application.

a. General form: the punt shall be a ﬂat bottom, transom-ended punt or jon boat with bow, center and stern bench

seats.

b. Dimensions:

(1) Length: 13.5 to 14.5 feet (4.1m to 4.4m)

(2) Overall beam: at least 55 inches (1.4m)

(3) Chine beam (bottom width): at least 36 inches (0.9m)

(4) Depth: at least 17 inches (0.43m) measured vertically (punts designed to accommodate outboard motors may

have transom cutout of not less than 15 inches (0.38m) depth

(5) Weight: shall not exceed 200 pounds (90.9kg)

c. Materials and construction: the hull and structural components shall be manufactured of 5000 or 6000 series

aluminum alloy suitable for use in seawater, except that stainless steel fasteners may be used. Use of wood

shall be limited to plywood suitable for exterior exposure, where necessary for backing plates, reinforcement

of transoms designed for outboard motors, and similar components. The punt shall be ﬁtted with a minimum

of two handles on each end of the punt (four handles total). Handles shall be well rounded to prevent injury

to or undue stress on hands. Handles shall be secured to the punt with through-bolts or solid rivets, or may

be integral to the hull. Tubular rivets, pop rivets, or self-tapping screws shall not be used to secure handles.

Handles shall, as a minimum, be strong enough to support the entire weight of the punt when suspended from

a single handle.

d. Stability and load capacity: the punt shall have a capacity of at least three persons and a total load capacity

of at least 600 pounds (persons and gear). The punt shall provide level ﬂotation and a load capacity plate

installed in accordance with the requirements of 33CFR183.

e. Acceptable products are: Alumacraft 1436 lite, Alumacraft 1436, Alumacraft 1442, Lowe 1436. However, due

to the possibility of manufacturing changes, the speciﬁcations of the product shall be veriﬁed against the

requirements of this purchase description before procurement.

S9086-TX-STM-010

583-2-4

SECTION 3

REGISTRY NUMBERS AND IDENTIFICATION MARKINGS

583-3.1 REGISTRY NUMBERS

583-3.1.1 PMS325 ASSIGNED REGISTRY NUMBERS. Each boat is assigned a Navy hull registry number

by PMS325. The registry number can usually be found on the transom of each craft. Hull registry numbers con-

sist of the boat length in feet, boat type, and serial number. The ﬁrst numerals in the boat’s identifying numbers

signify boat length (in feet or meters) followed by letters identifying boat type. The ﬁnal series of numbers indi-

cate year of contract and boat number (in sequence of its completion) starting with 01 or 1. This number should

be used in all correspondence concerning the boat.

EXAMPLE: 28HS0201 is the ﬁrst harbor security boat delivered under a 2002 boat acquisition contract.

Under the new metric system for measuring boats, 11MRX0002 is the second 11-meter Rigid Inﬂatable Boat

delivered under a 2000 boat acquisition contract.

583-3.1.2 REQUEST FOR REGISTRY NUMBER. In case a boat is found to be without a registry number,

contact PMS325 to determine hull registry number or to have one assigned.

583-3.2 IDENTIFICATION MARKINGS

583-3.2.1 STANDARD MARKINGS. The U.S. Navy hull registry numbers (

Figure 583-3-1) shall be clearly

marked on the transom of each boat. Hull registry number marking is approximately three inches in height (75

mm) and applied on the transom in a location that provides readily visible identiﬁcation.

Boat markings beyond the Navy Hull Registry Number and associated markings described herein, such as

local names (e.g. “UB-1”, “Protector”, etc.) or other personalization can be applied if approved by the Command-

ing Officer of the custodial command.

a. a. Paint used for numbers and letters should conform to MIL-PRF-24635C. See NSTM Chapter 631, Preser-

vation of Ships In Service-Surface Preparation and Painting, for additional information.

b. Letters and numbers may not be shaded.

S9086-TX-STM-010

583-3-1

583-3.2.1.1 Flag Officer. Flag Officers’ barges shall be marked as follows:

a. Chrome stars shall be ﬁtted on the bow according to the arrangement on the admiral’s ﬂag. The stars shall be

of the size and spacing shown on Standard Boat Detail, Sheet 21 (C&R Drawing 220598).

b. The official abbreviated title of the command shall appear on the transom in gold leaf decal letters (for

example, Surface Force, Atlantic (SURFLANT)).

583-3.2.1.2 Unit Commander. The insignia on boats assigned for the personal use of unit commanders not of

ﬂag rank, shall be as follows

Figure 583-3.1. Hull Registry Numbers

S9086-TX-STM-010

583-3-2

a. Broad or burgee command pennants, as appropriate, shall be ﬁtted on the bow, with the squadron or division

numbers superimposed, together with chrome arrows according to Standard Boat Detail, Sheet 7 (C&R Draw-

ing 258943).

b. The official abbreviated title of the command shall appear on the transom in gold leaf decal letters (for

example, Destroyer Squadron TWO (DESRON 2).

583-3.2.1.3 Chief of Staff. The gig for a Chief of Staff, not of ﬂag rank, shall be marked with the official

abbreviated title of the command in chrome letters with an arrow running fore and aft through the letters. The

letters shall be according to Standard Boat Detail, Sheet 21 (C&R Drawing 220598). Other boats assigned for

staff use shall be similarly marked except that the arrows shall be omitted and the letters shall be brass (bright).

583-3.2.1.4 Commanding Officer. Boats assigned to Commanding Officers of ships shall be marked on the bow

with the ship type or name (refer to

paragraph 583-3.2.2.3) and number in chrome letters and numerals with a

chrome arrow running fore and aft through the markings. Officers’ boats shall be similarly marked except that the

arrow shall be omitted and the letters shall be brass (bright). The ship’s name, abbreviated name, or initials may

be used in place of the ship’s type. An assigned boat number may be used in place of the ship’s name.

583-3.2.1.5 Ships’ Boats. Other ships’ boats shall be marked on the bow with either the ship’s type and num-

ber, followed by a dash, and the boat number, such as CV 68-1, or the ship’s name, abbreviated name or initials,

followed by a dash, and the boat number, such as NIMITZ-1. These markings should also appear on the tran-

soms of all boats, except whale boats. Letters and numbers shall be of brass, and may be painted black or chrome

plated. Type commanders shall designate which of the above methods of markings shall be used on the boats

assigned to ships under their command. The method of marking shall be uniform for all ships of the same type

assigned to the same command.

583-3.2.1.6 Miscellaneous. Painted boat numerals shall be used on miscellaneous small boats such as line han-

dling boats and punts. Refer to

Section 10, Table 583-10-2 for recommended colors for painting the barges and

gigs.

583-3.2.2 BOATS AND CRAFT ASSIGNED TO SHORE STATIONS. Naval Base Commanders may assign

blocks of numbers to the individual activities within their district for permanent assignment to the boats allotted

to the various activities. The activity may assign, to each allowed boat, a consecutive number.

583-3.2.2.1 Shore Station. As an alternative to the foregoing, individual shore stations may use the name or

abbreviated name of the station, on each bow followed by a number commencing with one and running consecu-

tive through the total number of boats assigned.

Example: NS KEYWEST 1, NS KEYWEST 2, and so forth.

583-3.2.2.2 Shore Based Command. Personnel boats for shore-based commands will normally carry the same

command insignia prescribed for forces aﬂoat on each bow. In addition, they will carry the command abbrevia-

tion and location of the command neatly lettered on the transom. Personnel boats assigned names will carry the

name displayed on each bow, and the command abbreviation and geographical location of the command on the

transom. Gigs will carry the abbreviated name of the command in chrome letters, struck through with a chrome

arrow on each bow and the location of the command on the transom in gold leaf decals. Refer to

Section 10,

Table 583-10-2 for recommended colors for barges and gigs

583-3.2.2.3 Letters and Numeral Location. The locations, bevels, and proportions of letters and numerals shall

be as indicated on Standard Boat Detail, Sheet 21 (C&R Drawing 220598). Brass letters on personnel boats

should be chrome plated.

S9086-TX-STM-010

583-3-3

583-3.2.3 IDENTIFICATION MARKINGS FOR COMBATANT CRAFT. Combatant craft will have applicable

numbers painted at bow location port and starboard and at centerline of stern.

583-3.2.3.1 Painting. Color of numbers shall be such as to provide nominal contrast with the craft color

scheme, acceptable to the individual command.

S9086-TX-STM-010

583-3-4

SECTION 4

BOAT CAPACITY, OPERATING INSTRUCTIONS AND SAFETY PRECAUTIONS

583-4.1 BOAT CAPACITY

583-4.1.1 BOAT REGISTRY AND BOATALT LABEL PLATES. Every boat in the naval service should be ﬁt-

ted with a label plate, which provides data concerning its design, manufacture, and maximum capacity. The

maximum capacity designated on the label includes the boat crew and assumes that all passengers are in the

cockpits and are seated. A BOATALT label plate (

Figure 583-1-4) shall be provided according to paragraph

583-1.6.9.

Boat Information Books (BIB’s) are provided with most U.S. Navy boats and craft. The BIB provides

general conﬁguration, operational, and maintenance information. It contains guidelines on the safe operation and

proper maintenance of the speciﬁc boat or craft. The BIB is designed for use at the organizational level to sup-

port boat and craft crews.

583-4.1.1.1 Registry Plate Format. Boat registry plates on standard boats will be of sheet 316L CRES grade,

approximately 6 inches by 2-1/4 inches with engraved letters approximately 5/16 inch high, ﬁlled with black

sealing wax. The data on the label plates will be formatted as follows (the exact data to suit the particular boat):

Length, Boat Type, Hull Registry Number (HRN) built for the United States Navy, Builder, City, Month,

Year, Contract Number, Crew Persons, Capacity Persons (including crew).

583-4.1.1.2 Drawing Numbers.

a. Formal Procurement: The Naval Sea Systems Command (NAVSEA) drawing number shall be the general

arrangement plan from which the boat was built. In case the inboard proﬁle, deck, and sections are not all on

the same drawing, the drawing number of the inboard proﬁle should be used. The general arrangement or

inboard proﬁle drawing will refer to the other drawings of the set.

b. GSA Acquisition: Commercial-Off-The-Shelf (COTS) Boat Drawings. Boat builders provide drawings for use

and are not assigned a NAVSEA number, but are listed by drawing number and title in the Boat Information

Book (BIB).

583-4.1.2 DETERMINATION OF PERSONNEL CAPACITIES. The carrying capacity (established by

NAVSEA) of a pulling boat is determined by calculating the internal volume of the boat in cubic feet and allow-

ing 10 cubic feet of such volume for each man carried. It is assumed that each man will be wearing a lifejacket

and 165 pounds will be allowed for each man so equipped. Boats used to support Vessel Boarding Search and

Seizure/Maritime Interdiction VBSS/MIO duties shall not be overloaded.

583-4.1.3 7-METER RIB WEIGHT CONSIDERATIONS The Navy Standard 7-meter and/or 24’ RIB maxi-

mum weight (Full Load Condition) consists of the carrying capacity, which is 1,350 kg (2,970 lbs), or the

equivalent of eighteen persons (including crew) at 75 kg (165 lbs) each plus full fuel and slings.

The Navy Standard 7-meter (24’) RIB maximum hoisting weight (Hoisting Condition) consists of 375 kg

(825 lbs), or the equivalent of ﬁve persons (including crew) at 75 kg (165 lbs) each plus full fuel and slings.

Maximum Hoisting Condition reﬂects the Lifeboat (also called: Man Overboard, Search and Rescue) Party load-

out. Lifeboat Party consists of full fuel, stokes litter for injured person, security package (Small caliber automatic

weapon and ammunition), slings and ﬁve persons at 75 kg (165 lbs) each as follows:

S9086-TX-STM-010

583-4-1

a. Coxswain

b. Bow Hook/Swimmer/Corpsman

c. Stern Hook/Engineer

d. Boat Officer

e. Rescued Individual

CAUTION

In the case of the Navy Standard 7 meter RIB and the Navy Standard 11

meter RIB, there will be instances when the boat must be launched from a

ship while the ship is underway. In such instances, it is imperative the boat’s

engine(s) be started during the launch phase and in advance of the boat’s

water entry in order for the boat coxswain to safely accelerate the boat to a

speed approximately equal to that of the ship. This operation requires that

each engine’s sea water impeller run dry for a short period. Each engine sea

water system is equipped with an auxiliary hose connection to allow the boat

to be started in its shipboard stowage to ensure the crew of its reliability and

ensure the seawater impeller is operating properly and the boat is, in all

respects, ready for any launch.

Maritime Interdiction/Vessel Boarding Search and Seizure Operations, Security operations Anti-Terrorism/

Force Protection - MIO/VBSS or AT/FP Party loadout consists of the maximum carrying capacity of 1,350 kg

(2,970 lbs) or the equivalent AT/FP party (including equipment and crew) plus full fuel and slings.

583-4.1.4 CAPACITY NOT TO BE EXCEEDED. When carrying liberty or boarding parties (VBSS/MIO), the

designated carrying capacity should never be exceeded. In carrying stores or boarding parties, the load in pounds,

including crew and stores or gear, should never exceed the maximum allowable cargo load, as given on the boat

label or as listed in

Table 583-2-1. In motorboats, the practice of carrying passengers, stores, or baggage on the

topsides should be prohibited. When it is necessary to carry stores or baggage, a corresponding reduction in

maximum number of passengers should be made.

583-4.1.4.1 Flotation Material. The installation of ﬂotation material shall not be considered as relieving oper-

ating personnel from exercising sound judgment in the loading of boats or providing of lifejackets when condi-

tions warrant. Since the amount of ﬂotation material to be installed is limited by the space available in the boat,

it has been possible to provide a reserve buoyancy of only 22 pounds per man. In rough seas, the boat should be

loaded to less than capacity so that this margin of reserve buoyancy will be somewhat greater. Twenty-two

pounds will support a seated man submerged in water approximately to his armpits. With water this high, there

will be a tendency for passengers to stand up, which could result in the sinking or capsizing of the swamped boat.

If lifejackets are worn, personnel near the sides may take to the water and hold onto the gunwale. Other person-

nel should remain seated to avoid overcrowding around the outside.

583-4.1.5 HANDLING OF STORES. Limited availability of ships’ boats frequently renders it necessary (for

purposes of economy) for stores and liberty parties to be carried together. For the beneﬁt of personnel, and par-

ticularly coxswains, the following example is presented.

Example: Assume that the coxswain of a 26-foot motor whaleboat (MK11) is ordered to make a shore trip

to pick up stores weighing approximately 2,000 pounds, and to pick up a liberty party. The rated capacity of a

S9086-TX-STM-010

583-4-2

26-foot motor whaleboat (MK11) is 22 men, or, in terms of pounds of stores, 22 times 165 or 3,630 pounds. The

coxswain should, therefore, pick up the stores (approximately 2,000 pounds) and bring back not more than eight

persons as passengers for: (3,630 - 2,000)/165 = 9.9 or 10-2 crew = eight passengers.

Operating personnel should be familiar with the designated carrying capacity of the boat and be able to cal-

culate the load and regulate the number of passengers accordingly.

583-4.1.6 REDUCTION IN CAPACITY. The rated capacity designated on the label plate, represents the maxi-

mum capacity under normal weather conditions in sheltered waters. Reduction of capacity is always necessary

for extreme weather conditions or in the open sea. Frequently, conditions will be such as to greatly reduce this

rated capacity (refer to

Table 583-2-1).

583-4.2 OPERATING INSTRUCTIONS FOR EMERGENCY USAGE

Safe boat operations depend on a number of factors. Coxswain skills, environmental conditions and the spe-

ciﬁc boat performance capabilities all have a signiﬁcant impact on operational safety. Qualiﬁed coxswain with

adequate operator training and good seamanship skills are necessary for safe, secure boat operations.

In general, small boats (less than 20 meters or 65’) are able to operate safely in a Sea State 3 and survive a

Sea State 4 (Ref: Pierson-Moskowitz Sea Spectrum). Most other boat performance characteristics are typically

described in the applicable Boat Information Book (BIB) or Operator’s Manual and other technical manuals pro-

vided with each boat.

“Maximum”, “Safe”, or “Optimum” speed for any particular boat is dependent on a combination of factors,

including mission, passengers, loading, environmental conditions, visibility, boat condition (structure and sys-

tems), hull form (displacement, planning, catamaran, etc.) and propulsion system power.

Operational limitations for some boats and craft are the result of real engineering and design limits that the

operators must acknowledge and avoid to prevent inadvertent operational problems. Examples of design con-

straints include hoisting weight limits, tow load limits and electrical load capacity limits. During mission execu-

tion it is left to the operational commander to ensure the boat is not operated beyond design limitations or beyond

the skills and abilities (or limitations) of the boat crew and passengers.

Each boat type provides a needed mission capability that will be used in a wide range of operational circum-

stances. Only a few limited scenarios require the full capability inherent in the boat. Boats are procured to ensure

they are inherently safe to the extent possible within the operational requirements. For example, engine horse-

power and associated top speed is limited to that needed to meet the validated operational requirements. Engine

upgrades are not driven by the capability of a particular boat model to accept higher horsepower engines. Engine

upgrades are only approved if the higher horsepower is supported by an OPNAV-validated operational mission

requirement and if the risk and additional operation and support cost associated with larger engines is justiﬁed to

achieve the mission.

583-4.2.1 INTERNAL BUOYANCY. Open boats, to be acceptable for use as life rafts under the U.S. Coast

Guard Regulations, shall be provided with internal buoyancy according to the Code of Federal Regulations. Title

46; Chapter 1, Shipping; Subchapter Q, Subspeciﬁcation Part 160.035, Lifesaving Equipment.

583-4.2.2 LIFE PRESERVERS STOWED IN BOATS. Except for landing craft, which are not ﬁtted to stow

life preservers for passengers, life preserver stowage in boats is established upon 50 percent allowance of maxi-

mum boat capacity. This is based on the following:

a. Suitable stowage space is not available for 100 percent allowance.

S9086-TX-STM-010

583-4-3

b. The maximum number of persons permitted to be carried is a matter of ship’s administration based upon the

boat’s loading and boating conditions. One life preserver for each crewmember shall be aboard before embark-

ing. When conditions warrant, boat passengers shall be issued life preservers before embarking.

c. The number of life preservers shall be drawn from the regular ship’s allowance. Conditions under which life

preservers are carried may vary to a considerable degree; thus, they have not been included as items of boat

outﬁt.

d. Boats issued to shore and expeditionary commands other than ships will have the required type and quantity

of life preservers for the operating crew identiﬁed on the outﬁt Allowance Equipage List (AEL) for the boat.

It is the responsibility of the operating unit to provide additional life preservers for passengers.

Boat personnel should frequently (particularly after wet weather, or when spray has entered the boat) break

out all stowed life preservers for drying and airing out.

