As a Sailor in the U.S. Navy, you will more than likely serve aboard ship. In previous chapters, you have learned some things about shipboard organization and routine. You know, for example, that each day’s events are listed in the Plan of the Day (POD). You have learned that there are certain rituals regarding the national ensign and that ships have a commanding officer we traditionally call “Captain,” a second in command whose title is executive officer or XO. You know that each ship is organized into a variety of departments and divisions. In this chapter, you will learn more about the routine and the not-so-routine aspects of shipboard life.
STANDARD ORGANIZATION AND REGULATIONS OF THE U.S. NAVY (SORM)
If you had to learn a new set of regulations and an entirely different organization every time you moved from one division, department, or ship to another, you would waste a great deal of time and probably become very confused and not very efficient. The Navy has standardized everything—routine, regulations, and organization—as much as possible on all ships, so that transferring from one to another will require only minor adjustments on your part. The basis for this standardization is the current edition of the Standard Organization and Regulations of the U.S. Navy (OPNAVINST 3120.32), also known as the Standard Organization and Regulations Manual, and frequently referred to as “the SORM.” Your daily and weekly routine aboard ship will be governed by this book, no matter which ship you might serve in. Your division and department will be organized in accordance with this manual, and the ship’s governing regulations and instructions will have been drawn up using it as well, most likely giving it a ship’s instruction number, such as “NEVERSINKINST 3120.32.” Anytime you are assigned to a different ship, you should be sure to familiarize yourself with that ship’s SORM.
Chapters in the SORM are as follows:
1. Unit Administration
2. Standard Unit Organization
3. Roles and Responsibilities
4. Watch Organization
5. General Guidance and Regulations
6. Unit Bills
7. Safety
8. Training
9. Ship Maintenance and Modernization
10. Unit Directives System
Appendix A. Acronyms
These chapters are discussed here and in other parts of The Bluejacket’s Manual, but you would do well to periodically review the SORM itself to be sure you are properly informed and in compliance with this important publication. Copies will be available at your command and/or online.
General Guidance and Regulations
Chapter 5 of the SORM, entitled “General Guidance and Regulations,” spells out those regulations that are common to all Navy ships, most of which will apply directly to you. For example, it contains rules concerning the proper operation of the ship’s general announcing system (1MC), telling you that you must never use the 1MC without permission from the OOD. In chapter 5, you will also find that
Alcohol must never be consumed aboard a Navy ship except when authorized for medicinal purposes.
Wearing shoes while in a berth (bed) is forbidden.
Gambling is illegal.
Nothing is to be sold aboard ship except in the ship’s store.
Any electrical appliances brought on board must be approved by the ship’s electrical officer.
Freshwater must be conserved.
Government property may not be removed from the ship without permission.
Any communicable disease you have (or think you have) must be reported.
Intoxication may lead to restraint.
Red lights are the only lights authorized in certain areas at night (to preserve night vision for watchstanders).
Cups, silverware, and other dining items must not be removed from the mess decks.
Ship’s parties and other social events or celebrations must not glorify or encourage the consumption of alcohol, include sexually suggestive activities, or show disrespect to religious beliefs.
Frayed, torn, dirty, or otherwise mutilated clothing is prohibited.
Paint and other flammable substances must be properly stowed.
Pets are not allowed without permission of the commanding officer.
Nothing should be thrown overboard without permission.
Swimming over the side of the ship is not permitted without permission from the commanding officer.
Personal mail may be subject to censorship for security reasons.
Specific routes must be followed when going to general quarters stations. If you must go forward or up, do it on the starboard side of the ship; use the port side to go aft or down.
There are more regulations discussed in chapter 5. Because you will be held accountable for all applicable ones, you should make certain that you read and understand them.
Unit Bills
Chapter 6 of the SORM describes the various bills used to ensure that the required stations are manned for all important evolutions. Once these bills are set up on your ship, they tell you where you are supposed to be and what your duties will be for a given evolution. For example, the man overboard bill tells you where you are supposed to go and what you are supposed to do if anyone falls off the ship. If your ship is headed for some bad weather, the heavy weather bill explains who does what in order to prepare. Quite a few bills are listed and explained in chapter 6 to cover virtually every contingency, but not all of them apply to every type of ship. The unit bills covered in chapter 6 may be used as written or may be used as a guide in writing bills tailored for a specific ship.
The bills in chapter 6 are grouped according to the function they provide and are included as administrative, operational, emergency, or special.
ADMINISTRATIVE BILLS
Included in this group are the bills that take care of routine functions in the daily administration of the ship. Some of the bills found in this section are listed below.
Berthing and Locker Bill. This bill ensures that you and all your fellow crewmembers have a place to sleep and to stow your clothing and other personal effects.
Cleaning, Preservation, and Maintenance Bill. Procedures for cleaning and preservation (such as painting and lubricating) are provided so that department heads and division officers can make the appropriate personnel assignments.
