Emergency Procedures

(a) Immediately after the addressing of resultant safety concerns, the owner, agent, master, or person in charge of a vessel involved in a marine casualty shall notify the nearest Sector Office, Marine Inspection Office, or Coast Guard Group Office whenever a vessel is involved in a marine casualty consisting of:

(1) An unintended grounding, or an unintended strike of (allision with) a bridge;

(2) An intended grounding, or an intended strike of a bridge, that creates a hazard to navigation, the environment, or the safety of a vessel, or that meets any criterion of paragraphs (a)(3) through (a)(7) of this section;

(3) Loss of main propulsion or primary steering, or any associated component or control system, that reduces the maneuverability of the vessel;

(4) An occurrence materially and adversely affecting the vessel's seaworthiness or fitness for service or route, including but not limited to fire, flooding, failure of or damage to fixed fire extinguishing systems, lifesaving equipment, auxiliary power generating equipment, or bilge pumping systems;

(5) Loss of life;

(6) Injury that requires professional medical treatment (treatment beyond first aid) and, if the person is engaged or employed on board a vessel in commercial service, which renders the individual unfit to perform his or her routine duties; or

(7) An occurrence not meeting any of the above criteria but causing property damage in excess of $25,000. This damage includes the cost of labor and material to restore the property to its condition before the occurrence, but does not include the cost of salvage, cleaning, gas freeing, drydocking, or demurrage.

(b) A vessel is excluded from the requirements of paragraphs (a)(5) and (a)(6) of this section with respect to the death or injury of shipyard or harbor workers when such accidents are not the result of either a vessel casualty (e.g., collision) or a vessel equipment casualty (e.g., cargo boom failure) and are subject to the reporting requirements of the Occupational Safety and Health Administration (OSHA) in 29 Code of Federal Regulations (CFR) part 1904.

(c) Notice given as required by § 185.203 satisfies the requirement of this section if the marine casualty involves a hazardous condition.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended by USCG-2006-25556, 72 FR 36331, July 2, 2007]

Whenever there is a hazardous condition, as defined by § 175.400 of this subchapter, on board the vessel, the owner, master, agent, or person in charge shall immediately notify the Captain of the Port of the port of place of destination and the Captain of the Port of the port or place in which the vessel is located of the hazardous condition.

(a) The owner, master, agent, or person in charge shall, within five days, file a written report of any marine casualty. This written report is in addition to the immediate notice required by 185.202. This written report must be delivered to a Coast Guard Sector Office, or Marine Inspection Office. It must be provided on Form CG-2692 (Report of Marine Accident, Injury, or Death), Supplemented as necessary by appended Forms CG-2692A (Barge Addendum) and CG-2692B (Report of Required Chemical Drug and Alcohol Testing Following a Serious Marine Incident).

(b) If filed without delay after the occurrence of the marine casualty, the notice required by paragraph (a) of this section suffices as the notice required by § 185.202.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended by USCG-2006-25556, 72 FR 36331, July 2, 2007]

The owner, managing operator, or master shall report damage to a boiler, unfired pressure vessel, or machinery that renders further use of the item unsafe until repairs are made, to the OCMI at the port in which the casualty occurred or nearest the port of first arrival, as soon as practicable after the damage occurs.

(a) For each marine casualty required to be reported by § 185.202, the owner, agent, master, or person in charge of the vessel shall determine whether there is any evidence of alcohol or drug use by individuals directly involved in the casualty.

(b) The owner, agent, master, or person in charge of the vessel shall include in the written report, Form CG 2692, submitted for the casualty information that:

(1) Identifies those individuals for whom evidence of drug or alcohol use, or evidence of intoxication, has been obtained; and

(2) Specifies the method used to obtain such evidence, such as personal observation of the individual, or by chemical testing of the individual.

(c) An entry must be made in the Official Logbook if carried, pertaining to those individuals for whom evidence of intoxication is obtained. The individual shall be informed of this entry and the entry shall be witnessed by a second person.