583-4.3 BOATS AND SMALL CRAFT FIRE HAZARDS

583-4.3.1 LIST OF FIRE HAZARDS. A ﬁre is serious at any time, but in a gasoline or diesel powered boat;

it has a more fatal aspect. Boats are equipped with ﬁreﬁghting devices; but the best safeguard to those concerned

with the handling of boats is recognition of the hazard and knowledge of the cause. This information may then

be used to prevent conditions leading to a ﬁre. The following is a list of ﬁre hazards that exist. Each will be dis-

cussed in detail.

a. Gasoline

b. Clothing and oily waste or rags

c. Fuel leaks

d. Ventilation

e Fueling

f. Bilges and sumps

g. Exhaust pipe

h. Dirty engines

i. Defective electric wiring

j. Battery charging

k. Smoking

583-4.3.2 GASOLINE. As gasoline vapor is highly combustible when mixed with air, the use of gasoline for

cleaning the engine or bilges is strictly prohibited. A spark, caused by smoking or various other sources, may

ignite the fumes and cause a dangerous ﬁre.

583-4.3.2.1 Containers. Inspect portable gasoline containers periodically for any leaks. If leaky containers are

found, transfer their contents immediately to a tight container. Leaky, defective gaskets and plugs should be

replaced. Water should not ordinarily be introduced into a gasoline drum but if a leaky container cannot be made

tight by tightening up on the ﬁlling and vent plugs, or repairs are required involving the application of heat, the

drum should ﬁrst be ﬁlled with water, emptied, and blown through with a steam or air jet to eliminate any vapor

present. Repairs to gasoline drums or containers are not ordinarily required to be made by ships’ force as they

S9086-TX-STM-010

583-4-4

are repaired at their distribution depots. Before making shipment of empty containers, inspect them carefully to

see that they are tight and that all plugs are tightly secured. Unless this is done, empty containers constitute a ﬁre

hazard to the carrier. Refer to NSTM Chapter 542, Gasoline and JP-5 Fuel Systems.

583-4.3.3 CLOTHING AND OILY WASTE OR RAGS. Keep engine room clear of clothing. Cleaning rags and

waste shall be kept in a closed container and disposed of in accordance with the hazardous material guidelines.

Clean engines, clean engine rooms, and clean bilges are requisites of efficient boat engineering.

583-4.3.4 FUEL LEAKS. The presence of fuel in the bilges or in a free state in a boat is dangerous. The fumes

may be ignited easily and ﬁre results. Free fuel may come from leaks in the fuel lines or units of the system, or

result from ﬁlling the fuel tanks too full. Fumes shall be disposed of by proper ventilation.

583-4.3.4.1 Shutoff Valves. Fuel lines, connections, and ﬁttings shall be kept tight. Follow manufacturer’s rec-

ommendations and instructions for sealing connections and ﬁttings. Fuel lines in all cases, shall be ﬁtted with

shutoff valves installed near the fuel tank and so ﬁtted as to be readily accessible for closing in an emergency.

Shutoff valves are to be ﬁtted with extension rods and operating hand-wheels so that they may be operated from

a convenient location outside of the probable ﬁre area.

583-4.3.4.2 Fuel Tanks. Fuel tanks shall be tested and inspected annually especially in boats where access to

the tanks is limited.

583-4.3.4.3 Components of the Fuel System. Components of the fuel system include, but are not limited to,

connections, electrical connections and wiring, hoses, piping, sending units, valves, and mounting hardware.

Components should be inspected prior to operation of the boat or fueling.

583-4.3.4.4 Stowages. Anchors or other heavy items should not be stowed near fuel lines because of the dan-

ger of them striking lines or ﬁttings and causing leaks. Lightweight items, such as lifejackets, should not be

stowed on top of fuel lines, since such stowage interferes with inspection.

583-4.3.5 VENTILATION. The importance of proper ventilation to expel all fuel fumes cannot be overempha-

sized.

583-4.3.5.1 Leakage. On various craft using gasoline as fuel, there exists danger of explosion and resulting ﬁre

due to carburetor ﬂooding, leaky gasoline lines, strainers or tanks, and overﬂow during fueling. This involves a

very serious ﬁre hazard and is as dangerous as other explosives aboard ship.

583-4.3.5.2 Gasoline Vapor. Gasoline is a highly volatile liquid, which will give off a ﬂammable vapor if left

exposed to the air. Gasoline vapor is about three times as heavy as air and the highest percentage is found in the

lowest places. The mixture will gradually spread throughout the whole boat. The mixture, formed by gasoline

vapor and air, is highly explosive in character and only needs a slight spark or ﬂame to cause a violent explo-

sion and ﬁre.

583-4.3.5.3 Vapor in Bilges. All personnel are to strictly observe the safety precautions relating to the use and

handling of gasoline. Practically all ﬁres can be traced to the presence of explosive gasoline vapors in the bilges.

Evidence shows that this condition frequently occurs immediately after taking on fuel.

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583-4-5

583-4.3.5.4 Explosive Sparks. In a gasoline engine installation, there is the possibility of gasoline vapors being

present continuously, especially in the lower spaces. The danger of a spark necessary for an explosion is always

present and cannot be eradicated. A spark, so minute as to be invisible to the eye, may be formed by striking a

nut with a wrench, by arcing of the brushes of a motor or generator, by grounds or shorts in electric circuits, by

opening or closing electric switches, by static electric charges formed by the rubbing of two surfaces together, or

by nails in shoes hitting or rubbing metal. Sparks may be produced in so many ways that the only insurance

against explosion and ﬁre is to take every precaution to prevent the accumulation of gasoline vapors in the boat

and this can be done with proper ventilation.

583-4.3.6 FUELING. Except in emergencies, gasoline boats should not fuel unless in the water, with engines

stopped, clear of other boats, and where possible, near enough to the ship to receive aid if needed.

583-4.3.6.1 In the Skids. In an emergency, if it is necessary to fuel a boat in the skids, the following safety

precautions, in addition to those described in

paragraph 583-4.3.6.8 shall be observed.

a. Adequate ﬁreﬁghting equipment shall be provided at the scene.

b. An Aqueous Film Forming Foam (AFFF) system shall be activated and an AFFF hose shall be charged and

laid out at the scene. If an AFFF hose is unavailable, an acceptable alternative is a ﬁre hose rigged with an

AFFF in-line eductor at the ﬁreplug with a minimum of three 5-gallon containers of AFFF concentrate.

c. If practical, a rubber hose, thoroughly grounded to the supply tank or drum and the boat’s tanks, should be

used for transferring gasoline.

d. Where the use of a grounded rubber hose is not practical, and a separate container will be used to pour gaso-

line into the boat’s tanks, the supply tank or drum should be interconnected by a ﬂexible conduction wire of

sufficient length. After emptying portable containers, inspect them to ensure that all gasoline has been drawn

off and then close them tightly by setting up on the ﬁlling and vent plugs.

583-4.3.6.2 Passengers Aboard. Boats shall not be fueled with passengers aboard.

583-4.3.6.3 At Night. Except in emergencies, boats shall not be fueled at night.

583-4.3.6.4 Heat Producing Sources. No smoking and no naked lights (such as produced by oil lanterns,

candles, matches, lighters, exposed electric switches, slip rings, commutators of a dynamo, or by any burning

material involving heat) shall be permitted in the vicinity while fueling in a compartment containing a gasoline

engine or a bilge, or elsewhere within 50-feet of gasoline storage tanks or of gasoline vapor.

583-4.3.6.5 Drums and Containers. Gasoline shall not be transferred to a boat from a drum or portable con-

tainer unless the container has been removed from the proximity of other containers, except in the cases of ves-

sels where drums are stowed in quick releasing racks. In this case, the drum shall be left in its rack when fueling

boats. An adapter shall be provided with a standard iron pipe screw thread on one end to ﬁt the opening in a

standard gasoline drum; the other end to be ﬁtted with a Navy standard hose thread to take a standard 1-1/4-inch

inside diameter ﬂexible metallic hose covered with rubber fabric. Hose will be furnished in 25-foot lengths hav-

ing couplings and nozzles with Navy standard threads. Standard gasoline ﬁlling hose nozzles are the wet hose

type releasing gasoline only when the operating lever is gripped and will automatically cut off the ﬂow when the

lever is released. Due to this instantaneous control of the ﬂow, the over ﬁlling of tanks can be readily avoided.

S9086-TX-STM-010

583-4-6

Overﬂow of the tank should be avoided, especially on boats where the ﬁlling is located inboard. In decked over

boats and motor launches, the ﬁlling ﬁtting is located on deck and overﬂow gasoline will pass overboard and not

into the bilges.

583-4.3.6.6 Grounding Wire. To avoid danger of ignition of gas from a static spark, the ﬁlling hose nozzle may

have a grounding wire ﬁtted at the end with a spring clip. This clip should be clamped on the screw provided in

the deck ﬂange of the ﬁlling connection for grounding the hose nozzle, before unscrewing the cover of the ﬁll-

ing connection. This connection will equalize electric potential. The ground should be maintained throughout the

fueling operation and until the hose has been withdrawn and the ﬁlling ﬂap closed. The use of a funnel increases

the danger from sparks. It is preferable to insert the nozzle of the grounded hose directly into the ﬁlling open-

ing. When fueling funnels are used, they shall be ﬁtted with 40-mesh wire gauze strainer.

583-4.3.6.7 Passing a Drum to Boat. It is not considered good practice to pass a gasoline drum to a small boat

for the purpose of fueling. The boat presents an unstable platform and spilling of gasoline is almost inevitable.

When such an arrangement is considered necessary due to prevailing conditions, care should be taken that the

nozzle of the hose is entered into the ﬁlling pipe before gasoline is released.

583-4.3.6.8 Fueling Procedures. The following procedures should be observed when fueling a boat:

NOTE

Before beginning, brief each member on the correct procedures that must be

observed while fueling.

a. See that no passengers are on board.

b. Close all engine covers to prevent vapors from entering.

c. Inspect tanks and ﬁlling pipes and hoses. Do not fuel unless ﬁttings are tight at the connection points.

d. Close shutoff valves at tanks.

e. Close all doors, hatches, windows, and other openings to ensure that fuel vapor does not enter or become

trapped in closed compartments.

f. Attach the spring clip on the end of the hose ground wire to the screw provided on the deck ﬂange of the

ﬁlling pipe (refer to

paragraph 583-4.3.6.6). The grounding screw is not required on diesel engine boats.

g. One member of the boat crew shall be tasked to stand by with a portable dry chemical ﬁre extinguisher ready

for use. Extinguisher is not to be returned to stowage position until fueling is completed and engine is oper-

ating satisfactorily.

h. Remove the ﬁlling pipe cap. Sound the tank to determine the approximate amount of fuel required to ﬁll the

tank.

i. Insert the hose nozzle into the ﬁll point. Open the nozzle valve and begin ﬁlling the tank.

j. If for any reason the hose nozzle is withdrawn from the ﬁll point during fueling and the ground wire becomes

detached from the grounding screw, the grounding wire shall be reattached to the screw before the nozzle is

inserted into the ﬁll point. (Diesel boats do not have the grounding screw but may be required to attach a

grounding clip.)

S9086-TX-STM-010

583-4-7

k. The nozzle shall be manned and kept under control to ensure that the fuel ﬂow rate is acceptable to prevent

overﬁll and spilling at all times. Diesel oil passes through the strainer more slowly than gasoline.

l. When the tank is ﬁlled, withdraw the nozzle from the ﬁll point and secure the cap as applicable.

m. Detach the ground wire.

n. If fuel spill has occurred wash/wipe down in accordance with current policy and guidelines.

583-4.3.6.9 Before Starting Engine. Before starting the engine, it is particularly important to clear the boat

compartments and bilges of any gasoline vapor that may be present from the fueling operation.

WARNING

Operate exhaust fans for at least 4 minutes before starting engine, and check

engine compartment bilge for gasoline vapors.

The following procedures should be observed before starting engines:

a. On boats having an enclosed engine compartment, open the engine covers to permit circulation of air to dis-

sipate fuel vapors. The same precautions apply if gasoline vapor is noticed in the boat while underway. Gaso-

line ﬁres have occurred through ignition by sparks from some part of the electrical equipment while the engine

is turning over. It is safer for both personnel and material to stop and clear out gasoline vapor and to remove

its cause rather than to continue running the engine. When stopped for this purpose, one of the crew should

stand by ready to operate the ﬁre extinguishing equipment. This is particularly important with motorboats

having closed engine compartments. This is particularly important with motorboats having closed engine

compartments.

b. If gasoline is spilled during fueling and runs into the bilges, the bilges should be washed down, pumped,

wiped out, and aired thoroughly before the engine is started.

583-4.3.6.10 Shore Station Fueling. The same general precautions should be observed when fueling from shore

stations. Serious ﬁres have occurred due to the absence of grounding connections. Before permitting a gasoline

engine boat to fuel, an inspection of such stations should be made by the officer or petty officer in charge of the

boat to see that grounding connections are provided either by the boat or by the station. These grounding con-

nections should be of wire or solid metal and care should be taken to see that the contacts are positive. Wrap-

ping wire around the metal parts of the ﬁlling hose is not sufficient and the use of chains is not considered a

positive method.

583-4.3.6.11 Flame Screen. Tank wire gauze in the ﬁlling connection is a ﬂame screen designated to minimize

possibility of a ﬂame ﬂashing into the tank from some outside source (

Figure 583-4-1). It should always be kept

in place.

S9086-TX-STM-010

583-4-8

583-4.3.7 BILGES AND SUMPS. Bilges and sumps shall be kept dry and frequently washed out to clear them

of fuel and oil. They should be washed before hoisting into the boat skids. The space directly under the engine

can be readily washed down by using hot water or a steam hose. This method will carry heavy oil and grease

over into the sump from which it can be pumped. Oily bilge water should be pumped to a location where the oil

can be separated from the water rather than pumped over the side of the ship. Frequent inspections of engine

room bilges should be made to ensure that residue is not present. The forward and after engine space bulkheads

should be inspected for tightness in the bilges in order that liquid and gas may be prevented from passing over

into adjacent compartments.

583-4.3.8 EXHAUST PIPE. Improper insulation of the dry exhaust pipe, where it passes through the hull, may

set the boat on ﬁre. A poorly insulated exhaust pipe may set ﬁre to nearby objects or ignite gas fumes if the hot

pipe is exposed to gas in the engine room. Any defects of this type should be corrected immediately. Exhaust

pipes should be properly insulated with refractory felt, covered by glass cloth, and attached with nonconductive

ﬁttings.

583-4.3.9 DIRTY ENGINES. Greases and oil with which an engine becomes encrusted are sources of danger

if not cleaned at regular intervals. These petroleum products will feed a ﬁre, enabling it to get out of control rap-

idly.

583-4.4 SAFETY PRECAUTIONS

583-4.4.1 GASOLINE VAPOR. Most gasoline ﬁres and explosions in boats occur when engines are started

which is due to an accumulation of gasoline vapor in the bilges. Exercising proper safety precautions can prevent

such ﬁres and explosions.

WARNING

No list of precautions can provide for every conceivable situation that might

arise. The only adequate safety precaution is a constant awareness of the

hazards and a consistent application of common sense to situations that

arise.

Figure 583-4-1. Gas Tank Vent

S9086-TX-STM-010

583-4-9

583-4.4.2 CLOSED ENGINE ROOM. Except in an emergency, a boat with a closed engine room should not

be operated without the engineer being onboard at his station.

583-4.4.3 ELECTRIC CONNECTIONS. At least once a day during periods when the boat is in use and pref-

erably just prior to getting underway, visually inspect as practicable, all connections are satisfactory and secured

mechanically. Electric cabling shall be secured with clamps to prevent movement and resultant wear of any cable

in contact with metal surfaces and the attendant danger of short circuits. The inspection should be made any time

the operator has reason to believe the cable or connections may have been loosened by operating conditions, pas-

sengers or cargo.

583-4.4.4 FUEL PIPING AND TANK FITTING. At least once a day, during periods of operations and at any

time the operator has reason to believe damage may have occurred, the fuel lines, strainers, and tank ﬁttings

should be inspected for possible leaks and loosening of tanks in the saddles. Fueling connections shall be tight

in the tank and the ﬁlling cap in place. Any opening in the top of the fuel tank through which fuel may slop out

due to rolling or pitching, or through which fuel vapor may be forced out during fueling operations, shall be

tightly plugged. Any defects discovered during inspection shall be remedied immediately.

583-4.4.5 WIRE GAUZE SCREENS. At least once a day, during periods when the boat is in use, inspect to

see that wire gauze screens are intact and clean. On gasoline engines, screens over carburetor and breather pipe

connections shall be securely clamped so they cannot be blown loose in case of backﬁre or crankcase explosion.

Backﬁre screens shall be installed according to the latest NAVSEA instructions.

583-4.4.6 BILGES AND SUMPS. Bilges and sumps should always be inspected before the engine is started.

If they are not dry and free from fuel, vapor, and oil, they should be pumped and dried out. If gasoline is spilled

in the boat during fueling, the bilges should be ﬂushed down with water, pumped, and wiped dry before starting

the engine.

583-4.4.7 VENTILATION. On gasoline engine boats, ventilation is of prime importance at all times. All spaces

subject to accumulation of gasoline vapor shall be inspected and thoroughly ventilated. Before the engine is

started, every precaution should be taken to ensure that the bilges are open to ventilation, and that any gasoline

or gasoline line vapors in bilges and sump are removed. Explosion proof exhaust fans are required on all gaso-

line engine boats and should be run at least four minutes before the engine is started, intermittently for at least

one additional hour daily, and at any time the presence of gasoline vapor is suspected. At any time gasoline is

spilled, the exhaust fans shall be run sufficiently to remove all gasoline fumes. On boats with enclosed engine

compartments, after each fueling and before starting, open the cover of the engine compartment for ventilation

to remove gasoline vapor. Diesel engine boats with ventilation fans shall follow the guidelines in this paragraph

also.

583-4.4.8 SAFETY INSTRUCTIONS. Safety instructions posted in all gasoline-powered boats shall include

the following requirements:

a. The bilges should be inspected for the presence of gasoline and gasoline vapor immediately before each start-

ing of the engine.

b. Before starting the engine, the engine cover should be lifted exposing the top of the engine for not less than

four minutes while the bilge exhaust blower is operating, if applicable.

c. The engine cover should not be closed until after the engine is started and operating satisfactorily.

S9086-TX-STM-010

583-4-10

d. All ﬁre extinguishers should be in place and charged.

In performing the foregoing inspection, special attention should be given to boats that have been out of ser-

vice for several days or subjected to overhaul. For additional information, refer to NSTM Chapter 233, Diesel

Engines, for diesel-powered boats.

583-4.4.9 LIQUIFIED GAS. The use of liqueﬁed gas (propane) for any purpose is prohibited.