Formation and Parade Bill. Identifies the areas of the ship to be used for various formations, such as morning quarters, personnel inspection, quarters for entering and leaving port, and ceremonial manning of the rail. Both fair-and foul-weather plans must be drawn up for many of these evolutions.
General Visiting Bill. Used to specify procedures for controlling visitors to the ship, ensuring adequate security for the ship and safety of the visitors.
Orientation Bill. Designed to provide an indoctrination program for newly reporting personnel, this bill calls for briefings and counseling on the ship’s history, mission, organizations, regulations, routine, current operating schedule, and a variety of other topics.
Zone Inspection Bill. Under the guidance of this bill, the ship is divided into zones small enough to allow an experienced officer to conduct a thorough inspection in a reasonable amount of time. Zone inspections are conducted at least quarterly, and each zone has a senior officer (ideally a department head) assigned on a rotational basis to ensure a fresh look at the zone each time.
Other administrative bills include the official correspondence and classified material control bill, the personnel assignment bill, the personnel recall bill, and several types of security bills.
OPERATIONAL BILLS
These bills cover a wide variety of operations that a ship may conduct as part of its mission, such as operating the ship’s boats, launching and recovering aircraft, fueling helicopters while they are hovering above your ship, collecting intelligence, defending the ship against attack while it is in port, preparing for heavy weather, operating in extreme cold, navigating under various circumstances, replenishing supplies while under way, rescuing individuals or other vessels in distress, putting divers in the water, performing salvage operations, and towing other vessels. Some of the other operational bills of special interest are discussed below.
Darken Ship Bill. When ships steam at night all unnecessary lights that can be seen outside the ship must be extinguished for navigational safety and to avoid enemy detection in war. When darken ship is set, the word will be passed over the 1MC to “set darken ship,” and all topside doors and hatches must be closed and all ports blacked out. To perform efficiently during darken ship, you must be able to find your way around the ship’s topside in complete darkness and know how to open and close doors, plug in telephones, locate switches, and handle all other equipment at your underway and general-quarters stations. During darken ship, only flashlights or hand lanterns with red lens covers can be used topside, and only when absolutely necessary.
Dry-Docking Bill. On occasion, ships need to come out of the water for major repairs to their hull, rudder, propellers, or other underwater fixtures. This is accomplished by putting the ship into a special dock that can be pumped dry, leaving the ship perched on special blocks so that workers can get to her underside. This is obviously a delicate operation that must be accomplished without error. The ship’s dry-docking bill establishes the procedures and ensures that all personnel involved know what needs to be done.
EMCON Bill. Enemy forces with the right kind of equipment can locate your ship by picking up and homing in on the ship’s emitters (equipment that puts electronic signals into the air, such as radar and radio). To counter this, the ship will have an emission control (EMCON) bill, which will ensure that the ship’s emitters are turned off or very tightly controlled when the threat of enemy detection is a concern.
Equipment Tag-Out Bill. Common sense dictates that you must turn off the power before you work on a piece of electrical or electronic equipment, but aboard ship the power cutoff switch may be located some distance from the equipment it serves. The same is true for steam lines, fluid lines, and other potentially dangerous systems found aboard modern ships. Sometimes, for safety reasons, it is essential to turn off equipment you are not even working on; for example, if you are going up on the mast to change the bulb of the ship’s masthead light, it is vital to turn off the radars and transmitting radio antennas to keep you from being harmed by them. The last thing you want to happen is for someone to turn on a piece of equipment accidentally or open a valve that presents a hazard to you. To prevent such accidents, ships employ equipment tag-out procedures, which involve labeling all secured components, making periodic announcements over the ship’s general announcing (1MC) system, and ensuring interdepartmental coordination and cooperation.
Special Sea and Anchor Detail Bill. When ships get under way or return from sea, many more people must man stations and perform tasks not necessary during routine steaming. For example, the ship’s anchors must be manned (either actually to anchor the ship or to be ready in case of an emergency) whenever the ship enters shallow water. This bill provides the organization necessary to ensure that the ship is properly manned and ready for safe navigation when entering or leaving port.
EMERGENCY BILLS
The nature of life at sea and the dangers encountered in wartime create the need for advance preparation for a wide variety of emergencies. The emergencies covered in this section of chapter 6 of OPNAVINST 3120.32 include aircraft crash and rescue, man overboard, nuclear-reactor casualties, nuclear-weapon accidents, and encounters with toxic gas.
Jettison Bill. Used when the ship’s stability is threatened and can only be improved by throwing overboard (jettisoning) heavy items, particularly those located high in the ship. For example, a fire, collision, or some other disaster on an aircraft carrier may result in the ship taking on large quantities of water, which threatens stability. By throwing aircraft and flight-deck tractors off the flight deck the situation can be improved.