(d) If an individual directly involved in a casualty refuses to submit to, or cooperate in, the administration of a timely chemical test, when directed by a Coast Guard commissioned, warrant, or petty officer, or any other law enforcement officer authorized to obtain a chemical test under Federal, state, or local law, or by the owner, agent, master, or person in change, this fact must be noted in the Official Logbook, if carried, and in the written report (Form CG 2692), and will be admissible as evidence in any administrative proceeding.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended by CGD 97-057, 62 FR 51050, Sept. 30, 1997]

A marine employer whose vessel is involved in a casualty or incident that is, or is likely to become, a serious marine incident as defined in § 4.03-2 of subchapter A of this chapter shall comply with the requirements of § 4.06 in subchapter A of this chapter.

The owner, agent, master, or person in charge of any vessel involved in a marine casualty for which a report is required under § 185.202 of this part shall retain all voyage records maintained by the vessel, including rough and smooth deck and engine room logs, bell books, navigation charts, navigation work books, compass deviation cards, gyrocompass records, stowage plans, records of draft, aids to mariners, night order books, radiograms sent and received, radio logs, crew and passenger lists and counts, articles of shipment, official logs, and other material that might be of assistance in investigating and determining the cause of the casualty. The owner, agent, master, other officer, or person responsible for the custody thereof, shall make these records available upon request, to a duly authorized investigating officer, administrative law judge, officer or employee of the Coast Guard.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended by CGD 97-057, 62 FR 51050, Sept. 30, 1997]

Whenever a vessel collides with a buoy, or other aid to navigation under the jurisdiction of the Coast Guard, or is connected with any such collision, the person in charge of such vessel shall report the accident to the nearest OCMI. No report on Form CG 2692 is required unless otherwise required under 185.202.

(a) An owner, charterer, managing operator, or agent of a vessel shall immediately notify either of the following Coast Guard offices if there is reason to believe the vessel is lost or imperiled:

(1) The Coast Guard district rescue coordination center (RCC) cognizant over the area in which the vessel was last operating; or

(2) The Coast Guard search and rescue authority nearest to where the vessel was last operating.

(b) Reasons for belief that a vessel is in distress include, but are not limited to, lack of communication with or nonappearance of the vessel.

(c) The owner, charterer, managing operator, or agent notifying the Coast Guard under paragraph (a) of this section, shall provide the name and identification number of the vessel, a description of the vessel, the names or number of individuals on board, and other information that may be requested by the Coast Guard.

(a) Every vessel on a voyage from a port in the United States to a foreign port except to a port in Canada, or vice versa, must have an Official Logbook.

(b) The master shall make or have made in the Official Logbook the following entries:

(1) Each legal conviction of a seaman of the vessel and the punishment inflicted;

(2) Each offense committed by a seaman of the vessel for which it is intended to prosecute or to enforce under a forfeiture, together with statements about reading the entry and the reply made to the charge as required by 46 U.S.C. 11502;

(3) A statement of the conduct, character, and qualifications of each seaman of the vessel or a statement that the master declines to give an opinion about that conduct, character, and qualifications;

(4) Each illness of or injury to a seaman of the vessel, the nature of the illness or injury, and the medical treatment;

(5) Each death on board, with the cause of death, and if a seaman, the information required by 46 U.S.C. 10702:

(i) The wages due to a seaman who dies during the voyage and the gross amount of all deductions to be made from the wages;

(ii) The sale of the property of a seaman who dies during the voyage, including a statement of each article sold and the amount received for the property;

(6) Each birth on board, with the sex of the infant and the name of the parents;

(7) Each marriage on board, with the names and ages of the parties;

(8) The name of each seaman who ceases to be a crew member (except by death), with the place, time, manner, and the cause why the seaman ceased to be a crew member;

(9) When a marine casualty occurs, a statement about the casualty and the circumstances under which it occurred, made immediately after the casualty when practicable to do so.