583-4.4.10 SIGNALING FLARES. All powered boats are to carry a signaling device such as signaling ﬂares.

583-4.4.11 FIRE RESISTANT HOSE. Fire resistant hose is now available for use on Navy boats and craft fuel

and lubrication systems. As existing hose needs to be replaced, ﬁre resistant hose should be utilized as follows:

a. Where hose is used for connections between the engine and fuel service system, within the fuel service sys-

tem and for engine and transmission lubricating oil service, that hose shall be ﬂexible, ﬁre resistant, compat-

ible with all petroleum products, with brass plated steel wire reinforcement, and shall be suitable for operating

pressures up to 400 pounds per square inch. End ﬁttings shall be reusable, ﬂange or swivel, corrosion resis-

tant 316 steel and shall be secured to the hose by threaded wedge action.

b. The above requirements are known to be met by Aeroquip Corporation FC series Hose and Fittings and

Stratoﬂex Corporation 5219 HSP Hose. Additional information regarding hose type identiﬁcation will be

found in the Allowance Parts List (APL) for speciﬁc boats and craft.

S9086-TX-STM-010

583-4-11 / (4-12 Blank)

4-12

@@FIpgtype@@BLANK@@!FIpgtype@@

SECTION 5

EQUIPMENT AND REPAIR PARTS

583-5.1 GENERAL

NAVSEAINST 4790.8 (series) requires implementation of the Maintenance and Material Management (3M)

system, in accordance with OPNAVINST 4790.4 (series), for all NAVSEA boat assets with the following excep-

tions:

“Civilian operated and maintained ships, small boats, and service craft, unless speciﬁcally included as a

requirement in a Base Operating Contract (BOC) or other similar document. Civilian contracts may include 3-M

support if applicable).”

583-5.1.1 BOAT EQUIPMENT AND OUTFIT. The allowance of equipment required to operate and maintain

a given boat is set forth in Allowance Parts List (APL) and Allowance Equipage List (AEL).

Boat APLs and AELs are provided to the ship or other activity’s Conﬁguration Data Manager (CDM) by the

ISEA upon issue of a boat to a custodian for inclusion in the operating command’s COSAL. Activities not hav-

ing access to COSAL may request APLs or AELs electronically via the World Wide Web at: HTTP://www.nav-

icp.navy.mil/apael/index.htm. If assistance is required to identify applicable APLs or AELs for a speciﬁc boat,

contact PEO SHIPS PMS325, or the designated ISEA. Boat APL numbers can be found in CBSS.

583-5.1.1.1 Boat Equipment. Boat Equipment is deﬁned as systems, equipment or components permanently

installed, or intended to permanently accompany the boat. An example of the latter is the ﬂagstaff. These systems

or equipment are referred to as boat equipment, as differentiated from boat equipage or outﬁt. Logistically sig-

niﬁcant boat equipment will be either included on, or listed as an accessory item on the applicable boat APL. In

general, logistically signiﬁcant boat equipment consists of:

a. Propulsion system and components.

b. Electrical system and components.

c. Fendering and collars

d. Electronic systems and components (permanently installed).

e. Dewatering systems and components.

f. Fuel systems and components.

g. Fire extinguishing systems (built-in).

h. Steering system and components.

i. Ventilation systems and components, including ventilation systems for gasoline engine compartment ventila-

tion applications.

j. Security systems and components.

k. Gray and black water systems and their components.

l. Boat Trailers.

583-5.1.1.2 Allowance Parts List (APL). When each boat or group of identical boats under a procurement con-

tract are accepted by the Navy, boat APLs are developed for each boat. The boat APL is characterized by hav-

S9086-TX-STM-010

583-5-1

ing “72” as its ﬁrst two characters. This hull registry number speciﬁc APL is the primary supply support conﬁgu-

ration document for the boat. The boat APL identiﬁes allowances for repair-by-replacement parts and identiﬁes

APLs for accessory items. For example, the engine, marine gear, and outdrive will have individual APL numbers.

APLs are issued by NAVICP and may be incorporated into an activity’s Coordinated Shipboard Allowance List

(COSAL) or Coordinated Shore Based Allowance List (COSBAL).

583-5.1.1.3 Outﬁt Items. Outﬁt items, also known as equipage for boats, are deﬁned as required equipment that

is not permanently installed onboard the boat or craft, and may include required safety-related items. Examples

of this type of equipment include, but are not limited to:

a. Ropes.

b. Boat hooks.

c. Fiberglass or inﬂatable tube repair kits.

d. Starting or other batteries.

e. Anchors, anchor line, and lines.

f. Canopies, canopy bows, covers and cushions (Initial outﬁt only - Local support thereafter).

583-5.1.1.4 Allowance Equipage List (AEL). The AEL identiﬁes, and lists the allowance of equipage required

for safe operation of a given boat. Individual AELs are developed for each boat class, and may be found listed

in the Accessory APL portion of the applicable boat APL. Copies of AELs are available from Naval Inventory

Control Point (NAVICP), Mechanicsburg PA, or at the URL listed in

paragraph 583-5.1.1 above.

583-5.1.2 PROCUREMENT OF OUTFIT AND MAINTENANCE PARTS. Although some maintenance parts

may be provided with a boat upon initial issue, it is the responsibility of the boat custodian to procure equipage

and parts as deﬁned in the activity’s COSAL or COSBAL. Outﬁt and corrective or preventive maintenance parts

are to be requisitioned in accordance with NAVSUP P-485, CURRENT EDITION. Although some equipage may

be provided with a boat upon initial issue, it is the responsibility of the boat custodian to procure and maintain

the equipage identiﬁed on the AEL in accordance with Planned Maintenance System requirements, per

OPNAVINST 4790.4 (series). NSNs can often be obtained by referring to the applicable APL or AEL in the cus-

todial activity’s COSAL or COSBAL. Materials supporting PMS procedures can be found in the Standard PMS

Materials Identiﬁcation Guide (SPMIG).

583-5.1.3 DISPOSITION OF OUTFIT AND MAINTENANCE PARTS. All ships, shore activities, and other

activities shall dispose of maintenance parts in accordance with NAVSUP P-485. Outﬁt items shall accompany

the boat, unless otherwise speciﬁed in the disposition instructions provided by the PMS325 assigned Boat Inven-

tory Manager (BIM).

S9086-TX-STM-010

583-5-2

SECTION 6

PREVENTION OF COLLISIONS AT SEA

583-6.1 COMMAND RESPONSIBILITY

The command operating and owning the asset is responsible to conduct all maintenance in accordance with

OPNAVINST 4790.4 and applicable PMS program policy and guidance.

583-6.2 NAVIGATION RULES (RULES OF THE ROAD)

583-6.2.1 INTERNATIONAL AND INLAND NAVIGATION RULES. Navigation Rules shall be followed as

set forth in U.S. Navy Regulations, Article 1120, Rules for Preventing Collision.

Comments and information should be addressed to Commandant, U.S. Coast Guard, (G-NSR-3).

a. Prevention of collisions is the primary goal of the navigation rules. Navigation lights, day shapes, and sound

signaling devices are a major part of the rules, indicating type and size of vessel, the movement of such ves-

sels, the work a vessel is doing and the privileges and responsibilities of vessels.

b. The adoption of the Inland Navigation Rules Act, 1980 (also referred to as UNIFIED RULES) on the inland

waters, western rivers, and the Great Lakes has eliminated much of the confusion that previously existed

between the International Regulations for Preventing Collisions at Sea, 1972 (COLREGS) and the U.S. Rules.

With the exception of the maneuvering signals and some special rules for the western rivers and the Great

Lakes, the rules are now truly uniform.

c. The COLREGS have been in effect since 1977 and vessels ﬁtted with the lights prescribed by these rules

comply with the Inland Rules.

d. Unless operating exclusively in an area where the Inland Rules apply, vessels must be outﬁtted with naviga-

tion lights required by the COLREGS.

e. Since January 1, 1983, each self-propelled vessel on inland waters 39.4 feet (12 meters) or more in length

must carry onboard and maintain a copy of the INLAND RULES for ready reference.

f. The penalty provisions of the COLREGS and the INLAND RULES allow for a civil penalty.

g. For information on the technical details regarding sound signaling devices and the placement of lights, obtain

a copy of the U.S. Coast Guard booklet, “Navigation Rules, International-Inland (COMDTINST M16672.2A)”

Request stock number 050-012-00-407.2. The COMDTINST are available from the:

Superintendent of Documents

U.S. Government Printing Office

Washington, DC 20402

Or visit website: www.gpoaccess.gov

S9086-TX-STM-010

583-6-1 / (6-2 Blank)

6-2

@@FIpgtype@@BLANK@@!FIpgtype@@

SECTION 7

HOISTING SLINGS AND FITTINGS

583-7. GENERAL REQUIREMENTS

Navy Crane Center letter 11262 Code 09W3 Series 99-153 waives the requirements of NAVFAC P-307for

all Navy Boats and Craft. The basic requirements for design and construction are provided here. The design of

each hoisting system, including boat hoisting structure, hoisting ﬁttings, and hoisting slings shall be approved by

NAVSEA prior to fabrication. Requests for approval shall be submitted through PMS 325.

583-7.1 NAVSEA REQUIRED SAFETY FACTORS

583-7.1.1 BOATS AND CRAFT ASSIGNED TO SHIPS. Because of the dynamic nature of boat hoisting loads

and the potential for large accelerations, it is the policy of the Naval Sea Systems Command (NAVSEA) to

require safety factors as follows for all boats and craft normally assigned as ships’ or boats to be lifted into ship-

board stowages:

a. All parts, including the boat structure, hoisting ﬁttings and hoisting slings are to be designed to a minimum

safety factor of six, based on the ultimate strength of the material.

b. Sling shackles are to be in accordance with Federal Speciﬁcation RR-C-271D, IV A, Class 3, bolt type anchor

shackles. Unthreaded pins are not acceptable and are to be replaced with a threaded pin or bolt, nut, and stain-

less steel cotter pin.

c. Wire rope sling sockets are to be in accordance with Federal Speciﬁcation RR-S-550D, open end sockets.

Unthreaded pins are not acceptable and are to be replaced with a threaded pin or bolt, nut, and stainless steel

cotter pin.

d. Welded parts such as links and rings, if used, must meet requirements above standard industry supplied com-

ponents. The weld ﬁller material for new welded master links, welded master link assemblies, welded rings,

and welded sling links (pear links) shall be in accordance with AWS speciﬁcation 5.5 or 5.28. The welded

area shall be RT inspected in accordance with NAVSEA Technical Publication T9074-AS-GIB-010/271 with

acceptance criteria to MIL-STD-2035 class 3 for welds prior to initial use only. Additional radiographic

inspection is not required as part of periodic recertiﬁcation testing.

583-7.1.2 BOATS AND CRAFT ASSIGNED TO SHORE STATIONS AND NON-SHIP EXPEDITIONARY

COMMANDS. For boats and craft not designed to be routinely hoisted aboard ship, such as Landing Craft, and

those permanently assigned to shore stations, the minimum factor of safety shall be ﬁve. Such hoisting gear is

considered to be logistical only. Logistical lifts shall not be made with personnel onboard. The hoisting condition

for logistical lifts may be further restricted to exclude variable load items other than fuel, such as weapons,

ammunition, miscellaneous mission gear, etc. This category of boats includes extensively reconﬁgured craft

where the specialized nature of the craft, as modiﬁed, precludes its being returned to service requiring shipboard

hoisting (such as LCM’s to diving tenders, work boats, and so forth) as well as other speciﬁcally designed craft.

In addition:

a. All parts, including the boat hoisting structure, hoisting ﬁttings and hoisting slings are to be designed to a

minimum safety factor of ﬁve, based on the ultimate strength of the material.

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583-7-1

b. Sling shackles are to be in accordance with Federal Speciﬁcation RR-C-271D, IV A, Class 3, bolt type anchor

shackles. Unthreaded pins are not acceptable and are to be replaced with a threaded pin or bolt, nut, and stain-

less steel cotter pin.

c. Wire rope sling sockets are to be in accordance with Federal Speciﬁcation RR-S-550D, open end sockets.

Unthreaded pins are not acceptable and are to be replaced with a threaded pin or bolt, nut, and stainless steel

cotter pin.

d. Welded parts such as links and rings, if used, must meet requirements above standard industry supplied com-

ponents. The weld ﬁller material for new welded master links, welded master link assemblies, welded rings,

and welded sling links (pear links) shall be in accordance with AWS speciﬁcation 5.5 or 5.28. The welded

area shall be RT inspected in accordance with NAVSEA Technical Publication T9074-AS-GIB-010/271 with

acceptance criteria to MIL-STD-2035 class 3 for welds prior to initial use only. Additional radiographic

inspection is not required as part of periodic recertiﬁcation testing.

583-7.1.3 HOISTING CONDITION WEIGHTS. The design and testing of all components related to hoisting

are based on the design hoisting weight of the boat. The design hoisting weight generally includes hull, machin-

ery (wet), full fuel, full outﬁt (boat hook, ﬁre extinguishers, etc.), crew, and a growth margin. The design hoist-

ing weight is speciﬁed on the hoisting test data plate generally located near the coxswain’s station. General infor-

mation on design hoisting weights is given in

Table 583-2-1. Only the weight indicated on the hoisting test data

plate shall be used for the baseline weight for determining the overload weight for tests. Should the hoisting test

data label plate be missing or illegible, the applicable Hoisting Arrangement and Details drawing shall be con-

sulted to determine the correct design hoisting weight. If the drawings do not provide the information, contact

the PMS325/NAVSEA 05D designated ISEA.

583-7.1.4 GALVANIZING OF PARTS. Ferrous (i.e., ordinary steel) chain, shackles, sockets, links, rings;

equalizing thimbles attached to wire rope, and chains shall be galvanized.

583-7.2 MANUFACTURE OF HOISTING SLINGS, BAILS, AND FITTINGS

583-7.2.1 TESTING FACILITY. Any repair activity that has the capability of testing slings, bails, hoisting

shackles, rods, pins, chain links, and rings is authorized to manufacture such equipment according to applicable

drawings, EXCEPT for Aramid ﬁber (Kevlar) slings which shall not be obtained from any source other than those

given on the applicable drawing.

Manufacture shall not be accomplished if the equipment is available as a standard stock item. Testing,

inspections, marking, and record keeping shall be accomplished in accordance with the further provisions of this

section.

CAUTION

Aramid ﬁber (Kevlar) rope slings require specialized manufacturing process

controls to maintain safety standards. Slings shall not be obtained from any

source other than those designated on the approved drawings.

S9086-TX-STM-010

583-7-2

583-7.3 INSPECTIONS

583-7.3.1 GENERAL. All slings, bails, and hoisting ﬁttings shall be visually inspected for proper assembly and

condition at least once a month or before each lift and in accordance with PMS requirements. They shall not be

used if signs of deterioration are noted. Sockets and shackles shall be checked to ensure the intended pins are

used. Before conducting any hoisting test, a careful inspection shall be made of all hoisting ﬁttings, slings, or

bails to determine whether the parts are in proper condition. After any load test, inspect all components for signs

of permanent deformation, cracking of any of the components or supporting boat structure, elongated holes, or

bent shackle or socket pins.

583-7.3.2 WIRE ROPE SLINGS. Wire rope slings shall be inspected for broken or damaged strands, crimps,

kinks, cuts, and corrosion. Inspection and removal shall be in accordance with NSTM Chapter 613.

583-7.3.3 WEBBING SLINGS. Webbing slings shall be inspected for abrasion, tears, cuts, snags, punctures

and fraying of the webbing and stitching. Slings exhibiting any of the following shall be removed from service:

a. Acid or caustic burns.

b. Melting or charring of any part of the sling.

c. Snags, punctures, tears, or cuts.

d. Broken or worn stitches.

e. Distortion of ﬁttings.

f. Wear or elongation exceeding amount recommended by manufacturer.

g. Other apparent defects that cause doubt as to the strength of the sling.

h. Loading of the sling beyond its rated capacity.

i. Exposure of Red Guard warning yarn.

j. Paint present on any part of webbing.

Since new webbing exhibits different stretch characteristics from older webbing, the entire sling should be

disposed of in lieu of replacing only the bad sling legs. Tying knots in webbing slings will dramatically reduce

the strength of the webbing and is not allowed. Paint will also reduce the strength of the webbing and should not

be used for stenciling.

583-7.3.4 ARAMID FIBER (KEVLAR) SLINGS. Slings should be inspected for cuts, abrasions, snagging and

badly worn areas in the outer jacket. Extensive damage to outer jacket could indicate damage to inner load bear-

ing core. Slings exhibiting any of the following shall be removed from service:

a. Core has been cut or damaged.

b. Slings have been exposed to excessive heat (greater than 150 degrees Fahrenheit).

c. Slings have been loaded beyond their rated capacity.

d. Distortion of ﬁttings.

e. Other apparent defects that cause doubt as to the strength of the sling.

f. Abrasions or cuts on the jacket, which prevent the jacket from providing sufficient protection for the core.

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583-7-3

Since new Aramid Fiber (Kevlar) rope exhibits different stretch characteristics from older Aramid Fiber

(Kevlar) rope, the entire sling should be disposed of in lieu of replacing only the bad sling legs. Tying knots in

the slings will dramatically reduce the strength of the sling and is not allowed.

583-7.3.5 LIFTING FRAMES, INSPECTION. Lifting frames shall be inspected for cracks, deformation, cor-

rosion, crimping, and loose fasteners. Frames that contain cracks, deformation, corrosion, or crimping shall be

taken out of service. Loose fasteners and similar discrepancies shall be corrected before the bail is placed into

service.

583-7.4 TESTING

583-7.4.1 HOISTING SLINGS LOAD TESTS. Job orders or contracts for manufacture of boat slings shall

require that the sling and associated hardware not permanently attached to the boat be tested as indicated under

the heading of Test Procedures on the respective Hoisting Arrangement and Details drawings. The number for

this drawing can usually be found on the hoisting label plate located near the coxswain’s station or in the Boat

Information Book. Test loads are intended to be 100 percent in excess of the design-working load of the part.

Sling tests shall be performed in load testing equipment designed for that purpose. One hundred percent overload

tests are never performed in the boat. Unless speciﬁcations call for testing slings in the same conﬁguration as

used, one or more legs may be tested at a time using the straight line pull method at 100 percent overload based

on the design load for each leg. In general, all slings used in shipboard boat hoisting applications must be tested

and recertiﬁed every 18 months. Hoisting slings shipped with new boats shall be marked prior to use, and recer-

tiﬁed at 18 month intervals from being placed in service. Hoisting slings for boats assigned to non-ship expedi-

tionary commands or shore stations shall be subjected to a 100 percent overload test and recertiﬁcation every 24

months. Refer to the applicable Maintenance Index Page (MIP) for the exact recertiﬁcation periodicities for your

boat.