Emergency Steering Bill. Because steering is so vital to a ship, the crew must be able to improvise with emergency steering measures when the time comes. The emergency steering bill sets up the procedures for contending with this emergency.
SPECIAL BILLS
Several bills that do not fit into the other categories are listed as special bills.
Antisneak/Antiswimmer Attack Bill. When ships are in foreign ports, it is prudent to defend against sneak attacks. Because ships are particularly vulnerable to underwater attack by swimmers, extra measures of security must be employed to prevent such attacks.
Evacuating Civilians Bill. Crisis situations such as foreign wars or natural disasters sometimes require civilians to be evacuated. Because U.S. Navy ships are deployed to many parts of the world, they are often the most efficient means of carrying out evacuations. This bill provides the guidance for preparing for such a contingency.
Prisoners of War Bill. Should your ship be involved with the taking or transport of enemy prisoners of war, this bill establishes the procedures required in this situation.
Strip Ship Bill. During battle, many items found aboard ship during peacetime conditions can become very hazardous. Certain flammable materials in particular may be perfectly safe for shipboard use during normal conditions, but under combat conditions greatly enhance the ship’s chances of sustaining lethal damage. The strip ship bill establishes procedures for removing these items in a methodical and logical manner.
Troop Lift Bill. Should your ship be required to transport troops from one place to another, this bill will help your ship properly organize for the task.
WATCH, QUARTER, AND STATION BILL
Most significant of all the bills found in your ship is the watch, quarter, and station (WQ&S) bill. This bill is prepared by your division officer and summarizes the personnel assignments within the division, based upon the other unit bills and the actual people assigned to the division. You should know where this bill is posted and be familiar with those parts that apply to you. Your name will actually appear on this bill, and it will list your responsibilities under various conditions.
Some ships are equipped with computer-generated systems that automate the WQ&S functions, while others continue to use the old WQ&S manual system, which uses a bulletin board–size chart to list all the required stations and the people who are assigned to them.
By referring to the WQ&S bill, you will see your bunk and locker number, your cleaning station, your in-port and at-sea watch assignments, your assignments during special situations covered by other unit bills (such as fire, collision, or rescue and assistance) and what you are supposed to do during various readiness conditions (explained below).
SHIPBOARD ROUTINE DUTIES
As you have probably gathered from the previous discussion, life aboard ship has many different aspects. Some days you may be taking part in evolutions such as entering and leaving port, refueling, receiving a helicopter, providing gunfire support, rescuing victims of some natural disaster, or any number of other activities that Navy ships take part in around the world. At other times, your day may include more routine (but important) functions, such as cleaning or performing upkeep maintenance or repairs.
Cleaning
The most basic form of preventive maintenance is cleaning. It is also among the least glamorous of the many duties you will perform while living aboard ship, but this function is just as vital as anything you will do. You may have heard the term “shipshape” used to describe something that is clean and well organized; this term did not come into the English language by accident. A dirty or improperly maintained ship will not function at peak efficiency and will create psychological as well as material problems that can mean the difference between victory and defeat when the time comes for the crew to perform under difficult circumstances.
Ships, by their very nature, cannot hire out to professional cleaning services, nor can they afford the luxury of having cleaning specialists in the crew whose only function is to do the cleaning. Therefore, the responsibility for cleanliness falls upon the crew, and these duties must be carried out in addition to other responsibilities that come with being a Sailor aboard ship.
As already discussed, the WQ&S bill will include your routine cleaning assignments so that you will know what your responsibilities are in this area. This does not mean that what is listed in the WQ&S will be your only cleaning assignments. You may be given additional assignments from time to time by crewmembers senior to you.
SWEEPERS
One of the routine evolutions you will likely encounter aboard ship is “sweepers.” Shortly after reveille, at the end of the regular working day, and at other times as necessary, the word is passed on the ship’s 1MC for sweepers. At these times, all men and women assigned as sweepers draw their gear, sweep and swab (mop) their assigned areas, and empty trash receptacles. If you are assigned as a sweeper or are placed in charge of a sweeper detail, make certain that trash and dirt are always picked up in a dustpan, never just swept over the side. Besides the potential environmental impact, sweeping dirt and trash over the side may result in the wind blowing it back on board, or it may stick to the side, giving the ship an unsightly appearance.
COMPARTMENT RESPONSIBILITY
Every compartment on a ship is assigned to a particular division for cleaning and maintenance responsibilities. While the members of the responsible division will be aware which spaces have been assigned to them, it is important to have some means to find out which division is responsible for a given space. On an aircraft carrier, for example, there are hundreds of compartments, and the executive officer may not be able to remember who is responsible for every space, but in his or her travels about the ship he or she may be disappointed in the condition of one of the passageways. You may be going from one deck to another through a ladder well and notice that the nonskid surface is peeling up on one of the ladder rungs, creating a safety hazard. The carrier XO and you need an efficient system for finding the responsible division.