(a) Except as allowed by paragraphs (b) and (c) of this section, before getting underway on a voyage or as soon as practicable thereafter, the master of a vessel shall ensure that suitable public announcements are made informing all passengers of the following:

(1) The location of emergency exits, survival craft embarkation areas, and ring life buoys;

(2) The stowage location(s) of life jackets;

(3) Either:

(i) The proper method of donning and adjusting life jackets of the type(s) carried on the vessel including a demonstration of the proper donning of a lifejacket, or

(ii) That passengers may contact a crew member for a demonstration as appropriate, prior to beginning an oceans or coastwise voyage;

(4) The location of the instruction placards for life jackets and other lifesaving devices;

(5) That all passengers will be required to don life jackets when possible hazardous conditions exist, as directed by the master; and

(6) If the vessel is operating with reduced manning or equipment requirements in § 176.114 of this chapter.

(b) As an alternative to an announcement that complies with paragraph (a) of this section, the master or other designated person may—

(1) Prior to getting underway, deliver to each passenger or, on a vessel that does not carry vehicles and that has seats for each passenger, place near each seat, a card or pamphlet that has the information listed in paragraphs (a)(1) through (a)(6) of this section; and

(2) Make an abbreviated announcement consisting of:

(i) A statement that passengers should follow the instructions of the crew in an emergency;

(ii) The location of life jackets; and

(iii) That further information concerning emergency procedures including the donning of life jackets, location of other emergency equipment, and emergency evacuation procedures are located on the card or pamphlet that was given to each passenger or is located near each seat.

(c) Ferries operating on short runs of less than 15 minutes may substitute bulkhead placards or signs for the announcement required in paragraphs (a) and (b) of this section if the OCMI determines that the announcements are not practical due to the vessel's unique operation.

(d) The master of a vessel shall ensure that a passenger, who boards the vessel on a voyage after the initial public announcement has been made as required by paragraphs (a) or (b) of this section, is also informed of the required safety information.

(e) On a vessel on a voyage of more than 24 hours duration, passengers shall be requested to don life jackets and go to the appropriate embarkation station during the safety orientation. If only a small number of passengers embark at a port after the original muster has been held, these passengers must be given the passenger safety orientation required by paragraphs (a) or (b) of this section if another muster is not held.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996; 61 FR 20557, May 7, 1996, as amended by CGD 97-057, 62 FR 51050, Sept. 30, 1997; 62 FR 51359, Sept. 30, 1997]

(a) The master of a vessel described by 46 CFR 175.110(d) must conduct passenger emergency egress drills from the passengers' assigned overnight accommodation spaces prior to beginning an excursion with new passengers.

(1) If the passengers are not assigned an overnight accommodation space, the master of a vessel described by 46 CFR 175.110(d) must conduct passenger emergency egress drills from an accommodation space prior to beginning an excursion with new passengers.

(2) For the purposes of this section, excursion includes anytime the vessel gets underway, or anytime passengers remain overnight on the vessel.

(b) Passenger egress drills must be logged or otherwise documented for review by the Coast Guard upon request. The drill entry must include the following information:

(1) Date and time of the drill; and

(2) Number of drill participants.

Amendment history: [USCG-2021-0306, 86 FR 73173, Dec. 27, 2021, as amended by USCG-2021-0306, 88 FR 17741, Mar. 24, 2023]

(a) The master of a vessel shall require passengers to don life jackets when possible hazardous conditions exist, including, but not limited to:

(1) When transiting hazardous bars and inlets;

(2) During severe weather;

(3) In event of flooding, fire, or other events that may possibly call for evacuation; and

(4) When the vessel is being towed, except a non-self-propelled vessel under normal operating conditions.

(b) The master or crew shall assist each passenger in obtaining a life jacket and donning it, as necessary.

(a) The master and crew of a vessel will be familiar with the content of and have mounted at the operating station, emergency instructions containing the actions to be taken in the event of fire, heavy weather, or man overboard conditions.

(b) Except when in the judgment of the cognizant OCMI the operation of a vessel does not present one of the hazards listed, the emergency instruction placard should contain at least the applicable portions of the “Emergency Instructions” listed in § 185.512. The emergency instructions must be designed to address the particular equipment, arrangement, and operation of each individual vessel.