583-7.4.1.1 Wire Rope Sling Load Test Periodicity. All wire rope slings used in shipboard boat hoisting appli-

cation require testing and recertiﬁcation every 18 months. Wire rope slings shipped with new boats shall be

marked prior to use, and recertiﬁed at 18 month intervals from being placed in service. Wire rope slings for boats

assigned to non-ship expeditionary commands or shore stations shall be subjected to a 100 percent overload test

and recertiﬁcation every 24 months. Refer to the applicable MIP for the exact recertiﬁcation periodicities for your

boat slings. Wire rope slings shall be maintained in accordance with Planned Maintenance System (PMS)

requirements.

583-7.4.1.2 Webbing Sling Load Test and Replacement Periodicity. All webbing slings used in shipboard boat

hoisting application require testing and recertiﬁcation every 18 months. Webbing slings shipped with new boats

shall be marked prior to use, and recertiﬁed at 18 month intervals from being placed in service. Webbing slings

for boats assigned to non-ship expeditionary commands or shore stations shall be subjected to a 100 percent

overload test and recertiﬁcation every 24 months. Refer to the applicable MIP for the exact recertiﬁcation peri-

odicities for your boat slings. Webbing slings shall be maintained in accordance with PMS requirements. Web-

bing slings must be stored in a clean 5 gallon plastic container with a sealable top, such as a 5-gallon bucket

when not in use.

583-7.4.1.3 Aramid Fiber (Kevlar) Sling Load Test and Replacement Periodicity. All Aramid ﬁber slings used

in shipboard boat hoisting application require testing and recertiﬁcation every 18 months. Aramid ﬁber slings

shipped with new boats shall be marked prior to use, and recertiﬁed at 18 month intervals from being placed in

service. Aramid ﬁber slings for boats assigned to non-ship expeditionary commands or shore stations shall be

subjected to a 100 percent overload test and recertiﬁcation every 24 months. Refer to the applicable MIP for the

S9086-TX-STM-010

583-7-4

exact recertiﬁcation periodicities for your boat slings. Aramid ﬁber slings shall be maintained in accordance with

PMS requirements. Aramid ﬁber slings must be stored in a clean 5 gallon plastic container with a sealable top,

such as a 5-gallon bucket when not in use.

583-7.4.1.4 Retesting of New Slings. The time interval after which the ﬁrst periodic testing is required for new

slings received from stock or shipped with new boats is taken from the date the slings were placed in service as

indicated on the in-service tag. If no in-service tag is present, the retesting period is taken from the date on the

certiﬁcation test markings. If no test markings are present, the sling certiﬁcation shall be assumed out of date and

the slings shall be retested.

583-7.4.2 LIFTING FRAME LOAD TESTS. Rigid bails and or lifting frames are similar to other permanently

installed hoisting ﬁttings in that they are less prone to wear and damage than wire rope, webbing or Aramid Fiber

(e.g. Kevlar) slings. Lifting frames shall be load-tested upon completion of a new boat or after any repairs to the

bail. The rigid bail and or lifting frames shall be tested by weighting the boat 50 percent in excess of its normal

design hoisting weight and lifting it, using the bail, just clear of the water or shop ﬂoor for 10 minutes. When

conducting the 50 percent overload test, it is absolutely necessary that the correct weight be used. The design

hoisting weight is speciﬁed on the hoisting test data plate. Only the weight indicated on the hoisting data plate

shall be used for the baseline weight for the 50 percent overload test. The added weight shall be distributed, one

half forward and one half aft, as near the hoisting ﬁttings as possible, care being taken not to place any signiﬁ-

cant added weight amidships.

583-7.4.3 HOISTING FITTING LOAD TESTS. Hoisting ﬁttings permanently attached to the boat shall be

load-tested upon completion of a new boat or after extensive repairs have been made to a boat in service. The

ﬁttings do not require periodic testing. The boat’s lifting slings or lifting frame shall be inspected before conduct-

ing this test to ensure their adequacy for the test load and to verify that they have been load tested within the

required certiﬁcation period. The boat’s hoisting ﬁttings shall be tested by weighting the boat 50 percent in excess

of its normal design hoisting weight and lifting it by its hoisting slings or bail just clear of the water or shop

ﬂoor for 10 minutes. For boats that have ﬁttings for both sling lifting and davit lifting, the overload test shall be

conducted for both conﬁgurations. When conducting the 50 percent overload test, it is absolutely necessary that

the correct weight be used. The design hoisting weight indicated on the hoisting data plate shall be used for the

baseline weight for the 50 percent overload test. The added weight shall be distributed, one half forward and one

half aft, as near the hoisting ﬁttings as possible, care being taken not to place any signiﬁcant added weight amid-

ship.

583-7.4.4 FIT TESTS. Before ﬁnally accepting newly issued, repaired, or altered hoisting slings or bails, ships

shall test them for ﬁt by hoisting the boat using the method that normally will be used in service. The boat shall

be lifted by its slings and suspended for at least 10 minutes, just clear of the water, deck, or stowage, to mini-

mize damage in case of failure.

583-7.5 MARKING

583-7.5.1 GENERAL. Slings are not designed to be interchangeable between different boat types and/or a

variant of the boat. Due to differences in the details of the design, slings for a given boat are not always suitable

for use on all other boats of the same type. For these reasons, identiﬁcation markings must be placed on all slings.

Slings shall not be issued without test markings attached. If unmarked slings are found in stock or if slings or

bails have been repaired, they shall be retested and marked. Naval shipyards receiving boats with hoisting slings

that are uncertiﬁed may use these slings before recertiﬁcation testing to hoist the boat within the shipyard if the

following steps are adhered to:

S9086-TX-STM-010

583-7-5

a. The sling is veriﬁed as having previously been tested to the correct load from the test bands installed on the

sling.

b. The wire rope or webbing and ﬁttings are visually inspected for damage, wear, corrosion, or other defects.

c. If the above inspections determine that the sling is satisfactory, the boat should be secured to the sling and

hoisted just clear of all other support and held for a minimum period of 10 minutes by the sling. The sling is

then reinspected for evidence of failure or permanent deformation.

NOTE

Aramid Fiber (Kevlar) slings shall be marked in accordance with the MIP.

583-7.5.2 WIRE ROPE SLINGS. When slings are manufactured and after the load test has been satisfactorily

completed, a copper or stainless steel band shall be ﬁtted to each sling leg, identifying the leg (for example, aft-

port), indicating the test has been made and giving the name of the certifying activity, the contract number (if

applicable), the registry number of the boat for which manufactured (for example, 26MW9001), the government

inspecting office (if applicable), and the date of the test. If the sling is being returned to service after periodic

testing, the bands shall be marked with the test date and name of the testing activity. If, for any reason, slings are

assigned to another boat of like design (type and mark), the boat number on the band shall be changed accord-

ingly.

583-7.5.3 WEBBING AND ARAMID FIBER. When slings are manufactured and after the load test has been

satisfactorily completed, an etched leather tag shall be sewn to each sling leg, identifying the leg (for example,

aft-port), indicating the test has been made and giving the name of the certifying activity, the contract number (if

applicable), the registry number of the boat for which manufactured (for example, 24RB9101), the government

inspecting office (if applicable), and the date of the test. If the sling is being returned to service after periodic

testing, the tags shall be marked with the test date and name of the testing activity. If, for any reason, slings are

assigned to another boat of like design (type and mark), the boat number on the tag shall be changed accordingly.

583-7.5.4 LIFTING FITTINGS. New boats shall be delivered with a hoisting test data label plate which iden-

tiﬁes the design hoisting weight of the boat, the weight of the boat for the 50 percent overload test. Repair activi-

ties shall update the hoisting test data label plate by stamping or engraving the data and activity certifying sub-

sequent overload tests of the boat’s lifting ﬁttings. If there is no hoisting test data label plate, a new label plate

may be fabricated in accordance with the applicable Hoisting Arrangement and Details drawing and installed in

the vicinity of the coxswain’s station. This includes the lifting frame.

583-7.5.5 IN-SERVICE TAGS. Slings shipped with new boats or received from stock should be marked by the

receiving activity to indicate the date the slings are actually put into service. This is done to avoid unnecessary

retesting when new slings, which were load tested during manufacture, have been kept in storage before issue.

The date placed in service should be engraved or punched on the in-service tag provided with the sling. If no tag

is provided, an in-service tag may be fabricated by the receiving activity and attached to the lifting ring in a

manner that does not interfere with any of the working surfaces of the sling. The in-service tag should indicate

the date placed in service and the activity placing the sling in service. The original load test tag shall not be

removed. The in-service date is the date the sling is placed on a boat aboard ship or begins use by a shore facil-

ity. For new ship construction, service begins when the slings are ﬁrst used for handling the boat after delivery

to the shipbuilder.

S9086-TX-STM-010

583-7-6

583-7.6 RECORDS OF INSPECTION AND TESTS

583-7.6.1 CRAFT LOG. Boat operators or the ship’s force concerned shall maintain a record of inspections and

test of hoisting ﬁttings, lifting frames, shackles, rings, and slings. Records shall show the date, and shall describe

the condition of the parts inspected and tested. These records shall be kept as a part of the normal craft log.

583-7.6.2 REPAIR ACTIVITIES’ RECORD OF INSPECTIONS AND TESTS. Repair activities shall keep a

record of inspections and tests of hoisting ﬁttings, rigid bails, shackles, rings, and slings. Records shall show the

date and boat registry number, and shall describe the condition of the parts inspected and tested. Results of these

inspections and tests shall be entered in the material history of the boat by the ship or other cognizant activity

concerned.

583-7.7 SIDE GUYS

583-7.7.1 GENERAL. Side guys (steadying lines for slings) are required on certain boats where the hoisting

ﬁttings are below the center of gravity. Their purpose is to prevent the boat from rolling to one side while being

hoisted. Wire rope shall not be used. These guys are not intended to take any part of the weight of the boat in

lifting; therefore, no separate load test is required. However, side guys shall be properly installed prior to con-

ducting overload tests on the boat’s hoisting ﬁttings.

583-7.7.2 RIGGING FIBER LINE SIDE GUYS. The following procedure should be used in rigging side guys:

a. Secure a ﬁber guy to each padeye or cleat intended for its use.

b. While the boat is onboard ship, take a strain on the slings, adjust length of side guys so that they will not take

the hoisting strain.

c. Secure side guy with a rolling hitch backed up by a half hitch and marry the bitter end of each side guy to

the standing part with a length of marline.

S9086-TX-STM-010

583-7-7 / (7-8 Blank)

7-8

@@FIpgtype@@BLANK@@!FIpgtype@@

SECTION 8

MAINTENANCE

583-8.1 INTRODUCTION

Proper maintenance is the responsibility of the boat custodian.

583-8.1.1 PLANNED MAINTENANCE SYSTEM. Preventive maintenance for all boats shall be in accordance

with the requirements of OPNAVINST 4790.4 (series). Planned Maintenance System (PMS) preventive mainte-

nance shall be conducted in accordance with the applicable Maintenance Index Page (MIP) and Maintenance

Requirement Cards (MRCs).

583-8.1.1.1 Maintenance Support Documentation. Technical manuals from the manufacturer and the U.S. Navy

should be used to support the performance of all maintenance. In the event of conﬂicting procedures, PMS MRC

instructions take precedence.

583-8.1.1.2 Camouﬂage Paint Requirements. Boats carried on the exterior of the ship must be painted in

accordance with NAVSEA Technical Manual (TM) S6360-AG-MAN-010, Camouﬂage Manual for Surface Ship

Concealment, section 2.3.2.9. Currently boat bottoms are painted black and the recommended concealment color

is ocean gray. Hardware and glossy boat surfaces will be painted in accordance with section 2.3.2.2 of TM

S6360-AG-MAN-010. Hardware or equipment that cannot be painted will be covered by gray canvas while

underway. The new painting standards for surface ships and their small boats will be provided in MIL-PRF-24267

“Paint System, Anticorrosive and Antifouling Ship Hulls” and in revisions of NSTM Chapter 631.

NOTE

Insist on good housekeeping at all times.

583-8.2 ALUMINUM BOATS

583-8.2.1 GENERAL. Special requirements for maintaining aluminum boats are described in the following

paragraphs:

583-8.2.1.1 General Characteristics. Aluminum is a lightweight material. It is for this reason that it is used for

boats and craft. It is strong, weldable, and has excellent general corrosion resistance when proper marine alloys

are employed. In the past, most interior spaces of naval boats were left unpainted in aluminum construction.

There are some precautions in the handling of aluminum, however, that shall be observed if the full corrosion

resistance capability of aluminum is to be achieved. As with many materials, although mild acidic solutions cause

slight damage, it is necessary to avoid caustic solutions of any sort, such as sodium hydroxide, sodium carbon-

ate, or sodium phosphate as they cause severe etching of the aluminum, possibly resulting in perforation.

S9086-TX-STM-010

583-8-1

CAUTION

Stringent precautions shall be taken in the case of mercury. The presence of

mercury, even in small amounts, causes severe corrosive attack and under

no circumstances are the two metals to be permitted to come in contact with

each other.

By observing these precautions, routine maintenance can be kept to a minimum.

583-8.2.2 GALVANIC CORROSION. Galvanic corrosion caused by dissimilar metal contact with aluminum is

a problem that can occur. In marine applications, aluminum and its alloys are frequently the anodic metal and

could corrode in preference to most other common contacting metals except zinc and magnesium. For galvanic

corrosion to occur, the following conditions must be satisﬁed:

a. A cell is present, consisting of at least two metals having different solution potentials and in electrical contact

with each other (no matter how indirect).

b. A conductive medium (electrolyte) is present between the metals.

583-8.2.2.1 Galvanic Corrosion Locations. Galvanic corrosion normally occurs with different metals, while

crevice corrosion (another form of galvanic action produced by ion concentration) can take place with improper

joint design involving different members of the same alloy. In addition, the metallic compounds in a copper bear-

ing or mercury bearing antifouling paint applied to an aluminum hull can result in a galvanic type of attack.

Antifouling paints currently speciﬁed for aluminum boats do not contain copper or mercury. It is important to

recognize that the amount of corrosion resulting from galvanic action is not a criterion of the metal’s inherent

resistance to corrosion. The extent of galvanic corrosion will vary greatly with the type of dissimilar metals

involved and the nature of the corrosive environment. For example, the rate of galvanic corrosion in atmospheric

exposures is far less than that under immersed conditions because of the substantial absence of an electrolyte or

its low conductance when present. In immersed conditions, particularly in seawater, a strong electrolyte is present

continuously and serious galvanic corrosion can result. For this reason, the use of dissimilar metals below the

exterior and interior water line shall be avoided. Three applications account for most galvanic corrosion situa-

tions:

a. Connections of aluminum deck house bulkheads to a steel boundary bar.

b. Attachment of steel or brass ﬁttings to an aluminum structure.

c. Dissimilar metal components such as rudders and propellers on an aluminum hull.

583-8.2.3 CLEANLINESS. Cleanliness is always important. Dirty, wet bilges or accumulations of dirt and

water anywhere, are to be avoided. A freshwater rinse on a regular basis is generally sufficient. Adherent soil and

greasy deposits can be removed using cleaners conforming to MIL-C-22230. Painted areas retain a good appear-

ance for a long period. Regular wash down is all that is needed to maintain appearance.

583-8.2.4 FORMING ANNEALED ALLOYS. Forming 5086 and 5456 alloys at temperatures in the range of

150 to 400°F may lower resistance to corrosion and stress corrosion cracking, particularly if the stock is being

held at these temperatures for prolonged periods. If the starting stock is in the annealed temper, forming at tem-

peratures in excess of 400°F or reannealing after forming at lower temperatures is recommended. The primary

advantage to hot forming annealed stock is to reduce the rate of strain hardening.

S9086-TX-STM-010

583-8-2

583-8.2.5 FORMING STRAIN HARDENED ALLOYS. Forming the foregoing alloys in strain hardened tem-

pers pre¬sents a little different problem, since the effects of temperature on mechanical properties, as well as

corrosion characteristics, shall be considered. A satisfactory compromise is to form in the temperature range of

400 to 450°F. Heating stock to 450°F for 30 minutes results in approximately 5 percent reduction in the tensile

and yield strength. Hot forming is beneﬁcial in processing the alloys in question in the strain-hardened tempers.

583-8.2.6 REFORMING DAMAGED PARTS. Formed parts of a boat that have been damaged shall not be

reformed using heat. When possible, it is suggested that the damaged part be replaced by new material formed

for the job. Distorted plates whether caused by damage or the heat of welding, shall not be straightened by ﬂame

quenching (torch heating followed by spray cooling). The method does not work well and can result in overheat-

ing or melting as described previously. If the distortion does nothing more than detract from appearance, it should

be left alone. Distortion in shapes should be straightened cold, using jacks as necessary. Distortion in plate pan-

els may be relieved either cold or by making a saw cut in the center of the panel and rewelding it. The normal

shrinkage associated with aluminum welding will tend to remove the distortion.

583-8.2.7 PAINTING. Aluminum marine alloys under proper care are resistant to salt-water corrosion. In some

cases commercial aluminum hull boats have been in saltwater service for several years with the hull left

unpainted but with proper cathodic protection. Corrosion, from any source, will attack at the point of least resis-

tance. It is important therefore, that proper maintenance be given to painted systems. It should also be noted that

properly applied paint ﬁlms have excellent adhesion to aluminum and that problems of spalling, cracking, rust

streaks, and chipping, prevalent in steel and wood construction, are greatly minimized with aluminum. Additional

information can be found in NSTM Chapter 631, Volume 1 - S9086-VD-STM-010, Volume 2 -S9086-VD-STM-

020, and Volume 3 - S9086-VD-STM-030.

583-8.2.7.1 Underwater Hull on Boats That Require an Antifouling Coating System. The underwater hull

should only be coated with an approved non-copper bearing antifouling system as directed by NAVSEA. Direct

application of copper antifouling will severely damage the aluminum hull plating. Antifouling materials used in

aluminum underwater hull coating systems are toxic. Personnel engaged in the application of antifouling coat-

ings are cautioned to follow all safety procedures speciﬁed for the application of this material by the paint manu-

facturer and appropriate Maintenance Requirement Cards (MRC). Additional information can be found in NSTM

Chapter 631.

583-8.2.8 CATHODIC PROTECTION. Most metal boats are equipped with sacriﬁcial anodes to offset adverse

effects of dissimilar metal connections, stray electrical currents, improper grounding, and other sources of elec-

trolytic corrosion. These anodes provide a continuous ﬂow of protective current to corrosion susceptible areas but

are sacriﬁced in doing so. In addition to external hull anode protection, some installations contain anodes that are

provided for protection in bilge areas, ballast tanks, sea chests, and overboard discharges.