This basic but important need is met by compartment responsibility marking, commonly called a “Bullseye” as explained in TAB 11-A: Shipboard Compartment Identification. The last line on the Bullseye tells you which division is responsible for the space.
In addition to the Bullseye, each compartment has its own “Compartment Check-off List (CCOL).” This is a quick-reference checklist that lists the various damage control fittings such as watertight doors and firemain connections as well as ventilation ducts, fluid system components, and electrical components. This can be an invaluable source of information for routine maintenance as well as for emergency conditions.
If you are assigned duty as a berthing-compartment cleaner, you will be responsible for keeping the compartment scrupulously clean. This is extremely important, because the close living conditions aboard ship make cleanliness not only desirable but absolutely essential. Few things can affect the combat effectiveness of a unit more than the spread of communicable disease, and unpleasant living conditions can have serious effects upon morale.
Compartment decks are often covered with various substances for a variety of reasons. For example, nonskid materials are often applied to decks or ladder steps to prevent slipping, and decks near electronic equipment are frequently covered with special rubber matting to minimize the hazard of electrical shock.
You will frequently encounter tile on decks inside the skin of the ship. The tile used in the Navy is more resilient and presents fewer hazards than many forms you may have encountered in other walks of life (pun not intended). Tile-covered decks are maintained by sweeping loose dirt daily and wiping away spills as soon as possible. Frequent clamp-downs (cleaning with a wet swab) are important to prevent the buildup of unwanted substances. After a clamp-down, allowing the deck to dry and then buffing it with an electric buffing machine will improve the deck’s appearance. For a more thorough cleaning when the deck is unusually dirty, apply a solution of warm water and detergent with a stiff bristle brush or circular scrubbing machine. Use water sparingly. Wet the deck with the cleaning solution, but do not flood it. Remove the soiled solution with a swab and rinse with clean water to remove residual detergent. Stubborn dirt and black marks left by shoes can be removed by rubbing lightly with a scouring pad or fine steel wool, or a rag moistened with mineral spirits.
Waxing will greatly improve the appearance of a tiled deck, but it should not be done to excess and should not be done when the ship is going out to sea or when heavy weather is anticipated. This is an added precaution against slipping, even though approved emulsion floor waxes are designed to be slip-resistant.
When rubber matting needs cleaning, it should be washed with a detergent solution, rinsed with a minimum amount of water, and dried.
Static conductive linoleum is ordinarily used as a deck covering in the medical operating room. This material should be cleaned in the same way as resilient deck covering, except that wax, oil, and polish should be avoided. These substances act as insulators and reduce the electrical conductivity of this type of deck covering. The deck’s gloss may be increased by buffing lightly with fine steel wool and a floor-polishing machine.
Nonskid paint should be cleaned with a solution of one pint detergent cleanser and five tablespoons dishwashing compound or ten tablespoons of a substance called “metasilicate.” This preparation is diluted with freshwater to make twenty gallons of solution. Apply with a hand scrubber and let it soak for five minutes then rinse with freshwater. Nonskid deck coverings should never be waxed or painted; otherwise, their nonskid properties will be reduced.
TOPSIDE SURFACES, DECKS, AND DECK COVERINGS
Topside surfaces, because of their constant exposure to weather and sea spray, must be kept clean in order to minimize the need to remove rust and other forms of corrosion. It is a lot easier and more economical to sweep and swab a deck than it is to remove rust and old paint and then repaint it.
There will be many inclement days at sea when weather and sea conditions prevent the crew from cleaning topside surfaces, but at the first opportunity these should be cleaned with freshwater and inspected for signs of rust and corrosion. If you see the beginnings of rust or signs of corrosion (aluminum surfaces, for example, will develop a white powdery residue in the early stages of corrosion), tend to the area immediately. A little work in the beginning will save a lot of work later.
FIELD DAY
Periodically, a field day is held. Field day is cleaning day, when all hands turn to and clean the ship inside and out, usually in preparation for an inspection by the captain or his representatives. Fixtures and areas sometimes neglected during regular sweepdown (such as overhead cables, piping, corners, spaces behind and under equipment) are thoroughly cleaned. Bulkheads, decks, ladders, and all other accessible areas are scrubbed; the “knife edges” around watertight doors and their gaskets are checked, and any paint, oil, or other substances are removed; brightwork is shined; and clean linen is placed on each bunk. Field days improve the ship’s appearance and sanitary condition, preserve her by extending paint life, and reduce the dirt around equipment. Besides the obvious effects that dirt can have on health, appearance, and morale, accumulated dirt can cause sensitive electronic equipment to overheat and can cause serious abrasion problems for moving parts on machinery.
Maintenance
Just as a car must receive oil changes and other forms of periodic maintenance in order to keep functioning at peak efficiency, a ship and all of its many types of equipment must be maintained in order to meet all the challenges that may come along in both peace and war.