(c) If the cognizant OCMI determines that there is no suitable mounting surface aboard the vessel, the emergency instructions need not be posted but must be carried aboard the vessel and be available to the crew for familiarization.

An emergency instruction placard containing the following information will satisfy the requirements of § 185.510.

(a) Emergency instructions—(1) Rough weather at sea, crossing hazardous bars, or flooding. (i) Close all watertight and weathertight doors, hatches, and airports to prevent taking water aboard or further flooding in the vessel.

(ii) Keep bilges dry to prevent loss of stability due to water in bilges. Use power driven bilge pump, hand pump, and buckets to dewater.

(iii) Align fire pumps to use as bilge pump if possible.

(iv) Check all intake and discharge lines, which penetrate the hull, for leakage.

(v) Passengers must remain seated and evenly distributed.

(vi) Passengers must don life jackets if the going becomes very rough, the vessel is about to cross a hazardous bar, or when otherwise instructed by the master.

(vii) Never abandon the vessel unless actually forced to do so.

(viii) If assistance is needed follow the procedures on the emergency broadcast placard posted by the radiotelephone.

(ix) Prepare survival craft (life floats, (inflatable) rafts, (inflatable) buoyant apparatus, boats) for launching.

(2) Man overboard. (i) Throw a ring buoy overboard as close to the person as possible.

(ii) Post a lookout to keep the person overboard in sight.

(iii) Launch rescue boat and maneuver to pick up person in the water, or maneuver the vessel to pick up the person in the water.

(iv) Have crew member put on life jacket, attach a safety line to him or her, and have him or her stand by jump into the water to assist the person overboard if necessary.

(v) If person is not immediately located, notify Coast Guard and other vessels in vicinity by radiotelephone.

(vi) Continue search until released by Coast Guard.

(3) Fire. (i) Cut off air supply to fire—close items such as hatches, ports, doors, ventilators, and louvers, and shut off ventilation system.

(ii) Cut off electrical system supplying affected compartment if possible.

(iii) If safe, immediately use portable fire extinguishers at base of flames for flammable liquid or grease fires or water for fires in ordinary combustible materials. Do not use water on electrical fires.

(iv) If fire is in machinery spaces, shut off fuel supply and ventilation and activate fixed extinguishing system if installed.

(v) Maneuver vessel to minimize effect of wind on fire.

(vi) If unable to control fire, immediately notify the Coast Guard and other craft in the vicinity by radiotelephone.

(vii) Move passengers away from fire, have them put on life jackets, and if necessary, prepare to abandon the vessel.

(b) [Reserved]

(a) A station bill must be posted by the master on a vessel of more than 19.8 meters (65 feet) in length having a Certificate of Inspection requiring more than four crew members at any one time, including the master.

(b) The station bill required by paragraph (a) of this section must set forth the special duties and duty station of each crew member for various emergencies. The duties must, as far as possible, be comparable with the regular work of the individual. The duties must include at least the following and any other duties necessary for the proper handling of a particular emergency:

(1) The closing of hatches, airports, watertight doors, vents, scuppers, and valves for intake and discharge lines that penetrate the hull, the stopping of fans and ventilating systems, and the operating of all safety equipment;

(2) The preparing and launching of survival craft and rescue boats;

(3) The extinguishing of fire; and

(4) The mustering of passengers including the following:

(i) Warning the passengers;

(ii) Assembling the passengers and directing them to their appointed stations; and

(iii) Keeping order in the passageways and stairways and generally controlling the movement of the passengers.

(c) The station bill must be posted at the operating station and in a conspicuous location in each crew accommodation space.

(a) On vessels described by 46 CFR 175.110(d) of this chapter, a passenger safety bill must be posted by the master in each cabin or stateroom, and in passenger accommodation spaces.