583-8.2.8.1 Anodes. Certiﬁed pure zinc anodes are installed on boats to provide cathodic protection. Aluminum

and magnesium anodes may be used on some applications such as outdrives or outboard engines, but are not

authorized for use on U.S. Navy boat hulls. Anodes shall be replaced in accordance with PMS instructions. If

sufficient anode material, as deﬁned by applicable PMS inspections procedures remains to provide protection until

the Planned Maintenance anode inspection and/or replacement, or the next scheduled overhaul, the anode should

be retained but the active surface should be power brushed to remove any calcareous buildup and improve the

anode output. All coatings or plastic wrappings on anodes shall be removed.

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583-8.2.8.2 Depleted Anodes. All depleted anodes shall be replaced with certiﬁed 100 percent pure zinc anodes

only. Magnesium anodes are highly active chemically with a large electrical potential difference. Alkaline condi-

tions can be generated which will attack aluminum hull welds and plating. Aluminum anodes frequently become

inoperative after installation.

CAUTION

Magnesium and aluminum anodes shall not be used on aluminum hulls.

583-8.2.8.3 Installation. The following instructions provide the necessary supplementation to Naval Sea Sys-

tems Command Drawing 805-921865 for installation of zinc anodes on aluminum hull boats.

CAUTION

Anode faces shall not be coated or covered in any manner except for mask-

ing while painting adjacent surface.

a. All anodes shall be installed directly on the hull, over the hull coating, and attached with aluminum studs

welded to the hull and CRES locknuts. To eliminate binding between the nuts and studs, use an acceptable

antiseize compound (a compound consisting of equal parts by weight of petrolatum and zinc dust of 200 mesh

ﬁneness may be used).

b. Where thickness of the hull is not considered adequate to support the attaching studs and anodes, a double

plate should be coated with the same paint system as the hull and installed before attaching the anodes.

c. ZTS anodes can be modiﬁed for stud attachment by drilling a 3/8-inch hole centered 1/2 inch from each core

end.

1. An 11-inch center-to-center stud location is necessary.

2. Aluminum studs, 1/4-inch minimum diameter should be used.

d. Distribute anodes about the hull similar to steel hull ships (see NSTM Chapter 631), one-third in the stern

area, and the remaining anodes equally divided port and starboard approximately amidships.

1. ZHS and ZHC anodes shall be bolted with the long axis fore and aft.

2. ZTS type anodes shall be bolted with the long axis fore and aft.

e. Anodes shall not be installed in locations interfering with the operation of struts, propellers, propeller shafts,

or rudders. Installation in paths of high velocity waterﬂow should be avoided whenever possible.

1. Anodes shall be installed in the vicinity of dissimilar metal junctions.

2. Anodes shall be installed in locations always submerged (light ship condition) while the ship is not mov-

ing.

f. On aluminum high-speed boats in which the bow rises from the water, anodes shall be installed in areas that

rise out of the main ﬂow. Anodes shall be installed so that they are submerged when the boat is moored.

g. Internal bilge anodes shall be installed in locations where the anode is submerged whenever water is present,

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583-8-4

generally near the bilge pump input. A zinc anode shall be installed in each area where water is held or

trapped. All stringers shall be provided drain holes (large enough to avoid clogging) that drain into the imme-

diate keel area.

583-8.2.9 SEACOCKS. Seacocks are usually bronze or aluminum. If bronze, they will be ﬁtted to the hull with

some type of insulation such as neoprene gaskets and PVC ferrules and should be checked periodically for their

integrity. If an insulation pad is used, it should be checked for signs of crazing or cracking. Some systems may

incorporate a waster piece or an anode as part of the seacock installation. It should be routinely checked and

replaced when necessary.

583-8.2.9.1 Lubricating Aluminum Fittings. Aluminum body valves should be checked periodically for signs

of freezing. Some assemblies use aluminum-to-aluminum moving parts which can gall. Where possible, moving

aluminum parts should be lubricated or replaced with a compatible metal. Some aluminum ﬁttings and valves

may require periodic breakdown for inspection, replacement of anodic waster pieces, rerouting systems, and so

forth. It is important that all aluminum ﬁttings be reassembled with an approved thread lubricant. A mixture of

50 percent zinc dust in 50 percent mica ﬂour in silicone grease or molybdenum disulﬁde is a suitable vehicle

which will perform an antiseize function. The viscosity of the compound is such that it remains within the joint

and forms a tight seal. It should also be non-hardening to facilitate disassembly. The product should be free of

lead, tin, or graphite.

583-8.2.9.2 Pipe Hangers. Aluminum piping systems are normally supported by aluminum hangers and brack-

ets and should pose no particular problem. If installed in areas such as ballast tanks, bilges, void spaces, and other

areas of high humidity or contaminant concentrations, the hangers should be checked periodically for signs of

crevice corrosion of the pipe under the hanger clamp. Some systems may be installed with a layer of rubber or

ﬁberglass tape surrounding the pipe before being fastened to the hanger. Such installations minimize vibration

with a subsequent reduction in sound levels. These should be checked for corrosion.

583-8.2.9.3 Propeller Shafting. Propeller shafts are generally stainless steel or monel. If replacement is neces-

sary, they should be replaced with equal type material. When pulled, the area within the shaft log and stuffing

box should be inspected.

583-8.2.9.4 Shaft Buildup. In cases where a shaft has excessive scoring in way of the shaft strut bearings and

shaft log seals, the deteriorated or worn area can be refurbished by a thermal spray process. After the worn areas

have been machined to sound metal, the spray process applied according to MIL-STD-1687 (Thermal Spray Pro-

cesses for Naval Ship Machinery and Ordnance Applications) can be used to build up the shaft to the required

diameter. The buildup process does not replace the strength of the removed metal; therefore, the shaft shall not

be machined below minimum diameter requirements.

583-8.2.10 MOORING AND TOWING DECK FITTINGS. Most aluminum naval craft have aluminum moor-

ing and towing ﬁttings. These are welded directly to an aluminum doubler pad or insert plate. Fittings and weld

areas should be inspected periodically for beginning signs of cracking or other failures due to overload condi-

tions.

583-8.2.10.1 Dissimilar Metal Fittings. If dissimilar metal ﬁttings are used, they will be bolted through the

deck. The bolting arrangement should consist of insulated bolts and insulation of the ﬁtting base from the deck.

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583-8-5

If such a system has been installed, care should be taken to maintain the sealing bead around the outside of the

ﬁtting. A polysulﬁde product can be formed into a ﬁllet around the outside to prevent seawater from seeping

beneath the ﬁtting.

583-8.2.10.2 Deck Equipment Reinstallation. If it is necessary to remove a piece of deck equipment, care

should be taken to reinstall it with proper insulation. If gasketing material is used between the faying ﬂanges, it

should be replaced with a similar kind. Under no circumstances should red lead, canvas, or any other wicking

type material be used as an insulation gasket. Synthetic rubber is acceptable; the material selected, however,

should not be subject to cold ﬂow, cracking, or creeping. A new gasket should be used whenever possible.

583-8.2.11 ADDITIONAL REQUIREMENTS. Additional requirements for maintenance of aluminum boats

are contained in the following paragraphs:

CAUTION

The nature of aluminum hull boats merits special attention for mooring

location, particularly next to steel ships, buoys, and piers. Under these con-

ditions, it is essential that non-conducting mooring lines be used, as well as

insulating camel sections, to prevent electrical contact of the aluminum hull

with a steel structure, since this could result in galvanic corrosion of the alu-

minum hull.

583-8.2.11.1 Mooring. Since aluminum is more electrochemically active than other materials of construction

used in marine hulls, it is necessary to avoid direct metal coupling of aluminum hulls to steel hulls, buoys, and

docks. For example, when tying aluminum craft to a common buoy to which steel hulled craft are tied, lines or

hawsers should be made of a non-conducting material such as nylon or manila hemp. In the event a metallic chain

or cable is used, it is essential that there be an insulation line or break in the chain or cable. This can be effected

by an insert of a nonmetallic non-conducting segment.

583-8.2.11.2 Shore Power. Shore power should be taken aboard the craft either through a Galvanic Isolator or

a 1:1 Isolation Transformer via the craft’s shore power receptacle. The system utilizes the Galvanic Isolator or

Isolation Transformer to conductively separate the shore feeder conductors from the electrical load circuits on the

boat. The shore-grounding conductor is used to ground the noncurrent carrying parts of the isolation transformer

but is conductively separate from the boat ground. The Isolation Transformer or Galvanic Isolator effectively

separates the aluminum hull from all other hulls on a common grounding circuit.

583-8.2.11.3 Gangways and Welding Machines. Gangways with metal runners can be a connecting path. They

should be electrically insulated from the hull during docking. The electrolysis corrosion caused by welding and

associated operations resulting from improper grounding, can be overcome by proper design in grounding of the

welding machines and accessory equipment. These grounds should be as outlined in NSTM Chapter 074, Volume

1, Welding and Allied Processes.

583-8.2.11.4 Isolating Welding Sets. All DC cable for welding motor generator sets including resistors should

be installed on the craft where the welding is to be done. A welding generator on one craft, grounded to that craft,

shall not be used to perform welding on another craft. If it is not possible to install the welding machine onboard,

it should be installed on shore in a location as close as possible to the craft. The generator shall be grounded

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583-8-6

directly to the craft in which the welding is being done. Care should be taken to ensure that no intermediate con-

tact of the lead and ground cables is made between the generator and the craft. No ground connections shall be

made between the craft and the shore or adjacent craft, for welding. Care should be taken to avoid cables hang-

ing or sagging between the craft and shore.

583-8.2.11.5 Battery Chargers. Battery chargers shall be located aboard the boat being serviced during the

charging operation, or the batteries should be removed and charged on shore.

583-8.2.11.6 Bilge Flush. Bilges and voids should be inspected periodically for signs of corrosion. Periodic

fresh water rinsing and cleaning of bilges will minimize heavy concentration of undesirable contaminants. In the

absence of freshwater rinsing, clean saltwater rinses are acceptable. The bilges should be pumped dry after rins-

ing and kept as dry as possible thereafter.

583-8.2.11.7 Drydocking. Inspection of aluminum boats for corrosion is usually conﬁned to the interior struc-

ture, particularly the bilge area, and the underwater outside surface of the hull.

583-8.2.11.7.1 Bilge Area. The bilge areas, unless properly protected and maintained by good housekeeping

techniques, may be subject to pitting type corrosion where bilge water and sediment remain in long time contact

with the aluminum. In the event corrosion does occur, it will probably be found in the area where the bilge water

is retained for the longest time.

583-8.2.11.7.2 Bilge Zinc Anodes. The condition of galvanic anodes used to suppress bilge area corrosion

should be checked to assure continued protection by the anodes. Anodes that have been consumed should be

replaced with new material, and those not consumed should be cleaned by stainless steel wire brushing at peri-

odic intervals

583-8.2.11.7.3 Exterior Hull Surface. The exterior surfaces of the hull should be examined to assess the

con¬dition of the antifouling paint systems and to look for localized corrosion resulting from galvanic attack

between aluminum and non-aluminum components such as those found in the through hull ﬁttings, the bearing

housing, and struts for the shaft and propellers. Also check for pitting corrosion on the transom in the vicinity of

the exhaust. Examine all structural welds; especially in the aft bottom area; to conﬁrm there has been no crack-

ing within the welds or in the plate adjacent to the welds as the result of vibration or fatigue

583-8.3 STEEL BOATS

583-8.3.1 PAINTING, SAND-BLASTING, AND SCRAPING. Painting and scraping of steel boats shall be

done according to NSTM Chapter 631. Critical coating requirements speciﬁed by NSTM Chapter 631 are not

applicable to craft covered by Chapter 583, Volume 1 unless otherwise requested by the craft custodian.

583-8.3.2 CATHODIC PROTECTION. Cathodic protection of steel boats shall be done according to

paragraph

583-8.5

583-8.3.3 STRAY CURRENT PROTECTION. Welding equipment hook up and grounding connections shall

be done according to NSTM Chapter 074, Volume 1.

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583-8.4 GLASS REINFORCED PLASTIC BOATS

583-8.4.1 GLASS REINFORCED PLASTIC BOAT HULLS. Glass Reinforced Plastic (GRP) (also referred to

as ﬁberglass) boat hulls generally require little maintenance other than cosmetic painting, except in cases of

severe damage. Maintenance of cathodic protection, if installed, is done in accordance with PMS procedures.

583-8.4.2 GLASS REINFORCED PLASTIC BOAT CONSTRUCTION. The following is a brief description of

procedures followed in fabricating GRP boats. The majority of the hulls are fabricated in female molds, the inte-

riors of which are sprayed with a gel coat resin before lay-up of the hull commences. This results in a smooth

outer hull surface. To this gel coat, layers of glass reinforcement, coarsely woven cloth (woven roving) or other

forms, are laid in the mold and impregnated with resin.

583-8.4.3 GLASS REINFORCED PLASTIC BOAT CONSTRUCTION TYPES. There are two basic types of

construction used in fabricating glass reinforced plastic (GRP) Navy boats: single skin and sandwich. Boats with

single skin construction are generally laid up with one ply of mat adjacent to the gel coat and varying numbers

of plies of reinforcement to attain required design hull thickness. Sandwich construction is generally achieved by

the use of mat and glass reinforcement skins sufficiently strong and ﬁrmly bonded to a thicker, lightweight foam.

This type of construction increases the strength and rigidity of the ﬂat panel without the use of a solid laminate.

The bond strength between the GRP skins and core is extremely important to the panel performance.

583-8.4.4 PAINT REMOVAL. Old paint coats on plastic boats shall not be removed by applying heat.

Mechanical means of paint removal must be used carefully to avoid removing the gel coat. Details on painting

are contained in applicable Boat Information Books (BIB’s) and NSTM Chapter 631. Additional guidance on

inspection and maintenance of plastic boats is contained in NAVSEA 0900-LP-006-0010, Reinforced Plastics

Preventive Maintenance and Repair Manual, for guidance.

583-8.4.5 PREVENTIVE MAINTENANCE. Preventive maintenance for all boats is imperative, particularly

for GRP boats, since extensive deterioration can develop if delaminations, punctures, and cracks go uncorrected.

For this reason the following guidance applies to GRP boats. Refer to NAVSEA 0900-LP-006-0010, Reinforced

Plastics Preventive Maintenance and Repair Manual, for guidance on repairs.

583-8.4.5.1 Inspection. GRP hulls are normally smooth and fair. Abnormal indentations, bulges, cracks, or

craze marks should be closely examined on both the exterior and interior of the hull, whenever possible, in

accordance with PMS procedures.

555-8.4.4.2 Loose Fastenings. Fastenings penetrating the GRP structure should be regularly checked for tight-

ness. Loose bolts will result in elongated holes, sheared-off fastener heads, and localized stresses causing cracks,

fractures, or delaminations. Fastenings for cleats and handrails are particularly susceptible to loosening and

should be checked and tightened regularly. Door hinges, deck plates, cabin fans, and machinery fastenings also

have tendencies to work loose and should be checked regularly.

555-8.4.4.3 Propeller, Shaft, and Strut. While the boat is stowed in chocks (not waterborne) the propeller shaft

should be checked for nicks, bends, and evidence of erosion, corrosion, or electrolysis. If necessary, the propel-

ler should be removed and repaired or replaced. Work the propeller shaft by hand to check its ﬁt in the strut bear-

ing. If side play is considered to be excessive and causing vibration, the strut bearing should be replaced.

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583-8-8

583-8.5 CATHODIC PROTECTION OF BOATS

583-8.5.1 ZINC ANODES INSTALLATION. Zinc anodes shall be installed on all steel and aluminum boats

and on some types of wood or plastic boats having large amounts of electronic equipment installed, such as tor-

pedo retrievers, air rescue boats, and minesweepers. All zinc anodes shall conform to MIL-A-18001, and shall be

installed according to NAVSEA dwg 805-921865. Instructions regarding anode quantities and installation are

detailed in NSTM, Chapter 633.

555-8.6 ENGINE MAINTENANCE GENERAL

The following instructions apply to all Cummins “Quantum” Series Diesel engines. “Quantum” series engines

are easily identiﬁable by the “Q” prefaced in their model type (e.g. QSB, QSC, QSL, etc.). A metal (stainless

steel or aluminum) label plate shall be installed in a clearly visible location on the engine valve cover, engraved

as follows: “WARNING! The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel.

NEVER loosen any ﬁttings while the engine is running or within 15 minutes after the engine is shut down. Per-

sonal injury and property damage may occur. Refer to the applicable engine technical manual for fuel system

servicing.”

583-8.6.1 ENGINE MAINTENANCE. Engines installed in Navy boats must be operated and maintained at the

highest practical level to provide maximum reliability, readiness, and efficiency. Engine maintenance require-

ments are provided in several publications such as:

a. Planned Maintenance System documentation

b. The engine manufacturer’s technical manuals

c. NSTM Chapter 233, Diesel Engines

d. NSTM Chapter 220 Volume 3, Corrosion and Contamination Control for Diesel Engine Cooling Water Sys-

tems

e. Applicable Boat Information Book

583-8.6.2 ENGINE MAINTENANCE RESPONSIBILITY. Engine maintenance is performed by the activity to

which the boat is assigned. Daily maintenance check off by boat crews is of particular importance. Utilize the

Planned Maintenance System (PMS) to properly maintain the engine.

583-8.7 GUIDANCE FOR FLEET PERSONNEL ON PREVENTIVE MAINTENANCE AND REPAIR

OF BOATS AND LANDING CRAFT

583-8.7.1 INITIAL INSPECTIONS. On new boats in use, visual inspections should occur frequently during the

initial 6 months’ use period. As service experience is gained following this use period, periodicity between

inspections should follow the PMS card requirements.

NOTE

PMS periodicities are the maximum interval between maintenance actions.

Activities may perform maintenance actions more frequently if required by the

boat’s operating tempo or conditions.

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583-8-9

583-8.7.2 REFERENCE MATERIAL. Boat custodians must use PMS documentation for boat preventive main-

tenance. Additional information is available in the Boat Information Book (BIB), applicable U.S. Navy Techni-

cal Manuals, and commercial technical manuals from the equipment manufacturers for maintenance scheduling

and repair techniques.

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583-8-10

SECTION 9

PRESERVATION, STORAGE, AND DEPRESERVATION OF BOATS ASHORE

583-9.1 INTRODUCTION

583-9.1.1 STOCK BOATS. All stock boats, except LCM’s, that are in repairable or usable condition shall be

provided to the maximum extent possible and within funds provided with a shelter. It is imperative that there be

no delay in affording shelter to repaired and repairable boats, to new boats received for stock, to boats awaiting

shipment, or boats being held for ships. Boat shelters shall be of a design approved by PEO Ships PMS325. Boats

returned to stock are refurbished to RFI condition using available rehabilitation funds provided to PEO Ships

PMS325 by the OPNAV sponsors. During REHAB, approved priority A and B BOATALT’s for each boat type,

are usually accomplished during industrial repair availabilities. Priority C BOATALT’s would only be accom-

plished on stock boats under unusual circumstances because of funding limitations.