Broadly speaking, maintenance is either preventive or corrective. Preventive maintenance forestalls equipment or material failure. It includes such things as inspecting, cleaning, painting, lubricating, and testing. Corrective maintenance is another name for repair and becomes necessary when a piece of equipment fails or some part of the ship needs to be fixed. Such things as replacing worn-out parts in a piece of machinery, patching holes in the hull of one of the ship’s boats, or rewiring an electronic component would be examples of corrective maintenance.
Because of the Navy’s size and complexity, and the variety of equipment that must be maintained for ready use, a carefully planned program is required. The program must be the same for all equipment of the same type, regardless of the type of ship or location, so that a person transferred from one location to another can take on a new task easily. The Navy has such a program—the 3M (maintenance and material management) system.
THE MAINTENANCE AND MATERIAL MANAGEMENT (3M) SYSTEM
This system, explained in detail, establishes service-wide maintenance procedures so that you can maintain a piece of equipment using the same procedures no matter what ship you may be serving in. This system also standardizes the scheduling of maintenance so that it is the same everywhere you go. It also allows for the standardized collection of data, which is useful in analyzing the reliability of specific equipment and thereby leads to the improvement of maintenance scheduling and procedures. The two main features of the system with which you will be concerned are the planned maintenance system (PMS) and the maintenance data system (MDS).
Planned Maintenance System (PMS). PMS is designed to standardize and simplify maintenance procedures. It defines types of maintenance, sets up maintenance schedules, prescribes the tools and methods used for a particular type of maintenance, and helps you detect and prevent impending casualties. PMS also provides a good foundation for training in equipment operation and maintenance.
This portion of 3M also gives shipboard department heads the means to manage, schedule, and control the maintenance of their equipment. There are three major components of PMS: the PMS manual, maintenance schedules—cycle, quarterly, and weekly—and maintenance requirement cards (MRCs).
You will probably use MRCs almost daily. Your work center will have a complete set of them. When the weekly schedule names you for a job, use the appropriate MRC for step-by-step guidance while performing your task. The MRC has a periodicity code that tells when or how often a job is done (see TAB 11-B: 3M Periodicity Codes).
If the MRC indicates a “related maintenance,” it means there are two jobs and that they should be done together. Safety precautions are listed for each job. Make sure you read, understand, and observe all precautions. The word “Caution” on an MRC means that a careless worker can damage the equipment; “Warning” means that the equipment could injure the worker. The section labeled “Tools, parts, materials, and test equipment” tells you exactly what to use. Don’t substitute without authorization. If, for example, a particular grease is called for but not available, don’t use just any grease. Check with your supervisor to see if there is an approved substitute.
Maintenance Data System (MDS). MDS is a management tool used by systems commands and fleet and type commanders to identify and correct maintenance and logistics support (supply) problems. This system has resulted in improvements in maintenance procedures, equipment design, the allocation of resources, and long-range cost accounting.
MDS is a means of recording planned and corrective maintenance actions. All maintenance actions, except daily and weekly preventive maintenance and routine preservation, are recorded in substantial detail using the MDS system. Recorded information concerns the number of man-hours required to make a repair, materials used, delays encountered, reasons for delay, and the technical specialty or activity involved. Once these data have been submitted using MDS forms and procedures, the information gathered is used to improve PMS and supply procedures, and can result in modifications to or replacement of equipment. The amount of time you spend recording information for the MDS system will be worthwhile because it is extremely valuable to those who must make important decisions on how to spend the Navy’s money and how to improve equipment and procedures that will affect you and the others who must do the maintenance and operate the Navy’s equipment.
PRESERVATION
One of the most effective means of preventive maintenance is what we call “preservation.” Preservation may be accomplished in a number of ways, such as applying protective grease to machinery parts that are subject to corrosion or lubricating moving parts to reduce abrasion. Simple cleaning procedures are a basic form of preservation, and a common method of preserving the surface areas of ships is painting. Whether your stay in the Navy is one enlistment or a full thirty-year career, and no matter what your rating, chances are you will be expected to paint something at some time. The old saying, “If it moves, salute it; if it doesn’t, paint it,” is more humor than fact but it contains a kernel of truth. Paint is vital because it seals the pores of wood and steel, arrests decay, and helps prevent rust. It also promotes cleanliness and sanitation because of its antiseptic properties and because it provides a smooth, washable surface. Paint is also used to reflect, absorb, or redistribute light. And, properly applied, it can improve the appearance of things markedly.
Despite all of its advantages, paint that is improperly applied can cause many problems. Proper painting is a skill that must be learned. While experience is the best teacher, there are procedures and methods that you can learn to prepare yourself for the challenges of becoming a skilled painter. Before painting, you must be able to select suitable paints for the surfaces to be covered, and you must know how to effectively prepare those surfaces. Then you must learn the correct methods of actually applying the paint.