(b) Each passenger safety bill required by this section must list:

(1) The embarkation station and the number and location of the survival craft to which each passenger is assigned, if applicable;

(2) The fire and emergency signal and the abandon ship signal;

(3) Essential action that must be taken in an emergency; and

(4) If immersion suits are provided for passengers, the location of the suits and illustrated instructions on the method of donning the suits.

Amendment history: [USCG-2021-0306, 86 FR 73173, Dec. 27, 2021, as amended by USCG-2021-0306, 88 FR 17741, Mar. 24, 2023]

(a) Placards containing instructions for the donning and use of the life jackets aboard the vessel must be posted in conspicuous places that are regularly accessible and visible to the crew and passengers.

(b) If the cognizant OCMI determines that there is no suitable mounting surface aboard the vessel, the life jacket placards need not be posted but must be carried aboard the vessel and be available to the crew and passengers for familiarization.

(a) Every vessel equipped with an inflatable survival craft must have approved placards or other cards containing instructions for launching and inflating inflatable survival craft for the information of persons on board posted in conspicuous places by each inflatable survival craft.

(b) Under the requirement in § 160.051-6(c)(1) of this chapter, the manufacturer of approved inflatable liferafts is required to provide approved placards containing such instructions with each liferaft. Similar placards must be used for other inflatable survival craft.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended by CGD 97-057, 62 FR 51050, Sept. 30, 1997; 62 FR 51359, Sept. 30, 1997]

All escape hatches and other emergency exits used as means of escape must be marked on both sides in clearly legible letters at least 50 millimeters (2 inches) high: “EMERGENCY EXIT, KEEP CLEAR”, unless such markings are deemed unnecessary by the cognizant OCMI.

Remote fuel shutoff stations must be marked in clearly legible letters at least 25 millimeters (1 inch) high indicating purpose of the valve and direction of operation.

Watertight doors and watertight hatches must be marked on both sides in clearly legible letters at least 25 millimeters (1 inch) high: “WATERTIGHT DOOR—KEEP CLOSED” or “WATERTIGHT HATCH—KEEP CLOSED”, unless such markings are deemed unnecessary by the cognizant OCMI.

Violation of the provisions of this subchapter will subject the violator to the applicable penalty provisions of Subtitle II of Title 46, United States Code.

An individual holding a merchant mariner credential, license, certificate of registry, or merchant mariner's document who commits an act of misconduct, negligence, or incompetence, or who violates or fails to comply with this subchapter or any other law or regulation intending to promote marine safety, is subject to proceedings under the provisions of 46 U.S.C. 7703 and part 5 of this chapter with respect to suspension or revocation of a merchant mariner credential, license, certificate, or document.

Amendment history: [CGD 85-080, 61 FR 1005, Jan. 10, 1996, as amended by USCG-2006-24371, 74 FR 11267, Mar. 16, 2009]

Emergency situations can cause people to panic or act before thinking despite the best of training and preparation. Therefore, boat crews must work together as a team to minimize any potential or immediate jeopardy for both civilian casualties and themselves. An emergency situation should never be entered without first:

(01) Assessing the risk involved for the boat crewmembers and civilian victims (risk assessment). (02) Being aware of the dynamics of the emergency situation (situational awareness). (03) Implementing a control plan that fits each unique emergency (damage control risk management).

Risk assessment starts with realizing why mishaps occur. The responsibility for identifying and managing risk lies with every member of a boat crew. Realistic training based on standard techniques, critical analysis, and debriefing missions will help every person in a boat crew to contribute to developing and implementing a risk management plan. A risk management plan identifies and controls risk according to a set of preconceived parameters. Refer to Reference (h) for a complete discussion of risk assessment and risk management plans.

Situational awareness is an important skill to develop as part of learning risk assessment. Situational awareness is the accurate perception of factors and conditions affecting the boat crew at any given time during any evolution. More simply, situational awareness is knowing what is going on in the surrounding environment at all times. Any time there is an indication that situational awareness is about to be lost, a decision must be made as to whether or not to continue with the rescue attempt. Everyone in the crew owns some responsibility for making these important decisions. These decisions take the form of action/reaction and communication. Crews who have a high level of situational awareness perform in a safe manner.