583-9.1.2 REPAIRABLE OR ISSUABLE STOCK BOATS. All repairable or issuable stock boats, their equip-

ment, and machinery shall be prepared for turn-in or storage according to the applicable procedures outlined in

paragraphs 583-9.1.4 and 583-9.2.1 through 583-9.2.4. It is essential that there be no delay in accomplishing these

procedures once a boat is designated for return to storage. Deviations from the procedures described in this chap-

ter shall not be undertaken without prior PEO Ships PMS325 approval.

583-9.1.3 REMOVAL OF ENGINES FROM STOCK BOATS. The removal of engines from boats in stock and

from boats received for stock shall not be accomplished unless speciﬁcally directed by PEO SHIPS PMS325. The

installation of engines in stock boats having unserviceable engines, or in stock boats having engines removed

according to previous policy, shall be deferred until such time as the boats are scheduled for repair by PEO Ships

PMS325.

583-9.1.4 STOCK BOATS CHECK-OFF LIST. Applicable check-off lists outlined in

paragraphs 583-9.2.1

through 583-9.2.4shall be used for each boat placed in storage and for conducting routine and preservation

inspections. This check-off list shall be used to ascertain whether a boat and the boat components are properly

stored, and this should be entered on the boat record card. The boat checklist (

Table 583-1-1), a copy of the boat

record and a copy of the boat inspection report (NAVSEA 9583/3,

Figure 583-1-1 are to be placed in a water-

tight clear plastic bag and attached to the top of the engine by the custodian activity turning in the boat. Include

available information indicating total operating hours on engine since installation or last major overhaul and all

available maintenance record data.

583-9.2 PRESERVATION PROCEDURES

583-9.2.1 CUSTODIAN RESPONSIBILITIES FOR PRESERVATION. It is the responsibility of the custodian

activity to comply with procedures for turn-in of boats as outlined in

paragraphs 583-1.5.3 through 583-1.5.5 and

provisions for preservation as outlined in

paragraph 583-9.2. Prior to shipment and/or delivery of a boat to a stor-

age facility, the custodian activity shall ensure the following has been accomplished. Upon receipt of a boat (new

or used), the storage facility should check the following items for all boats including wood, steel, aluminum, and

ﬁber-reinforced plastic (FRP) construction

a. Fuel tanks, drain tanks, expansion tanks, potable water tanks, and sanitary water tanks are dry or preserved

for storage. If applicable, the connection to these tanks shall be broken at the lowest point and the system

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583-9-1

completely drained. Waterproof tags shall be attached to all broken connections, closed or open valves, ﬁll-

ing connections, and to the helm or tiller to indicate the necessity for reconnection or replacement of plugs

before ﬁlling tanks. Secure openings to fresh water tanks after draining to prevent contamination.

b. The engine cooling and exhaust system has been drained and the engine and accessory equipment have been

preserved. Refer to

paragraphs 583-9.2.2 through 583-9.2.2.1 for procedures on preserving engines.

c. All exterior surfaces; cabins, lockers, holds and bilges have been cleaned and limber holes and scuppers are

unobstructed.

d. All ﬁttings, piping, shafting, propellers, and bearings have been preserved with a coating of MIL-PRF-16173E,

water displacing soft ﬁlm (NSN 8030-00-244-1296).

e. All fresh water has been removed from piping, freshwater tanks, engines, pumps, exhausts, and bilges. All

drain plugs have been removed and attached in a packet to the steering wheel or tiller. The boat is properly

trimmed on it’s cradle/trailer to facilitate drainage.

f. Check to be sure batteries have been removed after preservation is completed.

g. Propellers less than 24 inches in diameter, and those, whose blades protrude beyond the keel line, are removed

and stored within the boat. Shaft keys, propeller nuts, cotter pins, and other parts shall be replaced on shaft

and secured as necessary. Do not apply contact preservative to rubber. Propellers larger than 24 inches in

diameter and not protruding beyond keel line need not be removed from the shafts.

h. The hull registry number is either molded on the transom or otherwise legibly marked on the hull of the boat.

If a hull registry number, which is only painted on the hull, is removed during repairs, it shall be replaced

immediately after repairs to that area are completed.

i. All boats that PEO SHIPS PMS325 has declared excess or that PEO SHIPS PMS325 has advised are beyond

economical repair, shall be plainly marked with the letter D either on the bow or on the transom. The letter

shall be approximately 12 inches high and made with yellow paint.

j. All dunnage, lifejackets, and rope shall be removed. All canopies shall be removed, dried and stored sepa-

rately in a dry secure location on the boat or packaged in water resistance packaging and stored in areas

exposed to the weather on the boat.

k. In-service layup of boats shall be accomplished in accordance with PMS procedures. :

583-9.2.2 BOAT ENGINE, REVERSE GEAR, AND PROPULSION UNIT PRESERVATION. The instructions

for preservation of engine, reverse gear, and propulsion unit shall be accomplished in accordance with PMS pro-

cedures and the manufacturer’s recommendations. Manufacturer’s recommendations are found in the

Commercial-Off-the Shelf manuals and data provided with the boat. Additional guidance can be found in appro-

priate MIP. Preservation methods shall displace dirt, water, and oil, and leave a continuous protective ﬁlm on sur-

faces. Excess preservative is to be drained off to prevent the formation of stagnant pools that may, with age, tend

to solidify and complicate putting an engine back into service.

583-9.2.2.1 Motoring Engine. If it is feasible to turn the engine over by motoring, the following steps are to be

followed:

a. Thoroughly drain the engine and reduction gear of all water, lubricating oil, and fuel oil. Use forced air to

blow-dry seawater and freshwater systems. In addition, completely drain and air-dry the exhaust system.

b. Remove engine and reduction gear oil cartridge and spin-off type ﬁlter elements and clean the interiors of all

strainer and ﬁlter housings. Install new oil ﬁlter elements.

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583-9-2

c. Remove the raw water pump impeller, place in a plastic bag and affix to top of engine. Release tension on

all belt-driven devices. Affix caution tag to steering wheel stating belts must be tightened and impeller

installed prior to engine start-up.

d. Flush the engine seawater system with fresh water, air dry, ﬁll the system with soluble oil MIL-I-24453A and

circulate throughout the system (soluble oil, Kutwell-40 may be obtained from Convoy Oil Corp. 1412 N.

Front St. Philadelphia, PA 19122). Drain the entire system including block.

e. Fill freshwater system with P10, Grade 30 preservative by connecting a supply line to the drain connection

for the system. Cause system to overﬂow from expansion tank vent to ensure that all surfaces are coated with

preservative. Drain the preservative from the system and close drain connections.

f. Fill the engine and reduction gear lubrication system to normal capacity with P10, Grade 30 preservative.

g. Activate engine shut-down device(s) to keep the engine from ﬁring.

h. Motor engine sufficiently to circulate the preservative through the engine lubrication systems. Several min-

utes (total time) should be adequate but visual checks should be made to ensure that the compound is reach-

ing all points. If an electrical starting motor is used for turning the engine, runs should be limited to 30 sec-

onds each to prevent overheating the motor, and at least two minutes should elapse between runs.

i. Disconnect the fuel inlet line at the strainer and circulate PE 10 preservative through the strainer, fuel sup-

ply pump ﬁlter, and injectors until undiluted preservative oil ﬂows from the fuel return line. To lubricate

valves, pistons and liners, and combustion chamber surfaces on mechanically controlled engines, place the

throttle in full fuel position and motor the engine until vaporized oil emerges from the exhaust manifold or

riser opening. If an electrical starting motor is used for turning the engine, runs should be limited to 30 sec-

onds each to prevent overheating the starting motor, and at least two minutes should elapse between runs.

CAUTION

To prevent possible hydraulic lock, do not exceed two minutes of cranking

total time.

j. Drain the preservative oil from all systems, paying particular attention to low spots, pockets, and exposed

piping in which the compound could collect. Save drained compound for future use.

k. Reconnect all lines for normal operation.

l. Seal all openings into the engine to prevent entrance of dirt or water. A blank metal or other non-porous

material plate shall be installed between the exhaust manifold or turbocharger outlet and exhaust hose ﬁtting

to prevent moisture from seeping back into the engine. Leave a minimum 1 lip exposed on the blank plate.

Install a waterproof tag on the blank plate with a warning stating, remove blank plate prior to starting engine

or equipment damage may occur.

m. Using grade 2 compound, MIL- PRF-16173E, spray or brush over all external unpainted areas. If the engine

will be exposed to the weather, grade 1 compound should be used for this purpose. Spray or brush P10, Grade

30 preservative on internal surfaces of mild steel fuel tanks after all fuel and moisture has been removed.

n. Attach a waterproof tag to the top of the engine indicating that the ﬂuid systems have been treated with pre-

servative, raw water pump impeller removed, drive belts loosened and a blank plate installed in the exhaust

outlet. Remove the engine start fuses and tag fuse box and fuses; enclose fuses with startup instructions. The

tag shall include the date on which the engine was treated, a statement that the engine is not to be turned

over until ready to be put into operation (as turning over may impair the protective ﬁlm), a statement that the

procedure speciﬁed in

paragraph 583-9.4.3 shall be followed before placing the engine in service, and that

the lubrication, cooling, and fuel systems shall be ﬁlled before operating.

S9086-TX-STM-010

583-9-3

583-9.2.3 STEEL HULLS. In addition to the PMS requirements and general items, the following shall be

checked for on steel hulled boats:

a. LCM’s or other boats that are exposed to the weather when stored are to be protected from entrance of water,

dirt, or contaminants into the interior spaces. Vents shall remain open for air circulation. Engine exhausts shall

be plugged with damage control type wood plugs. Engines shall be preserved as detailed in

paragraph

583-9.2

through 583-9.2.2.1 or applicable MIP and MRCs.

b. Drainage has been accomplished by trimming the boat, opening the existing drain plugs, or drilling drain

holes.

CAUTION

Drain bilges under guidance of local regulations for HAZMAT.

583-9.2.4 FIBER REINFORCED PLASTIC HULLS. In addition to the PMS requirements and general items,

special care shall be taken to make certain that the weight of the boat rests upon the keel support, not the side

bunks (chocks).

583-9.3 INVENTORY CONTROL POINT (ICP) RESPONSIBILITIES FOR STORAGE

It is the responsibility of the Stock Point to certify that turn-in and preservation procedures have been satis-

factorily accomplished by the Custodian Activity. Once a boat has been accepted for turn-in, it is the responsi-

bility of the Stock Point to accomplish the following storage requirements:

a. Adequate shelter has been provided with sufficient side protection to prevent the accumulation of rain or snow.

There should be no leaks in the cover. Evidence of this is the absence of fresh water accumulation on the

decks or in the bilges.

b. Boat is rigidly supported by keel blocking timbers (6-inch by 8-inch) placed beneath the keel at maximum

intervals of 6-feet, or by a cradle or trailer designed for the boat.

c. Side bunks (chocks) are used for preventing racking and not bearing weight as evidenced by absence of local

hull deformation.

d. Deformation of the hull by overhang at the stem and the transom ends is prevented by rigid supporting

tim¬bers and adequate padding to prevent damage to the plating or planking.

e. Frost heaving or settling of the ground has not caused racking of the hull or deformation of the hull planking

or plating at the side bunk (chocks).

583-9.4 DEPRESERVATION

583-9.4.1 INVENTORY CONTROL POINT (ICP) RESPONSIBILITIES FOR DE-PRESERVATION. Prior to

releasing a boat to a receiving activity, the stock point is responsible for preparing the boat for issuable condi-

tion.

583-9.4.2 CUSTODIAN OR RECEIVING ACTIVITY RESPONSIBILITIES FOR DEPRESERVATION. Once

released from the Stock Point, the receiving activity shall ensure all depreservation procedures have been accom-

S9086-TX-STM-010

583-9-4

plished and, in addition, ensure that receipt procedures and depreservation procedures have been accomplished as

detailed in

paragraphs 583-9.4 through 583-9.4.3.2 and the COTS manuals.

583-9.4.3 STARTING DIESEL ENGINES AFTER DEPRESERVATION.

CAUTION

Prior to commencing depreservation procedures, install the raw water pump

impeller and tighten loose drive belts.

583-9.4.3.1 Fuel System. The compound will be removed from the fuel system during the normal operation of

the engine.

583-9.4.3.2 Cooling System. The following procedure should be adhered to for removing rust preventive com-

pound from the cooling system:

CAUTION

Dispose of waste water under guidance of local regulations for HAZMAT.

NOTE

Cooling System procedure shall not be used in systems containing aluminum.

NOTE

Run engine for ﬁve minutes during each ﬂushing. The lubricating oil and water

should be checked for contamination after a few hours of operation, then drained

and replaced, if necessary.

1. Fill with fresh water and operate the engine for ﬁve minutes to ensure that no leaks are present in the cool-

ing system.

2. Secure engine and drain water.

3. Fill the cooling system with RESTORE PLUS (Acid Radiator Cleaner-NSN 6850PCC2610). NEEDS NEW

INSTRUCTIONS BELOW

4. Start engine and operate (underload if possible) for 2 hours, keeping solution temperature at 160°F.

5. Drain cleaning solution from cooling system.

6. Flush four times with fresh water to remove all traces of cleaning solution. Break several hose connections

and examine waterside to ensure that it is clean.

7. If the engine is not clean, reassemble, reﬁll with cleaning solution, and repeat cleaning and ﬂushing opera-

tions.

S9086-TX-STM-010

583-9-5 / (9-6 Blank)

9-6

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SECTION 10

BARGES AND GIGS

583-10.1 CONVERSION OF STANDARD BOATS

583-10.1.1 STANDARD ITEMS APPROVAL AND INSTALLATIONS. All conversions of Navy standard

boats to barges and gigs shall be accomplished in a cost effective manner.

583-10.2 STANDARD ITEMS

583-10.2.1 CONVERSION OF STANDARD BOATS TO BARGES AND GIGS. Barges and gigs, as outlined

paragraph 583-1.3.3, are authorized for installation of standard items listed in Table 583-10-1. Installation of

these items shall be approved by type and ﬂeet commanders for aﬂoat commands and by the immediate senior

in command for shore commands. In no instance shall installation of standard items and conversions be accom-

plished which will increase weight to exceed the hoisting weight shown on the boat’s hoisting label plate or

impair operational and performance characteristics or result in a decrease in safety. Installation of items on gigs

beyond the standard items is not authorized.

583-10.2.2 STANDARD ITEMS APPROVAL AND FUNDING. Conversion of standard boats to barges and

gigs, will be funded by Type or Fleet Commanders. Serviceable items or components not in conformance with

Table 583-10-1, already installed in assigned boats, will be required to be removed when item is no longer ser-

viceable. Buffed and polished CRES ﬁttings, molding, and strips should be used wherever chrome-plated items

are permitted, particularly if the item is commercially available at reasonable prices.

583-10.2.3 PAINTING OF BARGES AND GIGS. It is recommended that barges and gigs be painted in accor-

dance with

Table 583-10-2 using polyurethane or epoxy-type paint for decks, hull and boot top stripe, and anti-

fouling bottom paint below the boot top stripe. It is also recommended that barges and gigs which are in con-

tinual use (not hoisted at frequent intervals) receive two coats of antifouling paint on the underwater body.

Table 583-10-1. Standard Items for Barges and Gigs

Standard Items Barges Gigs

Deck and engine cover caulked 2

Cabin trim

If wood-varnish ﬁnish

If metal or plastic-white painted ﬁnish

Linoleum on ﬂats or suitable indoor/outdoor carpeting (ﬁre retardant 3)

Seat cushions and curtains

Ladders, wood, varnish ﬁnish

Kick plates and treads, CRES, polished

Water closet

Galley

Swimmer’s platform

Chrome plate 4

Handrails

Flagstaff, jackstaff, and mast

Sockets

S9086-TX-STM-010

583-10-1

Table 583-10-1. Standard Items for Barges and Gigs - Continued

Standard Items Barges Gigs

Sockets

Bow lettering, nocks, arrowheads, and stars 5

Portable rings

Interior lighting ﬁxtures

Fire extinguisher bracket

Chain plate

Taffrail and bow rail

Cleats

Beading and stem band 6

Horn, windshield ﬁttings (less wipers)

Chocks

Towing post (if metal)

Engine control

Steering wheel (metal portions)

Searchlight

Deck vents and fuel covers

Chaﬁng plate 7

Hatch moldings and ﬁttings

Door and ladder ﬁttings

Emergency tiller plate

Bell, bracket, and stand

Appropriate communications equipment 8

NOTES:

1. Boats converted and used as barges and gigs generally are standard U.S. Navy designs. Non-standard com¬mercial

boats may also be assigned for ﬂag officer’s use as barges. Those items which are welded or otherwise affixed to the

hull in such a manner that excessive expenditures would be required for their removal and replacement shall not be

chrome-plated.

2. Barges are authorized to have herringbone decks of unvarnished teak or herringbone decks consisting of var¬nished

mahogany margins, king plank, and ﬁller pieces with Alaska cedar or mahogany strakes. Caulked decks, if installed on

standard craft being modiﬁed as gigs, shall not be removed.

3. Vinyl tile may be used in place of linoleum. Color is to be in harmony with cabin interior.

4. Where applicable, only the exposed portions of the items designated shall be chrome-plated. Stainless steel ﬁttings

shall not be chrome-plated as the purpose for the installation of these ﬁttings is to avoid the cost of chrome-plating.

Stainless steel ﬁttings shall be polished.

5. Chrome-plated bow letters, nocks, and arrowheads may be installed on any boat used as a gig.

6. Polyurethane fenders are installed on new personnel boats and are selectively back ﬁt by BOATALT on older boats.

Maintainability is improved over the traditional white oak with stainless steel bar beading. The urethane fenders shall

not be removed when a standard boat is issued as a barge or gig.

7. Chaﬁng plate is non-standard equipment which should be installed on transom corner angles (badgers).

8. Equipment may be installed, permanent, or portable, to allow sufficient communications for command and safety pur-

poses within the boat control station for the barge and gig operators.

Table 583-10-2. Recommended Colors for Barges and Gigs

Barges Gigs

Deck White/Off White Deck Standard Navy Grey

Hull Black Hull Standard Navy Grey

S9086-TX-STM-010

583-10-2

Table 583-10-2. Recommended Colors for Barges and Gigs - Continued

Barges Gigs

Boot top 3 White Stripe 1 Above Waterline Boot stripe 3 Red Stripe 1 Above Waterline

Bottom Medium Green or Tropical Green Bottom Black

S9086-TX-STM-010

583-10-3 / (10-4 Blank)

10-4

@@FIpgtype@@BLANK@@!FIpgtype@@

SECTION 11

ANTI-TERRORISM/FORCE PROTECTION AND SPECIAL MISSION BOATS AND CRAFT

583-11.1 GENERAL INFORMATION

The changing mission and mission environment that the U.S. Navy supports, require different types of boats

and small craft. Since 2001, the Navy began procurement of Commercial-Off-The-Shelf (COTS) boats and craft

that are used to support harbor patrol and security efforts, drug interdiction, search, air, and rescue (SAR), line

handling duties, barrier tending, and escort duties.