TYPES OF PAINT
Different surfaces require different kinds of paint. Different conditions (for example, whether the area will be exposed to water or air) will also dictate the kind of paint compounds that are to be used.
Primers are base coats of paint that adhere firmly to wood and metal, providing a smooth surface for finishing coats. They also seal the pores. Those applied on steel are rust inhibitors as well. At least two coats of primer should be used after the surface is cleaned to a bright shine. A third coat should be added to outside corners and edges. At least eight hours’ drying time should be allowed between primer coats.
The ship’s bottom (hull that is underwater all of the time, except when the ship is in dry dock) is painted with two special kinds of paint. Anticorrosive paint inhibits rusting and antifouling paint slows down the attachment and development of marine growth (popularly known as barnacles), which if allowed to grow can slow down a ship considerably. Remember that antifouling paint goes on after anticorrosive paint, because the former, if allowed to come into direct contact with the hull, will cause pitting.
The waterline area, which is sometimes underwater and sometimes exposed to air, is called the “boot topping” and is painted black with a special paint compound.
Vertical surfaces above the upper limit of the boot topping are given two coats of haze gray. Horizontal surfaces are painted with exterior deck gray, which is darker than haze gray. The underside of deck overhangs is painted white.
A nonskid deck paint is used on main walkways. It contains a small amount of pumice, which helps to give a better footing.
The top of stacks and top-hamper, subject to discoloration from smoke and stack gases, are painted black.
Depending on the use to which individual compartments are put, several color schemes are authorized or prescribed for interior bulkheads, decks, and overheads. Some spaces may be painted at the discretion of the individual ship, but many areas must be painted as prescribed by Naval Sea Systems Command (NAVSEASYSCOM). Deck colors, for example, are dark green in the wardroom and officers’ quarters, dark red in machinery spaces, and light gray in enlisted living spaces. Common bulkhead colors are green for offices, radio rooms, the pilot house, and medical spaces; gray for the flag plot, combat information center, and sonar control; and white for storerooms and sanitary and commissary spaces. Overhead colors are either the same as bulkhead colors or white.
Many other types of paints are used for special purposes in the Navy. Aluminum surfaces require special primers and outer coats. Canvas preservatives, antisweat coating systems, varnishes, machinery paints, and many others are used aboard ship for different purposes. Never paint a surface without making certain that you have selected the correct paint. When in doubt, ask.
SURFACE PREPARATION
For paint to adhere to a surface, all salt, dirt, oil, grease, rust, and loose paint must be removed completely, and the surface must be thoroughly dry.
Salt and most dirt can be removed with soap or detergent and freshwater. Firmly embedded dirt may require scouring with powder or with sand and canvas. Do not use lye or other strong solutions because they might burn or soften the paint. When oil and grease fail to yield to scrubbing, they must be removed with diesel oil or paint thinner, and extreme caution is necessary. If you use diesel oil, scrub the surface afterward to remove the oil. After scrubbing or scouring, rinse the surface with freshwater.
To remove rust, scale, and loose paint, you need hand tools or power tools, paint and varnish removers, or blowtorches. Hand tools are usually used for cleaning small areas; power tools are for larger areas and for cleaning decks, bulkheads, and overheads covered with too many coats of paint. The most commonly used hand tools are sandpaper, steel wire brushes, and hand scrapers.
Sandpaper is used to clean corners and feather paint. Paint will adhere better to a clean surface that has been lightly sanded. A wire brush is useful for light work on rust or light coats of paint. It is also used for brushing weld spots and cleaning pitted surfaces.
Scrapers are made of tool steel, the most common type being L-shaped, with each end tapered to a cutting edge like a wood chisel. They are most useful for removing rust and paint from small areas and from plating less than one-quarter-inch thick, when it is impractical or impossible to use power tools.
Occasionally, it is necessary to use a chipping or scaling hammer, but care must be taken to exert only enough force to remove the paint. Too much force dents the metal, resulting in the formation of high and low areas. In subsequent painting, the paint is naturally thinner on the high areas. Consequently, thin paint wears off quickly, leaving spots where rust will form and eventually spread under the good paint.
The most useful power tool is the portable grinder. It is usually equipped with a grinding wheel that may be replaced by either a rotary wire brush or a rotary cup wire brush. Light-duty brushes, made of crimped wire, will remove light rust. Heavy-duty brushes, fashioned by twisting several wires into tufts, remove deeply embedded rust.
Scaling may be done with a chisel and pneumatic hammer. When using this tool, you must take care that the chisel strikes the surface at approximately a 45-degree angle.
The rotary scaling and chipping tool (commonly called a “deck crawler”) is particularly helpful on large deck areas.