The precautions listed below include many of the considerations that can form a basis for a general damage control risk management plan. Boat crews should keep in mind that each emergency situation will be unique; therefore the plan must only be used as a general guideline. The experience and knowledge of each boat crew should be merged into a risk management plan and used to fine-tune this list.

(01) Attempt to account for all persons. (02) Ensure all persons onboard the vessel in distress have donned PFDs, if possible. (03) Attempt to have all lines (rigging, etc.) removed from the water to avoid fouling the propellers. (04) Maintain communications between the coxswain and crewmembers. (05) Have all required equipment tested and ready. (06) Approach distressed vessel with fenders rigged and lines at the ready. (07) Approach a vessel on fire from the windward side. (08) Remove survivors first, then back off, and evaluate the fire. (09) If the risk of explosion is not known (cannot determine what cargo is onboard), back off and do not attempt to fight the fire. (10) Situations may dictate that survivors enter water to be rescued. (11) When necessary, dewater the distressed vessel while keeping all equipment aboard the assisting vessel. (12) Always keep the Operational Commander or parent unit informed.

For more information concerning Coast Guard fire fighting policy, see Reference (m).

The simplest method of stopping a small hole in wooden or metal hulls is to insert a plug or plugs. Plugs are usually made of a soft wood such as pine or fir. Plugs are used individually if they fit the hole, or in combination with other materials to make a better fit.

Wrapping cloth around each plug before inserting them in the hole will help to keep the plug in place. It also fills the gaps between plugs.

When plugging holes, it is usually easiest to insert the plugs from the inside. However, sometimes the rough edges protruding inward may make this method impossible. If it is necessary to insert the plugs from the outside, and safe to do so, the inboard end(s) of the plug(s) should be fitted with screw eyes. A line should be attached to each screw eye and fastened to a structure inside the boat. It will hold the plug in place (Figure 5-1).

[Illustration in the handbook: Figure 5-1 — Screw Eye]

the flow of water through a large hole, if an attempt is made.

Fiberglass may the most difficult hull material to plug. Wooden conical plugs driven into the hole may do nothing more than cause further splitting and cracking and add to an already difficult situation. The best method of plugging a hole in fiberglass is to shove some pliable type of material into it such as a rag, shirt, or piece of canvas. A PFD or a blanket may also work well.

Patching holes below the waterline is usually a difficult task because of the pressure exerted by the water and the inaccessibility to the holed area. Small holes should be patched from the inside. Some type of material should be placed over the hole and hold it in place with another object. For example, if the boat were holed in the bottom, a PFD or seat cushion could be placed over the hole and held in place with a gas can, cooler, or toolbox.

Large holes below the waterline are extremely difficult to patch. The pressure of the water flowing through the hole will not usually allow a patch to be installed from the inside.

If a collision mat (a large piece of canvas or vinyl) is available, it can be used to patch a large hole (Figure 5-2). Perform the following the procedures while placing the mat over the hole:

[Illustration in the handbook: Figure 5-2 — Collision Mat]

Holes above the waterline may be more dangerous than they appear. As the boat rolls, they admit water into the boat above the center of gravity. This water reduces the stability of the boat. Plugs or patches (Figure 5-3) on the inside or outside the hull should be used to cover these types of holes. The following procedures are an effective method for patching holes above the waterline:

[Illustration in the handbook: Figure 5-3 — Patching Hole Above Waterline]

To patch a crack in the hull, use the following procedures:

Dewatering a vessel is normally secondary to putting out the fire, but it remains an important follow-on consideration. Indeed, it may be possible to use dewatering equipment to keep the boat from capsizing. Know what equipment is available for dewatering and how to use it.

Action taken before beginning to dewater a disabled vessel varies depending upon the nature of flooding. Regardless, a coxswain should always brief crewmembers on what procedures to follow while emphasizing safety. If crewmembers have just put out a fire on a boat, someone must then board the vessel and check for flooding, but only when safety permits. A coxswain will direct crewmembers how to safely accomplish this inspection for flooding.