583-11.2 FORCE PROTECTION/ANTI-TERRORISM BOAT TYPES

583-11.2.1 HARBOR SECURITY (HS) AND PATROL BOATS (PB). Boats used to perform patrols, surveil-

lance, and security related functions as required. Hull lengths and types will vary.

583-11.2.2 LINE HANDLING BOATS. This type of boat supports missions in harbors and ports as directed.

583-11.2.3 BARRIER BOATS (BB). Barrier boats are small tugs used to deploy and retrieve barriers in ports

and harbors.

583-11.2.4 ESCORT BOATS. Escort boats provide protection for ships and submarines entering and exiting

ports and harbors.

583-11.3 FORCE PROTECTION/ANTI-TERRORISM HULL CONSTRUCTION

Boats and craft used as force protection or anti-terrorism assets may be constructed from aluminum, ﬁber

reinforced plastic (GRP), or steel.

583-11.3.1 COLLAR TYPES. Certain hulls may be ﬁtted with an inﬂatable air chambered collar or a sheath

that contains foam surrounding an air ﬁlled tube, or a foam ﬁlled collar mechanically attached to the hull at the

sheer. Information speciﬁc to the tube ﬁtted will be found in the Boat Information Book (BIB).

583-11.4 ENGINES

Individual boats will be ﬁtted with inboard diesel engines or outboard gasoline engines. The type and size of

engine depends on craft type and mission.

a. Gasoline Outboard Engines: Two-or four-cycle-COTS engines.

b. Inboard Diesel Engines: will be four-cycle COTS engines.

583-11.4.1 PROPULSION UNITS. Boats must be ﬁtted with a means of propulsion and maneuvering. Out-

drives or water jets will be ﬁtted on inboard engine conﬁgurations.

S9086-TX-STM-010

583-11-1 / (11-2 Blank)

11-2

@@FIpgtype@@BLANK@@!FIpgtype@@

SECTION 12

LIFE RAFTS AND ABANDON SHIP BOAT

583-12.1 INTRODUCTION

583-12.1.1 GENERAL. An inﬂatable life raft is one constructed of a coated fabric and inﬂated to its design

shape by air or other gas. The raft is stowed aboard ship for use only in an emergency, as a life raft, when and

as directed by the Commanding Officer.

583-12.1.2 TYPES OF INFLATABLE LIFE RAFTS. There are three basic Navy type inﬂatable life rafts for

use throughout the ﬂeet for ships and craft using life rafts with capacities of at least 25 persons. Some craft

requiring smaller capacity life-saving devices may use USCG approved life rafts or inﬂatable buoyant apparatus’

as required by mission parameters. The three types of Navy life rafts used are:

a. Mark-6 (MK-6), 25-person, being phased out.

b. Mark-7 (MK-7), 25-person, replaces the MK-6.

c. Mark-8 (MK-8), 50-person

583-12.1.3 LIFE RAFT SPECIFICATIONS. The following military speciﬁcations and instructions apply for

the construction of these rafts:

a. MK-6, MIL-L-24489 (inactive) which includes:

1. Inﬂation Equipment, MIL-I-24490.

2. Rigid container, MIL-C-24491.

3. Inﬂation cylinder MIL-C-24604.

b. MK-7, Commercial Off-The-Shelf (COTS), U.S. Coast Guard approved with modiﬁcations provided in U.S.

Navy designed container, Contract Number N00104-00-D-ZD00.

c. MK-8, COTS, U.S. Coast Guard approved with modiﬁcations provided in U.S. Navy designed container,

Contract Number N00104-01-D-ZD07.

583-12.1.4 ABANDON SHIP BOAT. The ship shall designate one of its boats as the abandon ship boat for

marshalling life rafts and recovering survivors during abandon ship situations. An abandon ship boat gear locker

shall be installed near the boat. An abandon ship survival bag that contains the equipment shown in

Table

583-12-1

and the following items shall be stowed in the abandon ship boat gear locker:

a. Four boat oars (NSN 4220-00-268-9261)

b. Twenty fathoms (120-feet) of 2-inch circumference nylon rope (NSN 4020-00-753-2887)

c. Boat cover colored rescue orange with rigging for boats not having a ﬁxed canopy. Shall be approximately 8

feet by 10 feet in size, 18-ounce vinyl or polyurethane coated fabric, UV resistant, heat sealed seams, with

grommets installed around its periphery.

S9086-TX-STM-010

583-12-1

The locker shall be similar to NAVSEA drawing number 53711-671-5107293 Survival Equipment Locker for

Abandon Ship Boat. The locker will have a label plate inscribed with “Abandon Ship Equipment - Load in boat

upon hearing Abandon Ship Signal” attached to the locker.

Table 583-12-1. Abandon Ship Survival Bag Equipment

ITEM QUANTITY REMARKS ORDERING INFORMATION

Bag, Abandon Ship Survival 1 Kwik Tek Inc. Denver,

Dry Tek ASSB-1 (Blue)

Bailer, Plastic 2-Quart Capacity 1 Rubbermaid #2885

64-ozs

Commercial

Batteries, Alkaline “D” cell 4 6135-00-835-7210

Blanket, Casualty 4 7210-00-935-6666

Dimenhydrinate, 50 mg Tablets 100 6505-00-116-9660

First Aid Kit 1 6545-00-168-6893

Flashlight, Type II, Style A 1 6230-00-299-3035

Food Packet 10 8970-01-434-3192

Knife, Pocket 1 5110-00-162-2205

Mirror, Signaling Type II 1 6350-00-261-9772

Sea Marker, Fluorescent 1 6850-00-270-9986

Water Emergency Drinking 30 500-ml plastic bottle 8960-00-000-0170

Whistle, Signaling, Type II Plastic 1 Plastic, Type II 8464-00-254-8803

The abandon ship survival bag equipment shall be inspected every 60 months in accordance with NAVSEA

drawing 583-5108335. The bag shall be sealed and marked with the ship hull number, date packed, and the name

of the packing facility.

583-12.2 ALLOWANCES AND ISSUES

583-12.2.1 CORRESPONDENCE. All correspondence related to inﬂatable rafts shall cite type (for example,

MK-7) and Mod number. Whenever the status of a life raft changes, the life raft database must be updated. This

database can be queried via the Internet at https://www.boats.dt.navy.mil/liferaft. Report all changes to Naval

Surface Warfare Center, Detachment Norfolk, Carderock Division.

583-12.2.2 STANDARD SHIPBOARD ALLOWANCE. The allowance of inﬂatable life rafts for in-service

ships is as follows:

a. For ships with total accommodations greater than 295, life rafts shall be provided for 110 percent of accom-

modations, including surge or 110 percent of Manpower Authorization (MPA) whichever is greater. The num-

ber of rafts provided in excess of the number of rafts required to satisfy 100 percent of accommodations shall

not exceed twelve 25-person life rafts or six 50-person life rafts.

b. For ships with total accommodations less than 295, life rafts shall be provided for 100 percent of accommo-

dations, including surge, or 100 percent of MPA whichever is greater. The total number of life rafts shall be

sufficient to retain life raft capacity for 100 percent of accommodations in the event that the largest cluster of

life rafts is destroyed. A cluster is deﬁned as life rafts being supported by a common structure. In calculating

the number of life rafts required, any fractional value shall be increased to the next higher unit value.

S9086-TX-STM-010

583-12-2

583-12.2.3 CHANGES IN ALLOWANCE. Changes in allowance will be considered by Naval Sea Systems

Command (NAVSEA) PEO Ships PMS325 only upon presentation of information documenting a Chief of Naval

Operations directed change to ship’s mission, or an official revised Ship’s Manning Document, OPNAVINST

5320 (series) causing a change in the ship’s accommodations.

583-12.2.4 HOW RAFTS ARE OBTAINED. MK-6 life rafts are being phased out of service. The transition

from MK-6 to MK-7 life rafts will involve the inventory maintained by the life raft repair facilities. These life

rafts shall be used to replace an inﬂatable life raft of ships allowance for reasons of loss, survey, or deferral for

repair. MK-7 life rafts to replace the MK-6 may be available from the rotatable pool at the closest Navy life raft

service facility. If adequate pool stocks are not available, replacement life rafts will have to be ordered. To obtain

a new MK-7 or MK-8 life raft, submit the requisition as required by current requisition procedures to the Navy

Inventory Control Point (NAVICP), Mechanicsburg, PA. The following National Stock Numbers (NSN) apply:

a. MK-7, NSN 4220-01-444-6260 (replaces the MK-6 life raft).

b. MK-8, NSN 4220-01-475-3185 (50-person life raft).

583-12.3 REPORTS

583-12.3.1 MAJOR REPAIR REPORTS. Major repair actions on life rafts shall be reported by certiﬁed repair

facilities in accordance with NAVSEA S9008-AA-PRO-010 and forms listed therein. The repair shall be

described brieﬂy; it shall be identiﬁed and the date of release from shipboard and return to shipboard, shall be

noted. These completed forms shall be kept on ﬁle at the repair facilities for review by the NAVSEA certiﬁca-

tion team.

583-12.3.2 LIFE RAFT TURN-IN OR EXCHANGE. NAVICP Mechanicsburg does not maintain an inventory

of life rafts. All life rafts shall be turned in at the nearest certiﬁed life raft repair facility for inclusion into the

facility’s pool for rotation.

583-12.3.3 RECEIPT OF NEW LIFE RAFT REPORT. Ships receiving new type life rafts will submit allow-

ance Change Request/Report, NAVSUP Form 1220 to NAVSUP Form 1220 to NAVICP and NSWC Detachment

Norfolk according to NAVSEAINST 4441.1.

583-12.4 DISPOSALS AND SURVEYS

583-12.4.1 DISPOSAL OF LIFE RAFTS. An inﬂatable life raft shall not be disposed of or surveyed by ships’

force except as noted in the following paragraph. Rafts that are determined to be unrepairable by designated

repair and certiﬁcation facilities shall be disposed of or surveyed in accordance with NAVSEA S9008-AA-PRO-

010, Inspection, Test, and Repair Procedures for Life Raft Inﬂatable MK-7 and MK-8.

583-12.4.2 REPLACEMENT AT END OF 25-YEAR SERVICE LIFE. As part of pre-inspection and inﬂation

testing, any MK-7 or MK-8 life raft found to be 21 years or older prior to being repacked shall be considered

unﬁt for further service and surveyed.

583-12.4.3 LOSS OF LIFE RAFT AT SEA. A raft lost at sea is considered surveyed.

S9086-TX-STM-010

583-12-3

583-12.4.4 CERTIFIED AND REPAIR FACILITIES DISPOSAL OF LIFE RAFTS. Disposals shall be made

only by those designated repair and certiﬁcation facilities listed in

paragraph 583-12.11.1, in which case, all sal-

vageable parts in good condition shall be removed and retained in local stock to be used again. The raft shall

then be destroyed. The life raft database shall then be updated with an entry of the destruction.

583-12.4.5 LIFE RAFTS FROM SHIPS BEING DEACTIVATED. For ships being deactivated, refer to

paragraph 583-12.3.2.

583-12.5 STOCK CLASSIFICATION, LEVELS, AND DISTRIBUTION

583-12.5.1 CLASSIFICATION. Stock rafts are divided into categories listed in

paragraphs 583-12.5.1.1

through 583-12.5.1.4.

583-12.5.1.1 Condition A. Any raft ready for issue from a certiﬁed repair facility.

583-12.5.1.2 Condition F. Any raft economically repairable but not issuable without repair.

583-12.5.1.3 Condition H. Any raft that is uneconomical to repair. Rafts in this category are considered unser-

viceable and shall be surveyed according to

paragraph 583-12.4 when directed by PEO SHIPS PMS325.

583-12.5.1.4 Condition M. Any raft in process of repair, in transition from Condition F to Condition A. Stock

rafts shall be placed in the foregoing categories only as a result of inspection by qualiﬁed personnel of desig-

nated repair and certiﬁed facilities. Refer to

paragraph 583-12.11.1 for designated repair and certiﬁed facilities.

583-12.5.2 STOCK LEVELS. Based on demand, minimum stock levels of issuable rafts, by types, will be

established at stocking activities.

583-12.5.3 DISTRIBUTION. Selection of rafts shall be on a ﬁrst in and ﬁrst out basis of Condition A rafts

only, of the type and Mod to suit the individual ship requirements. Types and Mods shall be approved by PEO

SHIPS PMS325 if different from existing ship’s rafts.

583-12.5.3.1 Repair Priority. Selection of rafts for repair to Condition A shall be from existing stocks of Con-

dition F rafts determined to be most economical to repair, whenever possible.

583-12.5.3.2 Estimated Repair Costs. Estimated repair costs shall be reported on an approved NAVSEA Form

and shall include (though separately identiﬁed from) costs to open and inspect.

583-12.6 IDENTIFICATION

583-12.6.1 LIFE RAFT REGISTRY NUMBER. Each raft is assigned a registry number for purposes of iden-

tiﬁcation. The number is molded into the raft’s identiﬁcation label attached to the hull tube on MK-6 life rafts or

printed on a label glued to the ﬂoor on MK-7 and MK-8 life rafts.

S9086-TX-STM-010

583-12-4

583-12.7 CAPACITIES, WEIGHTS, AND DIMENSIONS

583-12.7.1 LIFE RAFT CHARACTERISTICS. Normal operation of the life raft is accomplished by applying

tension to the sea painter line that actuates the inﬂation cylinders. As inﬂation occurs, the brass securing bands

on the container are broken as the life raft emerges. Should circumstances impede the normal inﬂation of the raft,

the life raft can sometimes still be deployed. Any cutting instrument, for example the scissors from the ﬁrst aid

kit of a deployed life raft, can be used to sever the brass securing bands of the containerized life raft. Remove

the upper container half and locate the inﬂation cylinders. Under some circumstances the inﬂation cylinders can

be actuated manually by extracting the inﬂation cable.

Table 583-12-2 lists characteristics for inﬂatable life rafts.

Table 583-12.2. Characteristics for Inﬂatable Life Rafts

RAFT TYPE CAPACITY WEIGHT (LBS)

DIMENSION INFLATED

LWH

DIMENSION

CONTAINER H WL

Mark 6 25-person 500 17’ 10 X 8’10 X 4’ 27” X 56”

Mark 7 25-person 323 13’ 5-3/4” X 13’ 5-3/4” X 6’

2-3/4”

27” X 56”

Mark 8 50-person 585 21’ 7-3/4” X 17’ 3-3/4” X 8”

6-3/8”

35” X 65”

583-12.7.2 CONTAINER DESIGN. The container design is detailed on NAVSEA drawing number 803-

4382176 for the MK-6, manufacturers drawing number RFD-D-45132 for the MK-7, and NAVSEA drawing

number 583-5106577 for the MK-8. The containers are capable of withstanding a free fall drop of 23 meters (65

feet) from stowage into the water.

583-12.8 EQUIPMENT AND REPAIR PARTS

583-12.8.1 SURVIVAL GEAR AND REPAIR PARTS FOR MK 6, MK 7, AND MK 8 LIFE RAFTS. With the

installation of encapsulated life rafts, the survival gear and repair parts become raft allowance (stowed within the

ﬁberglass container, inaccessible to the ship’s crew until the life raft is deployed).

583-12.8.2 LIST OF SURVIVAL GEAR FOR EACH TYPE LIFE RAFT.

Table 583-12-3 lists the survival gear

provided for each type of raft.

Table 583-12.3. Survival Gear

ITEM DESCRIPTION SPECIFICATION NSN QTY MK-7 MK-8

1 Food Packet (Individual Ration) or Food

Packet, Survival Abandon Ship

A-A-20247 8970-00-299-1395-

01-434-3192

25/50

2 Water, Plastic Container (500ml) 8960-00-000-0170 25/50

3 Manual Reverse Osmosis Desalinator

(MROD)

4610-00-372-0592 1/1

4 Storage Bag, Drinking Water, Size A 8465-00-485-3034 2/2

5 Flashlight (2 Cell) Type II Style I, or

Type III Style I

6230-00-269-3034

6230-00-299-3035

1/1

6 Battery, Dry, Flashlight Alkaline D 6135-00-835-7210 6/6

7 Sea Marker, Fluorescent 6850-00-270-9986 1/1

8 Mirror, Signaling, Type II 6350-00-261-9772 1/1

S9086-TX-STM-010

583-12-5

Table 583-12.3. Survival Gear - Continued

ITEM DESCRIPTION SPECIFICATION NSN QTY MK-7 MK-8

9 Sponge, Cellulose Type II Size 3, Poros-

ity A

7920-00-240-2559 2/2

10 Knife, General Purpose, Pocket 5110-00-162-2205 1/1

11 Whistle, Signaling, Plastic, Type II 8465-00-254-8803 1/1

12 Motion Sickness Tablets Dimenhydrate,

50mg

6506-00-116-9660 3/6

13 Bailer, Pouch Type Commercial 2/2

14 Kit, First Aid 6545-00-168-6893 1/1

15 Kit, Abandon Ship Signal 1370-01-366-0344 1/1

16 Kit, Fishing Survival 4220-00-125-8751 1/1

17 Flashlight Bulb (PR6) 6240-00-155-8675 2/2

18 Blanket, Combat Casualty (84 x55) Commercial 12/25

19 Hand Pump, Air with Adapter Commercial 1/1

20 Sealing Clamp, 3 inch 5340-00-720-8864 2/4

21 Sealing Clamp, 5 inch 5340-00-720-8863 2/4

22 Sealing Clamp, 7 1/2 inch 5340-00-720-8858 2/4

23 Oars , pair 2040-00-268-9261 1/2

24 Sea Anchor with Line Type 2Size 1 2040-00-368-2880 2/2

25 Rescue Line with Quoit 4220-01-006-6103 1/1

26 Valise, Survival Equipment Commercial 2/3

27 Floatable Knife 4220-01-006-6102 1/1

28 Operation Manual S9008-EA-INS-010 1/1

583-12.9 STOWAGE AND HANDLING

583-12.9.1 STOWAGE. Inﬂatable life raft stowages should be located to permit ready manual overboard

launching into the water without hitting obstructions; to be clear of overhead obstructions; to avoid adverse

effects of gun, missile and jet blasts and heavy seas; and to interfere as little as possible with normal shipboard

activity. They shall be located, longitudinally, where they will provide the maximum practical distribution of life-

saving facilities. The preferred orientation of the life raft in the stowage is with the seam of the upper and lower

halves of the container positioned approximately parallel to the baseline of the ship and the sea painter line exit-

ing the life raft container facing the aft end of the ship. Furthermore, all caution labels shall be plainly visible.

They shall be provided and stowed in accordance with appropriate NAVSEA standard drawings.

CAUTION

On some craft such as the LCAC (landing craft, air cushion) it may be nec-

essary to orient the sea painter end of the life raft container to face forward

to move the sea painter away from the air intake of the lift fans.

583-12.9.1.1 Hydrostatic Release. Equipment for securing the rafts in their stowages shall include a hydrostatic

release device. This device may be the can-type hydrostatic release device, NAVSEA DWG 803-5959322. The

can-type hydrostatic release is not currently manufactured or in stock. When a hydrostatic release devices require

replacement, a commercial design, Thanner model DK84.1M, NSN 1H-4220-01-493-9233 shall be used. The

S9086-TX-STM-010

583-12-6

can-type hydrostatic release devices permit release of the life raft from stowage at approximately 10-40 feet in

event of the ship sinking. The Thanner DK84.1M hydrostatic release device will release the raft from stowage at

a seawater depth of approximately 5-15 feet.

583-12.9.1.2 Sea Painter. The life raft sea painter shall be attached directly to the ship structure adjacent to the

stowage location.

583-12.9.2 HANDLING. Care should be taken in handling inﬂatable life rafts during shipping, in and out of

stowage, inspection, and transportation to and from repair facilities. To minimize damage to the life raft during

transportation each life raft should be banded to a wooden pallet. The life raft should be lifted and carried using

the molded handholds in the ﬁberglass container or an approved NAVSEA lifting sling as shown on Norfolk

Naval Shipyard drawing 4712507 for the MK-6 life raft. Care shall be exercised to ensure that the sealing bands

are not inadvertently cut or damaged.

583-12.9.2.1 Covered Storage. Storage areas for life rafts shall be dry and free from effects of weather and

from heat concentrations such as steam pipes. Warehouses or other covered storage spaces shall be used wher-

ever possible.

583-12.10 INSPECTION

583-12.10.1 TYPES OF PERIODIC MAINTENANCE. Inspections shall be made at the following levels of

responsibility to ensure that rafts, stowages, handling equipment, survival gear, and rations are satisfactory for

emergency use:

a. Organizational level (shipboard) includes inspection of the container, raft stowage, and handling equipment in

accordance with the maintenance index page (MIP) and applicable maintenance requirement cards (MRCs).

b. Depot level (repair facility) will open and inspect the raft and the container contents replacing outdated sur-

vival gear and rations. Perform minor and major repair, tests, and repacking.

583-12.10.2 STOWAGE SECURING HARNESS. The stowage securing harness shall be inspected to ensure

proper tension and that:

a. Stowages with the can-type hydrostatic or the Thanner type hydrostatic release without the spring tensioner

shall be torqued 8 to 10 pounds foot.

b. Harnesses used on stowages with the Thanner type hydrostatic release shall be tightened until the life raft is

securely seated in its cradle but so as not to damage the life raft container.

583-12.10.2.1 Hydrostatic Release. The hydrostatic release assembly shall be visually checked. Correct tight-

ness of the securing harness (refer to

paragraph 583-12.10.2) shall be ensured. The release assembly shall not be

painted. In event the release assembly is painted, it shall be removed and replaced. Removed release assemblies

shall be turned in to a repair facility for refurbishing and testing.

583-12.10.2.1.1 Hydrostatic Release Installation. The can-type hydrostatic release device shall be installed with

the end bracket having the hairpin connected to the retaining harness and the open end of the can shield facing

the aft-end of the ship. The hairpin shall be installed in a direction to facilitate removal. The Thanner DK84.1M

S9086-TX-STM-010

583-12-7

device has a safety pin to prevent inadvertent release, so the pushbutton of that device should face toward traffic

for easy release provided it does not cause any safety hazard to those passing by the life raft stowage.

583-12.10.2.1.2 Securing Sea Painter. The sea painter line from the container shall be checked to ensure that

it is securely tied directly to the ship’s structure, and accessible to the person launching the raft. The end of the

sea painter is dyed red to provide a visual indicator that the length has not been altered. If the red end of the sea

painter of a recently recertiﬁed life raft is not visible prior to installation on the ship or craft, a certiﬁed life raft

repair facility shall be contacted and repairs made.

583-12.10.2.1.3 Inspect The Stowage Location. The rigid container and stowage interface shall be visually

inspected to ensure that the stowed raft is sitting snug in the cradle and not subject to shifting.

583-12.10.2.1.4 Inspection and Test. With the periodicity stated in the appropriate maintenance index page

(MIP), the rafts shall be turned in to a certiﬁed repair facility for inspection and testing. The maintenance inter-

val for Navy certiﬁed life rafts is 60 months. The maintenance interval for all other USCG approved life rafts

and inﬂatable buoyant apparatus’ (IBAs) is typically 12 months or as speciﬁed by applicable USCG regulations.

Some Navy combatant craft may be equipped with extended-service IBAs requiring service every 30 months.

These IBAs have Navy approval to have an extended service interval. The extended-service IBAs are serviced in

commercial servicing stations authorized by the IBA manufacturer to service those types of devices.

583-12.10.3 DEPOT LEVEL. Inspection, major, or minor repair of the various rafts (

paragraph 583-12.10.1)

shall be accomplished by an approved certiﬁed repair facility (

paragraph 583-12.11.1.1).

a. Conduct all applicable tests and inspections on raft, equipment, and systems listed in the appropriate techni-

cal manuals.

b. Make any major and minor repairs as necessary.

583-12.11 SERVICING AND MAINTENANCE

583-12.11.1 SERVICING. A facility that will provide service to Navy life rafts is any NAVSEA approved

activity designated to accomplish minor and major repairs, inspection, maintenance, and survey of inﬂatable rafts.

These facilities are annually certiﬁed by a NAVSEA certiﬁcation team. The following designated activities are

presently certiﬁed repair facilities:

a. Norfolk Naval Shipyard (NNSY), Portsmouth, VA.

b. Naval Ship Repair Facility (NSRF), Yokosuka, Japan.

c. Southwest Regional Maintenance Center (SWRMC), San Diego, CA.

d. RFD-Beaufort, Inc., (formerly Inﬂatable Survival Systems, Inc. (ISSI)), Sharon Center, Ohio, Original equip-

ment manufacturer (OEM) for the MK-7 and MK-8 life raft.

583-12.11.1.1 Repair. A repair is the correction of a problem which, when completed, will restore a raft to a

fully operable condition. Any fabric repair on an air retaining surface will require a reliability test.

S9086-TX-STM-010

583-12-8

583-12.11.1.2 Maintenance. Life rafts that require repair or recertiﬁcation shall only be accomplished by an

activity designated in

paragraph 583-12.11.1 and in accordance with S9008-AA-PRO-010 and the various appro-

priate maintenance bulletins issued by NAVSEA.

583-12.12 RAFT CERTIFICATION AND EXCHANGE

583-12.12.1 INSPECTION, CERTIFICATION AND EXCHANGE. Upon receipt of ships’ inﬂatable life rafts

for inspection and recertiﬁcation or repair, the depot level activities shall accomplish inspections, tests, and

repairs as cited in paragraphs of this section.

583-12.12.2 TEST OF THE HYDROSTATIC RELEASE DEVICE. When the life rafts for a ship or craft are

removed for servicing, the hydrostatic release device (HRD) must be tested. There are two types of HRDs in use,

the can-type and the Thanner DK84.1M diaphragm type. The two types of HRDs use different test procedures.

583-12.12.2.1 Can-Type Hydrostatic Release Device. The can-type HRD is tested using dimensional checks.

The can component is measured in length using calibrated, micrometer-dial calipers. Two measurements are taken

approximately 90° apart along the longitudinal axis of the can. The can must measure at least 4.16 inches (10.57

cm) in length at both places to pass the test. Can-type HRDs which fail the test shall be disposed.

583-12.12.2.2 Thanner DK84.1M Hydrostatic Release Device (HRD). The Thanner HRD is tested using a

manufacturer approved test apparatus. The HRD is secured in the pressure chamber of the test apparatus with a

load placed on its release pawl. The cover to the pressure chamber is secured closed and air pressure is supplied

to the chamber until the HRD releases. The HRD must actuate between 0.15 and 0.40 bar to pass the test. If the

HRD passes the test, it is reset, tagged with the test date, and is ready to use. A Thanner HRD that fails the test

can be repaired according to procedures in NAVSEA S9008-AA-PRO-010, retested, reset, and returned to ser-

vice.

S9086-TX-STM-010

583-12-9 / (12-10 Blank)

12-10

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SECTION 13

SEARCH AND RESCUE (SAR)

583-13.1 READY SERVICE RESCUE BOAT

Every ship, while operating underway will designate one ship’s boat as the Ready Service Rescue boat.

583-13.2 PROCEDURES FOR SEARCH AND RESCUE OPERATIONS

SAR procedures shall be in accordance with NTTP 3-50.1, NAVY SEARCH AND RESCUE MANUAL.

583-13.3 SAR EQUIPMENT

SAR equipment is required for both shipboard and boat SAR operations are speciﬁed in NTTP 3-50.1, NAVY

SEARCH AND RESCUE MANUAL. This equipment is supported on an AEL in the ship’s COSAL.

S9086-TX-STM-010

583-13-1 / (13-2 Blank)

13-2

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SECTION 14

BOAT TRAILERS

583-14.1 BOAT TRAILER

Most boats will include a trailer designed speciﬁcally for transporting the boat over the road. Boat trailers,

when they are supplied with the boat, should be treated as part of the overall boat system.

All boat trailers transporting boats over public roads and highways must meet CFR Title 49, Chapter V,

National Highway Traffic Safety Administration, Department of Transportation, Part 571, Federal Motor Vehicle

Safety Standards (FMVSS) and CFR Title 49, Chapter III, Federal Motor Carrier Safety Administration, Depart-

ment of Transportation, Part 393, Parts and Accessories Necessary for Safe Operation. All boat trailers, regard-

less of use, must be capable of safely conveying the combined load of the boat and its accompanying load.

583-14.2 BOAT TRAILER MAINTENANCE

Boat trailers should be periodically inspected in accordance with the trailer manufacturer’s recommendations

or a regimented program developed by the cognizant activity. NAVSEAINST 4790.8 (series) requires implemen-

tation of the Maintenance and Material Management (3M) system, in accordance with OPNAVINST 4790.4

(series), for all NAVSEA boat assets (which includes trailers) with the following exceptions:

“Civilian operated and maintained ships, small boats, and service craft, unless speciﬁcally included as a

requirement in a Base Operating Contract (BOC) or other similar document. Civilian contracts may include 3-M

support if applicable).”

583-14.3 BOAT TRAILER REPAIR AND MODIFICATION

As a result of the periodic inspections, it will be necessary to effect repairs upon the boat trailer. Repairs

should be accomplished in accordance with the trailer manufacturer’s recommendations using parts from an

approved parts list. Approved parts lists are those parts lists provided by the trailer manufacturer or those parts

that have been identiﬁed to comply with the requirements of CFR Title 49, Chapter V, National Highway Traffic

Safety Administration, Department of Transportation, Part 571, Federal Motor Vehicle Safety Standards (FMVSS)

and CFR Title 49, Chapter III, Federal Motor Carrier Safety Administration, Department of Transportation, Part

393, Parts and Accessories Necessary for Safe Operation and the intended service.

As with boats in general, all conﬁguration changes shall be based on the procedures described herein. Boat

trailer conﬁguration changes to U.S. Navy boat trailers are often necessary for user boat custodians to accom-

plish assigned tasks in their geographic location. Alterations may affect characteristics such as strength, weight,

cargo capacity, safety, or outﬁt to support special conditions. As the trailer is subsystem of the boat, a BOATALT

is developed and issued by PEO SHIPS PMS325 for speciﬁc classes of boats’ trailers or individual boat trailers

with special requirements. If the basic trailer conﬁguration is unchanged, e.g. no structural modiﬁcations or

equipment changes, then no BOATALT is necessary. Before a boat trailer alteration action can be initiated, the

same process as described in 583-1.6 shall be followed.

583-14.4 BOAT TRAILER INTERNAL AIR TRANSPORT

There are special design requirements for transporting boats and trailers on ﬁxed wing aircraft. These

requirements are found in MIL-HDBK-1791, Designing for Internal Aerial Delivery in Fixed Wing Aircraft,

MIL-STD-209, Slinging and Tie-Down Provisions for Listing and Tying Down Military Equipment and DLAR

4500.25, DOD Engineering For The Transportability.

S9086-TX-STM-010

583-14-1

583-14.5 BOAT TRAILER EXTERNAL AIR TRANSPORT

There are special design requirements for transporting boats and trailers on rotary wing aircraft. These

requirements are found in MIL-STD-913, Requirements For The Certiﬁcation Of Sling Loaded Military Equip-

ment For External Transportation by Department of Defense Helicopters, MIL-STD-209, Slinging and Tie-Down

Provisions for Listing and Tying Down Military Equipment and DLAR 4500.25, DOD Engineering For The

Transportability.

583-14.6 BOAT LAUNCH AND RECOVERY FROM TRAILERS

The following are standard practices for launching and recovering boats from trailers.

583-14.6.1 BOAT LAUNCH. Ensure that the ramp is 5-15 degrees slope and is long enough so the trailer will

not fall off the end of the ramp before the boat ﬂoats off the trailer. Line up the trailer with the ramp. Ensure that

the boat is prepared for operation. Insert and tighten all bilge plugs. Remove winch cable hook from boat’s bow

eye and remove tie-down straps between trailer and boat. With a coxswain on the boat, slowly back the trailer

into the water until the boat hull is sufficiently submerged and nearly ﬂoating. Start the boat engines when the

cooling water intakes (near the transom) are in clean water and slowly back the boat until it has cleared the trailer.

Pull the trailer out of the water and clear of the launch ramp. The trailer should be rinsed with fresh water if it

will not be used for several days. To prepare the trailer for road travel, test trailer lights and the trailer brakes.

583-14.6.2 BOAT RECOVERY. Ensure that the ramp is 5-15 degrees slope and is long enough that the trailer

will not fall off the end of the ramp before the boat can land on the trailer. Attach the winch handle and unroll a

few feet of cable from the winch to attach to the bow eye when the boat is on the trailer. Back the trailer into

the water until it is sufficiently submerged for boat recovery. Position the boat on the trailer up to the forward

bow stops. Attach the winch cable hook to the bow eye and tighten the cable. After powering, secure the engine

and allow them to idle to cool. Slowly ascend the ramp. Ensure that the boat is sitting with its keel on the trail-

er’s centerline and that the bow remains in contact with the forward bow stops. If the tow vehicle jerks the trailer

out of the water, the boat may pull against the winch cable and move away from the bow stops. If that happens,

back the trailer into the water to winch the boat against the bow stops again and ascend the ramp slowly. Check

the bilges are not contaminated with oil and remove the boat drain plug to drain the boat when still on the ramp.

(Bilges will not drain when trailer is level.) Move boat to level ground and set brakes on tow vehicle to prepare

boat for transit. Lower and secure appendages on the boat such as arches, canopies, and radio antennas. Attach

the cargo straps. Verify that the brakes are functioning properly by making several short starts and stops prior to

entering the roadway. Wash the hull and trailer with fresh water as soon as possible. Concentrate on the wheel

and brake assemblies.

S9086-TX-STM-010

583-14-2

APPENDIX A

TECHNICAL MANUAL DEFICIENCY/EVALUATION REPORT (TMDER)

NOTE

Ships, training activities, supply points, depots, Naval Shipyards, and Supervi-

sors of Shipbuilding are requested to arrange for the maximum practical use and

evaluation of NAVSEA technical manuals. All errors, omissions, discrepancies,

and suggestions for improvement to NAVSEA technical manuals shall be

reported to the Commander, NAVSURFWARCENDIV, 4363 Missile Way, Port

Hueneme, CA 93043-4307 on NAVSEA/ SPAWAR Technical Manual Deﬁ-

ciency/Evaluation Report (TMDER), NAVSEA Form 4160/1. To facilitate such

reporting, print, complete, and mail NAVSEA Form 4160/1 below or submit

TMDERS at web site https://nsdsa2.phdnswc.navy.mil/tmder/tmder.htm. All

feedback comments shall be thoroughly investigated and originators will be

advised of action resulting therefrom.

TMDER / MAILER (ON CDROM)

S9086-TX-STM-010

583-A-1 / (A-2 Blank)

A-2

@@FIpgtype@@BLANK@@!FIpgtype@@

Ref: NAVSEAINST 4160.3A NAVSEA S0005-AA-GYD-030/TMMP

NAVSEA/SPAWAR TECHNICAL MANUAL DEFICIENCY/EVALUATION REPORT (TMDER)

INSTRUCTIONS: Continue on 8 ½” x 11” page if additional space is needed.

1. Use this report to indicate deficiencies, problems and recommendations relating to publications.

2. For CLASSIFIED TMDERs see OPNAVINST 5510H for mailing requirements.

3. For TMDERs that affect more than one publication, submit a separate TMDER for each.

4. Submit TMDERs at web site https://nsdsa2.phdnswc.navy.mil

or mail to: COMMANDER, CODE 310 TMDER BLDG 1389,

NAVSURFWARCENDIV NSDSA, 4363 MISSILE WAY, PORT HUENEME CA 93043-4307

1. PUBLICATION NUMBER 2. VOL/PART 3. REV/DATE OR CHG/DATE 4. SYSTEM/EQUIPMENT ID

5. TITLE OF PUBLICATION 6. REPORT CONTROL NUMBER

(6 digit UIC-YY-any four: xxxxxx-03-xxxx)

7. RECOMMEND CHANGES TO PUBLICATION

7a. Page # 7b. Para # 7c. RECOMMENDED CHANGES AND REASONS

8. ORIGINATOR’S NAME AND WORK CENTER 9. DATE 10. ORIGINATOR’S E-MAIL ADDRESS 11. TMMA of Manual

(NSDSA will complete)

12. SHIP OR ACTIVITY Name and Address (Include UIC/CAGE/HULL) 13. Phone Numbers:

Commercial ( ) -

DSN -

FAX ( ) -

NAVSEA 4160/1 (Rev. 7-2003) S/N 0116-lf-985-4100

FOLD HERE AND TAPE SECURELY

PLEASE DO NOT STAPLE

INCLUDE COMPLETE ADDRESS

USE

PROPER

POSTAGE

FOR OFFICIAL USE ONLY

COMMANDER

CODE 310 BLDG 1389

NAVSURFWARCENDIV NSDSA

4363 MISSILE WAY

PORT HUENEME CA 93043-4307

FOLD HERE AND TAPE SECURELY

PLEASE DO NOT STAPLE