The electric disk sander is another handy tool for preparing surfaces. However, great care must be exercised in its use. If too much pressure is applied, or if the sander is allowed to rest in one place too long, it will quickly cut into the surface, particularly wood or aluminum.
Chemical paint and varnish removers are used mostly on wood surfaces but may be applied to metal surfaces that are too thin to be chipped or wire-brushed. Three types of removers are in general use: flammable, nonflammable, and water-base alkali. All three are hazardous, and safety precautions must be observed. These chemicals should be used only in well-ventilated spaces. Alkali remover is not to be used on aluminum or zinc because of its caustic properties.
Procedures for using these chemical removers are the same regardless of type. Wet the surface with a smooth coat of remover. Permit it to soak in until the paint or varnish is loosened, then lift the paint off with a hand scraper. After the surface is cleaned, wet it again with the remover and wipe it off with a rag. Finally, wash the surface thoroughly with paint thinner or soap and water. This final rinse gets rid of any wax left by the remover and any acids that may have been worked into the grain of the wood.
![[11.1] The rotary chipping...](../images/f0261-01.jpg)
![[11.2] A Sailor using...](../images/f0261-02.jpg)
[11.2] A Sailor using a disk sander aboard ship
Holes, dents, and cracks in surfaces and open-grained woods should be filled before finishing.
Putty, wood fillers, and even sawdust mixed with glue can be applied to wood. Deep cracks in wooden booms, spars, and the like should first be caulked with oakum or cotton caulking and then covered with putty.
Epoxy cements are available for use on steel and aluminum surfaces. Methods of application vary with the type of cement, so carefully follow instructions.
All fillers should be allowed to dry and then sanded smooth before you apply the first finishing coat.
PAINTING USING BRUSHES AND ROLLERS
Smooth and even painting depends as much on good brushwork as on good paint. There is a brush for almost every purpose, so pick the proper brush and keep it in the best condition.
With a flat brush, a skillful painter can paint almost any shipboard surface. Flat brushes are wide and thick, hold a lot of paint, and give maximum brushing action. Sash brushes are handy for painting small items, for cutting in at corners, and for less accessible spots. The fitch brush also is useful for small surfaces. The painter’s dusting brush cleans surfaces.
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[11.3] Types of paint brushes used in the Navy
Handling a paintbrush properly will pay dividends (meaning less work) in the long run. Grip paintbrushes firmly but lightly. Do not put your fingers on the bristles below the metal band. This grip permits easy wrist and arm motion; to hold the brush otherwise restricts your movement and causes fatigue.
When using a flat brush, don’t paint with the narrow edge. This practice wears down the corners and spoils the shape and efficiency of the brush. When using an oval brush, don’t let it turn in your hands. An oval brush, if revolved too much, soon wears to a pointed shape and becomes useless. Don’t poke oversized brushes into corners and around moldings; this bends the bristles, eventually ruining a good brush. Use a smaller brush that fits into such odd spots.
Dip the brush into the paint halfway up the bristles. Remove excess paint by patting the brush on the inside of the pot. (If you oversoak the brush, paint will drip and run down the handle.) Hold the brush at right angles to the surface with the bristles just touching it. Lift the brush clear of the surface when starting the return stroke. If the brush is held obliquely and not lifted, the painted surface will have overlaps, spots, and a daubed appearance. A brush held at any angle other than a right angle will soon wear away at the sides.
For complete and even coverage, follow the Navy method and first lay on, then lay off. Laying on means applying the paint first in long strokes in one direction. Laying off means crossing your first strokes. This way the paint is distributed evenly over the surface, the surface is covered completely, and a minimum amount of paint is used.
![[11.4] The Navy method...](../images/f0263-01.jpg)
[11.4] The Navy method of painting
Always paint the overhead first, working from the corner that is farthest from compartment access. By painting the overhead first, you can wipe drippings off the bulkhead without smearing its paint. Coats on overhead panels should normally be applied in a fore-and-aft direction, those on the beams athwartships. But where panels contain many pipes running parallel with the beams, it is often difficult to lay off the panels fore and aft. In this case, lay off the panels parallel with the beams.
To avoid brush marks when finishing up a square, use strokes directed toward the last square finished, gradually lifting the brush near the end of the stroke while the brush is still in motion. Every time the brush touches the painted surface at the start of a stroke, it leaves a mark. For this reason, never finish a square by brushing toward the unpainted area; instead, brush back toward the area already painted.
When painting pipes, stanchions, narrow straps, beams, and angles, lay the paint on diagonally. Lay off along the long dimension.
Always carry a rag to wipe up dripped or smeared paint. Carefully remove loose bristles sticking to the painted surface.
Paint on interior surfaces must be applied in the lightest possible coat, only enough to cover the area. Heavy layers of paint are a fire hazard—the thicker they are, the faster they will burn; they are likely to entrap solvents and thinners that burn rapidly; they have a greater tendency to crack and peel; they are uneven, and may show marks and scratches more readily than thinner coats; and they do not penetrate as well as thinner coats or dry as well. Moreover, heavy layers of paint, which add noticeably to the weight of the ship, may cut her speed.
Using a paint roller is different from using a brush. The dip paint roller used in the Navy is equipped with a replaceable cylinder of knitted plush over a solvent-resistant paper core. It rotates on the shaft of a corrosion-resistant steel frame.
Large areas, such as decks and ship’s sides (free of rivets, bolts, cables, pipes, and so on), can be covered with paint quickly by the roller method. Paint should be laid on and laid off the same way as with brushes. A moderate amount of pressure must be applied to the roller so that the paint is worked into the surface. If pressure is not exerted, the paint will not adhere and soon it will peel off. With the proper amount of pressure, a roller applies a more even coat and uses less paint than a brush.
CARE OF PAINTING SUPPLIES AND EQUIPMENT
Unfortunately, far too many good brushes and rollers are ruined simply because painters have little or no idea how to care for them. A perfectly good can of paint can be ruined after using only a little if the painter is careless. When painting, treat the paint, brushes, and rollers as though you paid for them yourself.
Do not let a brush stand on its bristles in a pot of paint for more than a few minutes. The weight of the brush bends the bristles, making it almost impossible to do a good paint job.
Never allow paint to dry on a brush. If you intend to leave a paint-filled brush for an hour or more, fold waxed paper or some other heavy paper around the bristles to keep air out. Twist the paper around the handle and secure it with rope yarn or sail twine. Cover your pot of paint, and place both it and the brush in a safe place. Before resuming your job, stir the paint thoroughly with a paddle—not with the brush.
At the end of the day, before turning in your paint and brush to the paint locker, clean as much paint from the brush as possible by wiping it across the edge of the paint pot or mixing paddle. Ordinarily, those working in the paint locker will clean and stow any brushes turned in. They may require your help, or you may be detailed to the job. If so, follow instructions carefully and thoroughly clean the brushes.
Paint lockers usually have containers with divided compartments for temporarily stowing brushes that have been used for different purposes, such as paint, varnish, or shellac. Most of these containers have tight covers and suspend brushes so that the bristles and the lower part of the ferrule (the brush’s metal band) are covered by thinner or linseed oil. Brushes to be used the following day should be cleaned in the proper thinner and placed in the proper compartment of the container. Those not to be used again soon should be cleaned in thinner, washed in soap or detergent and water, rinsed thoroughly in freshwater, and hung to dry. After drying, they should be wrapped in waxed paper and stowed flat. Do not leave a brush soaking in water. Water causes the bristles to separate into bunches, flare, and become bushy.
Paint rollers are cleaned differently. The fabric cylinder should be stripped from the core, cleaned in the solvent recommended for a particular type of paint, washed in soap and water, rinsed thoroughly in freshwater, and replaced on the core to dry. Combing the fabric’s pile while it is damp prevents matting.
Conservation
Every job in the Navy, whether it has to do with maintenance, cleanliness, or almost anything else, requires conservation. Conservation doesn’t mean that you should set aside extra stores like a packrat because you think you might need them sometime. Nor does it mean that you should try to save a bit by using one coat of paint when two are required. Conservation means that you should make effective use of material and time to do the most work at the least possible cost. Although in many ways it is very different from your typical civilian corporation, the Navy is a business, and everything used—whether it is consumable supplies or your time—must be paid for. Just because all you do is sign a chit to draw something from supply does not mean it’s free. Someone has to pay for it. And keep in mind that you, as an American taxpayer, help pay.
Inspections
Conducted to ensure the readiness of personnel and equipment and to maintain the high standards required of an impressive, combat-ready organization, inspections are a periodic part of shipboard life. Because inspections are similar in many ways to tests we have all encountered in school, it is only human nature to become somewhat apprehensive before an impending inspection. But besides their obvious necessity, inspections are a time for you to show what you can do, to demonstrate what you have learned, and to prove that you are the kind of person that will meet the unique challenges that life in the U.S. Navy sometimes brings. Whether it is a personnel inspection, a zone inspection, or some other type, it is an opportunity for you to excel. If you are properly prepared, it will be an enjoyable experience and will contribute to overall unit readiness. If you are not adequately prepared, an inspection can be a very uncomfortable experience.
If you are in charge of a compartment that is being inspected, present the space to the inspecting officer by saluting and greeting her or him in the following manner: “Good afternoon [morning], ma’am [sir]; Seaman Jones, compartment [name and number], ____ Division, standing by for inspection.”
Life aboard ship is truly unique. In addition to the routines discussed in this chapter, you may find yourself standing watches (see Chapter 13), responding to an emergency or an emergency drill (see Chapter 14), or doing your part to carry out one or more of the Navy’s many important missions (see Chapter 7).