When responding to a distress call of a disabled vessel taking on water, the initial action on the scene will be as follows:

This handbook does not cover technical information and use of commercial gasoline powered pumps, high capacity, manual, or electrical bailing pumps. See and follow the manufacturing instructions for usage while dewatering.

Dewatering with an eductor can be performed only when weather conditions permit your boat to safely come alongside a disabled vessel and remain close to it. An eductor is used in conjunction with the fire pump on the boat. A 1½-inch fire hose attached to one of the 1½-inch outlets of the fire main is connected to the pressure supply inlet of the eductor. A 2½-inch fire hose is connected to the discharge outlet. The eductor itself is submerged, either vertically or horizontally, in the flooded area to be dewatered. Suction is obtained in either position because of uneven edges of the suction end of an eductor. All eductors operate in fundamentally the same manner. Water from a boat’s fire pump is forced through a fire main and out through the discharge hose. As pressure of this rapidly moving water passes over the suction opening, it creates a vacuum. The vacuum, or suction, pulls water up through a suction hose, out through the discharge hose, and over the side of the boat. A discharge hose must always lead over the side and a suction hose must always be placed in flooded areas of a disabled boat. If they are inadvertently reversed, a disabled vessel will quickly be filled with water pumped aboard through the discharge line instead of dewatering it with a suction line (Figure 5-4). Make certain there are no kinks or obstructions in a discharge line. Their presence will cause an eductor to pump water into a flooded boat through the suction line.

[Illustration in the handbook: Figure 5-4 — Eductor Rigged for Dewatering]

Many first responder boats carry a portable, gasoline-powered drop pump (Figure 5-5). Dewatering with a drop pump is done with the pump placed on the disabled boat. Depending on the model of drop pump, approximately 100-250 gallons of water per minute (GPM) can be removed from a flooded compartment. Since the drop pump is water cooled, it should not be used to dewater a boat with fuel contamination in its bilges.

[Illustration in the handbook: Figure 5-5 — Drop Pump]

Since the agencies switch out models of drop pumps when newer models become available, every drop pump comes with instructions specifically designed for that model pump. These instructions for operation can be found inside the storage container. These are extremely helpful if the pump is transferred to another vessel to use. All crewmembers should be familiar with these instructions and practice operating the drop pump often. The following procedures are the basic steps for setting up and using a drop pump (Figure 5-6). Again, refer to the instructions that come with the pump for specific operation instructions. Breathing exhaust fumes can be dangerous. Do not attempt to start or operate a pump while it is in a container. Once a pump is started, ensure sufficient ventilation is present to allow exhaust gases to dissipate into the atmosphere. Do not operate a drop pump below deck.

[Illustration in the handbook: Figure 5-6 — Drop Pump Readied for Dewatering Action]

When secured in its watertight container, a drop pump can be easily passed from one boat to another. There are two methods for passing a pump.

The easiest method for transferring a drop pump is to pull alongside the flooding vessel and simply transfer the pump to the other vessel. At least two people are always required to move a pump because it is heavy and awkward to carry. If coming alongside is not a safe option, use the following procedures to directly pass a drop pump:

[Illustration in the handbook: Figure 5-7 — Securing Lines to Drop Pump Container]

[Illustration in the handbook: Figure 5-8 — Directly Passing a Drop Pump Using Tending Lines]

If it becomes necessary to dewater a vessel during a tow, it is easier to transfer the drop pump before placing the vessel in tow. If for some reason the disabled vessel starts taking on water during the tow, use the following procedures to pass the drop pump to the boat in tow astern:

Risk assessment is important should the towed vessel start to take on water. Always consider removing personnel from the vessel.

[Illustration in the handbook: Figure 5-9 — Drop Pump on the Towline]

[Illustration in the handbook: Figure 5-10 — Passing a Drop Pump on the Towline]

There are separate procedures for securing a drop pump depending on whether it is being secured because of an emergency or to be stowed.

Perform the following procedures for securing:

Perform the following the procedures when securing the pump for storage: