Himt PSCRB

Proficiency in Survival Crafts & Rescue Boats
Preface
This book “Proficiency in Survival Crafts and Rescue Boats”

is an effort to bring the mariners to understand the IMO’s requirement
according to STCW 2010 convention.
The book discusses about various types of life boats, life rafts and
rescue boats, their construction and operation. Included are the life
saving appliances, emergency requirements, pyrotechnics etc.
This book will make a mariner competent to undertake the tasks,
duties and responsibilities listed in column 1 of table A-VI/2-1, under
STCW 2010 requirements. A-VI/2-1 deals about Specification of the
minimum standard of competence in survival craft and rescue boats
other than fast rescue boats.
This book will also serve as a ready reference to anyone who likes
to enhance their knowledge in survival techniques and the operation of
different types of life boats.
The students who are studying for their various certificate of
competency exams will also benefit from the elaborate details available
in this compilation.
Comments and feedbacks are welcome from all mariners who will
come across this publication in order to make suitable amendments
which will further enhance the utility value of the contents.
Wishing you safe smooth sailing.
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Contents
Chapter....................................................................................................................................... Page No.
LIFE BOATS.....................................................................................................................................1
RESCUE BOATS............................................................................................................................17
Life raftS....................................................................................................................................22
devices used for launching survival craft & rescue boats..............................35
MARINE EVACUATION SYSTEM .................................................................................................39
Methods of launching survival craft into a rough sea......................................41
Methods of recovering survival craft.......................................................................43
Action to be taken after leaving the ship...................................................................55
PREVENTION OF ACCIDENTS INVOLVING LIFE BOATS...........................................................57
Life boat release & retrieval systems – new IMO regulations..........................65
Maintenance Procedures....................................................................................................80
LIFEBOAT PROPULSION..............................................................................................................85
RESCUE BOAT PROPULSION......................................................................................................88
Handling survival craft in rough weather................................................................93
PERSONAL LIFE SAVING APPLIANCES.....................................................................................95
Apportionment of food and water in survival craft...........................................104
helicopter rescue...............................................................................................................105
Use of rescue boats and motor lifeboats for marshalling life rafts
and rescue of survivors and persons in the sea.................................................. 112
DISTRESS SIGNAL PYROTECHNICS........................................................................................ 113
RADIO SURVIVAL APPLIANCES CARRIED IN LIFE RAFT, life boat ................................. 118
Use of first-aid kit & resuscitation techniques......................................................124
Effects of hypothermia & its prevention..................................................................131
Management of injured persons & control of bleeding & shock.................135

INTRODUCTION
Life Saving Appliances are required to be provided on all ships, as the name clearly
indicates, to save lives on board in case someone has to be rescued from sea or a
ship has to be abandoned. Life saving appliances can broadly be grouped under the
following categories:
1. Flotation Devices : e.g. Rescue Boat, Survival Craft

2. Personal Devices : e.g. Life jackets, Immersion Suits,
Thermal Protective Aids
3. S
ignalling Devices : e.g. Satellite Signalling - SART, EPIRB
Visual Signalling - Pyrotechnics
4. Marine Evacuation System
A Survival Craft is capable of sustaining the lives of persons in distress from the time
a ship is abandoned and includes the following:-
a) Life Boat
Open Lifeboat
Partially Enclosed Lifeboat
Fully Enclosed Lifeboat
b) Life raft
Inflatable Life raft
Rigid Life raft
A Rescue Boat is designed to rescue persons in distress and to marshal
a Survival Craft.
A Marine Evacuation System (MES) is a lifesaving device found on many modern
passenger ships consisting of an inflatable slide or escape chute where passenger can
evacuate straight into waiting life rafts. MES’s are also common on high speed craft.
For all rules/regulations defining the design/testing, deployment on board for

Life Saving Appliances, please be guided by SOLAS Chapter 3 and Life Saving
Appliances Code, as may be amended from time to time, as a minimum.
An Administration may set higher/stricter standards for ships flying the flag of that
Administration.
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Chapter 1
LIFE BOATS
SOLAS and LSA code Requirements for lifeboat
●● One or more lifeboats of such aggregate capacity on each side of the ship as will accommodate
the total number of persons on board.
●● The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type
of the ship and number of ship’s crew, but it should not be less then 7.3 m in length.
●● The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable
of launching when the ship is heading with a speed of 5 knots.
●● Lifeboats, for cargo ships, shall be stowed as far forward of the propeller as practicable and so
stowed that the after end of the lifeboat is forward of the propeller by a distance not less than
the length of the lifeboat for ships below 80 m length. For ships over 120 m, the distance is
1.5 times.
●● The lifeboat must carry all the equipment described under SOLAS which can be used in survival
at sea. It includes rations, fresh water, first aid, compass, distress signalling equipment like
rocket etc.
●● The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat
can be designated as a rescue boat if more then one lifeboat is present on board ship.
●● Launching and embarkation appliances shall be such as to enable lifeboat and for persons to
board even when the ship is heeled to an angle of 20 degree on either side and a trim of up
to 10 degrees. Ropes are used to hold the lifeboat in stowed position with cradle. These ropes
are called gripes.
●● The wires which lift or lower the lifeboat are known as falls.
●● Lowering speed (S) of a fully loaded Survival Craft/Rescue Boat shall not be less than obtained
from the formula: S=0.4+0.02H, where H is the height in metres from the davit head to the
waterline with the ship in the lightest sea-going condition fuel remaining. Lightest sea-going
condition, for a cargo ship, is the loading condition with the ship on even keel, without cargo,
with 10% stores and fuel remaining.
●● The hoisting time for the boat launching appliance should not be less then 0.3 m/sec with the
boat loaded to its full capacity.
●● The Lifeboat must be painted in a highly visible colour on all parts so as to assist in easy
detection (generally used colour is - international bright orange) with the ship’s call sign painted
on it. Additionally, these must all be fitted with retro-reflective material, also as to assist in easy
detection.
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●● The lifeboat station must be easily accessible for all the crew members in all circumstances.
●● P
osters must be suitably placed inside accommodation showing location of lifeboat and direction
arrows suitably located to guide to the location.
●● T
he poster and direction arrows must be visible in even in total darkness. Direction arrows
are to be at a suitable height above the floor level so as to be visible even when a person is
crawling in a smoke-filled atmosphere.
●● Safety awareness posters and launching procedures must be posted at lifeboat station.
●● R
egular drills must be carried out to ensure that the ship’s crew members are capable of
launching the boat with minimal time during real emergency.
GENERAL REQUIREMENTS FOR LIFEBOATS
Construction of Lifeboats
All lifeboats shall be properly constructed and shall be of such form and proportions that they
have ample stability in a seaway and sufficient freeboard when loaded with their full complement
of persons and equipment. All lifeboats shall have rigid hulls and shall be capable of maintaining
positive stability when in an upright position in calm water and loaded with their full complement
of persons and equipment and holed in any one location below the waterline, assuming no loss of
buoyancy material and no other damage.
Modern lifeboats for ships are now manufactured in glass reinforced plastic (GRP).Older open
boats currently in use are aluminium alloy or steel, with very few wooden-built boats still operational.
The maintenance and natural life of wooden boats are two major reasons for their being superseded
by boats of GRP type construction.
The interior section of a lifeboat is moulded in one-piece design. This provides the boat with
a double hull from the gunwales down. Internal compartments are filled with buoyancy foam,
the amount of which is increased with the added volume of double hull. Additional items such as
thwarts, gunwales, keel, buoyancy tanks and small gear lockers are all manufactured in GRP and
forms integral parts of the hull. A GRP boat has great strength, and requires almost nil maintenance
compared with wooden or steel boats.
The advantage of GRP construction is readily apparent because hull moulding provides superior
water tight integrity and additional buoyancy compared with the older buoyancy tank designs.
Construction of the boats is fast, especially when compared with wooden boats, and permanent colour
can be incorporated into the fibreglass eliminating the need for painting. Additionally, fibreglass has
a low thermal conductivity which gives excellent insulation for accommodation and storage area.
Each lifeboat shall be fitted with a certificate of approval, endorsed by the Administration, containing
at least the following items;
●● Manufactures name and address,
●● Lifeboat model and serial number,
●● Month and year of manufacture,
●● Number of persons the lifeboat is approved to carry.
●● Approval information, including the Administration which approved it and any operational
restrictions.
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The certifying organization shall provide the lifeboat with a certificate of approval which, in addition
to the above items, specifies:
●● Number of the certificate of approval,
●● Material of hull construction in such detail as to ensure that compatibility problems in repair
should not occur,
●● Total mass fully equipped and fully manned,
●● Approval information stating whether it is Partially Enclosed/Totally Enclosed/Free-fall Lifeboat.
All Lifeboats shall be of Sufficient Strength to:
●● Enable them to be safely launched into the water when loaded with their full complement of
persons and equipment.
●● Be capable of being launched and towed when the ship is making headway at a speed of
5 knots in calm water.
●● Hull and rigid covers shall be fire – retardant or non–combustible.
●● Seating shall be provided on thwarts, benches or fixed chairs which are constructed so as to
be capable of supporting.
●● A static load equivalent to the number of persons, each weighing 100 kg, for which space are
provided in compliance with the requirement.
●● A load of 100 kg in any single seat location when a lifeboat to be launched by falls is dropped
into the water from a height of at least 3 m.
●● A load of 100 kg in any single seat location when a free – fall lifeboat is launched from a height
of at least 1.3 limes its free – fall certification height.
●● Except for free – fall lifeboats, each lifeboat to be launched by wire falls of sufficient strength to
withstand a load, without residual deflection on removal of that load. In the case of boats with
metal hulls, 1.25 times the total mass of the lifeboat when loaded with its full complement of
persons and equipment. In the case of other boats, twice the total mass of the lifeboat when
loaded with its full complement of persons and equipment.
●● Except for free-fall lifeboats, each lifeboat to be launched by wife-falls shall be of sufficient
strength to withstand, when fully loaded, a lateral impact against the ship’s side at an impact
velocity of at least 3.5 m/sec.
●● No lifeboat shall be approved to accommodate more than 150 persons.
●● The number of persons which a lifeboat to be launched by falls shall be permitted to accommodate
shall be equal to the lesser of;
●● The number of persons having an average mass of 75 kg , all wearing life jackets, that can be
seated in a normal position without interfering with the means of propulsion or the operation
of any of the lifeboats equipment.
●● The number of space that can be provided on the seating arrangements. The shapes may be
overlapped, provided footrests are fitted and there is sufficient room for legs and the vertical
separation between the upper and lower seat is not less the less then 350 mm.
●● Each seating position shall be clearly indicated in the lifeboat.
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Additional requirements are:

●● A
ll life boats, except free-fall boats, shall be provided with at least one drain valve which
shall automatically open to drain water from hull when lifeboat is not waterborne, and close
automatically to prevent water ingress when lifeboat is waterborne.
●● Each drain valve is to be provided with a cap or a plug to close the valve.
●● Drain valve is to be readily accessible from inside the boat and be clearly marked.
●● Be provided with a rudder and a tiller, the rudder being permanently attached to the lifeboat.
●● E
xcept in vicinity of rudder and propeller, suitable hand holds are to be provided or buoyant
line bucketed and within reach of a person in water.
●● L ifeboats intended for launching down the side of a ship shall have skates and fenders as
necessary.
ACCESS INTO LIFEBOATS

●● Every lifeboat shall be so arranged that it can be boarded by its full complement of persons in
not more than 3 min from the time the instruction to board is given.
●● Rapid disembarkation shall also be possible.
●● Lifeboats shall have a boarding ladder that can be used at any boarding entrance of the lifeboat
to enable persons in the water to board the lifeboat. The lowest step of the ladder shall be not
less than 0.4 m below the lifeboats lights waterline.
●● The lifeboats shall be so arranged that helpless people can be brought on board either from
the sea or on stretchers.
●● All surfaces on which persons might walk shall have a non-skid finish.
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Lifeboat Stability
According to LSA code chapter IV:
4.4.4 All lifeboats shall have inherent buoyancy or shall be fitted with inherently buoyant material
which shall not be adversely affected by seawater, oil or oil products, sufficient to float the lifeboat
with all its equipment on board when flooded and open to the sea. Additional inherently buoyant
material, equal to 280 N of buoyant force per person shall be provided for the number of persons
the lifeboat is permitted to accommodate. Buoyant material unless in addition to that required above,
shall not be installed external to the hull of the lifeboat
4.4.5.1. All lifeboats shall be stable and have a positive GM value when loaded with 50% or the
number of persons the lifeboat is permitted to accommodate in their normal positions to one side
of the centre line.
4.4.5.2. Under the condition of loading in paragraph 4.4.5.1:
1. Each lifeboat with side openings near the gunwale shall have a freeboard, measured from the
waterline to the lowest opening through which the lifeboat may become flooded, of at least 1.5%
of the lifeboat’s length or 100 mm whichever is greater; and
2. Each lifeboat without side openings near the gunwale shall not exceed an angle of heel of 20°
and shall have a freeboard measured from the waterline to the lowest opening through which the
lifeboat may become flooded of at least 1.5% of the lifeboat’s length or 100 mm whichever is greater.
The Life Boat Equipment shall consist of:-
●● S
ufficient buoyant oars or paddles to make headway in calm seas, except for Free-fall lifeboats.
Thole pins, crutches or equivalent arrangements shall be provided for each oar. Thole pins or
crutches shall be attached in the boat by lanyards or chains.
●● Boat hooks.
●● A buoyant bailer and a Bucket.
●● Survival Manual.
●● A
binnacle containing an efficient compass which is luminous or provided with suitable means
of illumination.
●● A
sea anchor of adequate size fitted with shock-resistant hawser which provides a firm grip
even when wet.
●● T
wo painters of length equal to not less than twice the distance from stowage position of lifeboat
to the waterline in the lightest sea going condition or 15 m whichever is greater. One attached
to the release device shall be placed forward and the other firmly secured to the bow ready for
use.
●● On Free Fall lifeboats, painters shall be stowed forward near the bow and ready for use.
●● Watertight receptacles containing total of 3 litre of fresh water per person…..
●● Rustproof dipper with lanyard and rustproof graduated drinking water vessel.
●● F
ood ration totalling not less than 10,000 kJ per person in airtight packaging and stored in
watertight container.
●● Pyrotechnics – Hand Flares, Parachute Flares, Buoyant Smoke Signals.
●● Daylight signalling mirror.
5
●● One buoyant line, not less than 50 m in length, of sufficient strength to tow a life raft.
●● One waterproof electric torch suitable for Morse signalling, together with spare batteries and
one spare bulb in water proof container.
●● One whistle or equivalent sound signal.
●● Jackknife connected to a lanyard.
●● Tin openers.
●● Set of fishing tackle.
●● Sufficient tools for minor adjustment of the engine.
●● A first – aid kit in a waterproof case capable of being closed tightly.
●● Anti sea-sickness medicines for at least 48 hours.
●● Two buoyant rescue quoits attached to not less than 30 m of buoyant line.
●● A
searchlight with a horizontal and vertical sector of at least 6 degrees and a measured luminous
intensity of 2500 cd which can work continuously for not less than 3 hours.
●● An efficient radar reflector.
●● A
thermal protective aid sufficient for 10% of the number of persons the rescue boat is permitted
to accommodate or two, whichever is the greater.
●● Portable fire – extinguishing equipment of an approved type suitable for extinguishing oil fires.
●● Life saving Signals.
OPEN LIFE BOAT
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Ship’s Open lifeboat which still carries traditional mast, sails and oars as its only form of propulsion.
Use of Open Lifeboats is not permitted for ships constructed after 1st July 1998.
PARTIALLY ENCLOSED life BOATS
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Partially enclosed lifeboats are made of glass re-enforced plastic (GRP) and shall meet the following
specifications:-
●● They must comply with general requirements for lifeboats.
●● Every partially enclosed boat shall be provided with effective means of bailing or be automatically
self bailing.
●● They shall be provided with permanently attached, rigid covers extending over not less than 20%
of the boats length from the stem, and 20% of the length from the aftermost part of the boat.
●● The arrangement of the canopy is governed by the following requirements:
It must be provided with adequate rigid section or battens to permit the erection of the canopy.
It must be easy to erect by not more than two persons, It has a means for collecting rain
water.
It must be insulated to protect the occupants against heat and cold, having not less than
two layers of material separated by an air gap or other efficient means of insulation. Means
must be provided to prevent the accumulation of water in air gap.
Its exterior and interior is of a highly visible colour. However, the interior colour must not be
of a colour causing discomfort to the occupants.
The occupants can escape in the events of the lifeboats capsizing.
The rigid covers shall form two shelters. If the covers have bulkhead then openings of
sufficient size to permit easy access by persons clad in protective clothing and life jackets,
must be provided.
The interior height under the shelters must allow easy access to seating arrangements in
the bow and stern of the lifeboat.
Rigid covers must be provided with windows or clear view panels to admit daylight with
opening closed, sufficient to make artificial unnecessary.
●● A safety belt shall be fitted at each indicated seating position. The safety belt shall be so
designed as to hold a person of a mass of 100 Kgs. securely in place when the lifeboat is in a
capsized position.
●● The stability of the lifeboat shall be such that it is inherently or automatically self righting where
loaded with its full or a partial complement of persons and equipment and the persons are
secured with safety belts.
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TOTALLY ENCLOSED lifeboats
A totally-enclosed davit-launched lifeboat - a design type currently in use on many ships. Note
that in this case the lifeboat can be boarded from the stowed position, rather than needing to be
lowered to a separate boarding level.
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Every totally enclosed lifeboat shall be provided with:-

●● a rigid water-tight enclosure (Statutory Instrument No. 1066) that protects the occupants
against heat and cold.
●● Access into the lifeboat is provided by hatches which can be closed to make the boat watertight.
●● Hatches are positioned so as to allow the launching and recovery operations to be performed
without any occupant having to leave the enclosure.
●● Access hatches capable of being opened and closed from both inside and outside and are
equipped with means of holding them securely in the open positions. It must be possible to
row the lifeboat.
●● Lifeboat should be capable, when it is in the capsized position with the hatches closed and
without significant leakage, of supporting the entire mass of the lifeboat, including all equipment,
machinery and its full complement of persons.
●● It includes windows or translucent panels on both hatches closed to make artificial light
unnecessary. Its exterior is of a highly visible colour and its interior is of a colour which does
not cause discomfort to the occupants.
●● Handrails provide a secure handhold for persons moving about the exterior of the lifeboat and
aid embarkation and disembarkation.
●● Persons have access to their seats from an entrance without having to climb over thwarts or
other obstructions.
●● The occupant’s are protected from the effects of dangerous sub atmospheric pressures which
might be created by the lifeboat’s engine.
●● A safety belt shall be fitted at each indicated seating position. The safety belt shall be designed to
hold a person of a mass of 100 Kgs. securely in place when the lifeboat is in a capsized position.
●● The stability of the lifeboat shall be such that it is inherently or automatically self righting when
loaded with its full or partial complement of persons and equipment and all entrances and
openings are closed watertight and the persons are secured with safety belts.
●● The lifeboat shall be capable of supporting its full complement of persons and equipment when
the life boat is in the damaged condition and its stability shall be such that in the events of
capsizing, it will automatically attain a position that will provide an above water escape for its
occupants.
●● The design of all engine exhaust pipes, air ducts and other openings shall be such that water
is excluded from the engine when the life boat capsizes, re-rights and becomes upright.
FIRE PROTECTED LIFEBOAT

A fire protected lifeboat, when waterborne, shall be capable of protecting the number of persons
it is permitted to accommodate when subjected to a continuous oil fire that envelope the boat for
a period of not less than 8 minutes.
Tankers are required to carry fire protected lifeboats, tested to survive a flaming oil or petroleum
product spill from the tanker. Fire protection of such boats is normally provided by insulation and
sprinkler system, which has a network of pipe system on top and sides, through which water is
pumped and sprayed to cool the surface. This system, while not fail safe against engine failure,
allows fireproof lifeboats to be built of fibreglass.
10
11
Lifeboats with Water Spray System comply with the following:-

●● Water for the system shall be from the sea by self priming motor pump. It shall turn “ON” and
“OFF” the flow of water over the exterior of the life boat.
●● The seawater intake shall be so arranged as to prevent the intake of flammable liquids from
the sea surface.
●● The system shall be arranged for flushing with fresh water and allowing complete drainage.
●● Lifeboat launching appliance for oil tankers, chemical tankers, and gas carriers with a final
angle of heel greater than 20° calculated in accordance with the international convention for
the prevention of pollution from ships, 1973 as modified by the 1978 protocol, shall be capable
of operating at the final angle of heel on the lower side at the ship.
Lifeboats with a self contained Air Support System
In addition to complying with the requirements, a totally enclosed lifeboat with a self contained air
support system shall be so arranged that when proceeding with all entrances and openings closed,
the air in the lifeboat remains safe and breathable and the engine runs normally for a period of not
less than 10 minutes. During this period the atmosphere pressure inside the lifeboat shall never fall
below the outside atmospheric pressure not shall it exceed it by more than 20 hpa. The system shall
have visual indicators to indicate the pressure of the air supply at all times.
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FREE FALL LIFE BOAT SYSTEM

Free fall launching is that method of launching a survival craft whereby the craft with its complement
of persons and equipment on board is released and allowed to fall into the sea without any retaining
apparatus.
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Every free fall launching appliance shall comply with the applicable requirements and shall also
comply with the following:
¤¤ The launching appliance shall be so designed and installed so that it and the lifeboat it serves
operate as a system to protect the occupants form harmful acceleration forces and to ensure
effective clearing of the ship.
¤¤ The launching appliance shall be constructed so as to prevent sparking and incendiary friction
during launching of the lifeboat.
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¤¤ The launching appliance shall be so designed and arranged so that in its ready to launch position,
the distance from the lowest point on the lifeboat it serves to the water surface with the ship in
its lightest seagoing condition does not exceed the lifeboats, free fall certification height, taking
into consideration the 10 degrees trim and the 20 degrees list to either side.
¤¤ The launching appliance shall be so arranged so as to preclude accidental release of the lifeboat
in its unattended towed position. If the means provided to secure the lifeboat cannot be released
from inside the lifeboat, it shall be so arranged as to preclude boarding the lifeboat without
first releasing it.
¤¤ The release mechanism shall be arranged so that at least two independent actions from inside
the lifeboat are required in order to launch the lifeboat.
¤¤ Each launching appliance shall be provided with a secondary means to launch the lifeboat by
falls. It must be capable of launching the lifeboat against unfavourable conditions of trim of
up to only 2 degrees and list of up to only 5 degrees either way and need not comply with the
speed requirements. If the secondary launching appliance is not dependent on gravity, stored
mechanical power or other manual means, the launching appliance shall be connected both
to the ships mains and emergency power supplies The secondary means of launching shall be
equipped with at least a single off load capability to release the lifeboat.
Free Fall Lifeboats - General Requirements

Free fall lifeboats shall comply with the requirements given above and in addition shall comply
with the following requirements:
The carrying capacity of a free fall lifeboat is the number of persons that can be provided with
a seat without interfering with the means of propulsion or the operation of any of the lifeboat’s
equipment. The width of the seat shall be at least 430 mm. Free clearance in front of the backrest
shall be at least 635 mm. The backrest shall extent at least 1,000 mm above the seat pan.
●● Each free fall lifeboat shall make positive headway immediately after water entry and shall not
come into contact with the ship after a free fall launching against a trim of up to 10 degrees
and a list of up to 20 degrees either way from the certification height when fully equipped and
loaded with:-
Its full complement of persons,
Occupants so as to cause the centre of gravity to be in the most forward position,
Occupants so as to cause the centre of gravity to be in the most aft position, and
Its operating crew only.
For oil tankers, chemical tankers and gas carriers with a final angle of heel greater than 20°
calculated in accordance with the International Convention for the Prevention of Pollution from
Ships 1973 as modified by the Protocol of 1978 relating thereto and the recommendations of the
Organization.
As applicable a lifeboat shall be capable of being free fall launched at the final angle of heel and
on the base of the final waterline of that calculation the required free fall height shall never exceed
the free fall certification height.
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●● Each free fall shall be of sufficient strength to withstand when loaded with its full compliment
of persons and equipment a free fall certification height.
●● Each free fall lifeboat shall be so constructed that the lifeboat is capable of rendering protection
against harmful accelerations resulting from being launched from the height for which it is to
be certified in calm water under favourable conditions of trim up to 10 degrees and list of up
to 20° either way when it is fully equipped and loaded with:-
It’s full complement of persons,
Occupants so as to cause the centre of gravity to be in the most forward position,
Occupants so as to cause the centre of gravity to be in the most aft position,
The operating crew only.
●● Each free fall lifeboat shall be fitted with a release system which shall:-
Have two independent activation systems for the release mechanized, which may only
be operated from inside the lifeboat and be marked in a colour that contrasts with its
surroundings,
Be so arranged as to release the boat under any condition of loading from no load up to at
least 200% of the normal load caused by the full equipped lifeboat when loaded with the
number of persons for which it is to be approved,
Be adequately protected against accidental or premature use,
Be designed to test the release system without launching the lifeboat,
Be designed with a factor of safety of 6 based on the ultimate strength of the materials used.
In addition to the requirements the certificate of approval for a free fall lifeboat shall also state:-
Free fall certificate height,
Required launching ramp length,
Launching ramp angle for the free fall certification height.
Launching ramp length is the distance between the stern of the lifeboat and the lower end of
the launching ramp.
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chapter 2
RESCUE BOATS
A Rescue Boat is designed to rescue persons in distress and to marshal a Survival Craft. A Rescue
Boat can have a rigid hull or inflatable or a combination of both.
On vessels which have the free fall launching system from the stern there will be one more boat
which can be launched and recovered from one side of the vessel (either the stbd or port side.)
This will be called the rescue boat.
On vessels that have lifeboats with gravity type davits there will be no additional rescue boat.
One of the lifeboats can be a rescue boat provided it complies with certain construction regulations.
(Vessels constructed from 1st July 1986:-
Passenger ships of 500 grt and over must carry at least one rescue boat on each side.
Passenger ships of less than 500 grt and all cargo ships must carry at least one rescue boat.
A rescue boat must be kept in a continuous state of readiness for launching in not more than five
minutes. On a cargo vessel, the ship’s crew has to be able to enter the craft within three minutes
from the time boarding instruction are given.
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Rescue Boat: Rigid Design Rescue Boat: Inflatable Design

A lifeboat may be approved and used as a rescue boat if it meets all of the requirements.
If it successfully completes the testing for a rescue boat as required by regulations and if its stowage,
launching and recovery arrangements on the ship meet all of the requirements for a rescue boat.
Required buoyancy material for rescue boats may be installed external to the hull, provided it is
adequately protected against damage and is capable of withstanding exposure.
Rescue boats may be either rigid or inflated or a combination of both is powered by an outboard
engine and shall:-
●● Be not less than 3.8 m and not more than 8.5 m in length.
●● B
e capable of carrying at least five seated persons and a person lying on a stretcher. Seating
except for the helmsman may be provided on the floor, provided that the space provides for
extended legs. No part of the seating space shall be on the gunwale, transom, or on inflated
buoyancy at the sides of the boat.
●● Rescue boat, which is a combination of rigid and inflated construction, shall comply with the
appropriate requirements of the section to the satisfaction of the administration.
●● Unless the rescue boat has adequate sheer, it shall be provide with a bow cover extending for
not less than 15% of its length.
●● Rescue boats shall be capable of maneuvering at a speed of at least 6 knots and maintaining
that speed for a period of at least 4 hours.
●● Rescue boats shall have sufficient mobility and maneuverability in seaway to enable persons to
be retrieved from the water, marshal life rafts and low the largest life raft carried on the ship
when loaded with its full complement of persons and equipment of its equivalent at a speed
of at least 2 knots.
●● A rescue boat shall be fitted with an inboard engine or an outboard motor. It it is fitted with
an outboard motor, the rudder and tiller may form part of the engine. Petrol – driver outboard
engines with an approved fuel system may be fitted in rescue boats provided the fuel tanks
are specially protected against fire and explosion.
●● Towing arrangements shall be permanently fitted in rescue boats and shall be sufficiently strong
to marshal or tow life rafts.
18
●● Every rescue boat shall be provided with effective means of bailing or be automatically self-bailing.
●● Rescue boats shall be fitted with weather tight stowage for small items of equipment.
●● Rescue boats shall be stowed:
In a continuous state of readiness and can be launched in not more than 5 minutes.
In such a position that it can be launched and recovered easily.
The rescue boat and launching gear will not interfere with the operation of the survival crafts
or any other survival gear.
●● T
he boat hook will not be lashed it is kept free for fending – off purposes. All other equipment
will lashed or kept in storage lockers or compartments. The equipment shall not interface with
any launching or recovery procedures.
The rescue boat equipment shall consist of:-
●● Sufficient buoyant oars or paddles to make headway in calm seas. Thole pins, crutches or
equivalent arrangements shall be provided for each oar. Thole pins or crutches shall be attached
in the boat by lanyards or chains.
●● A buoyant bailer.
●● A binnacle containing an efficient compass which is luminous or provided with suitable means
of illumination.
●● A sea anchor and tripping line, if fitted, with a hawser of adequate strength not less than
10 m in length.
●● A painter of sufficient length and strength attached to the release device complying with the
requirements and placed at the forward end of the rescue boat.
●● One buoyant line, not less than 50 m in length, of sufficient strength to tow a life raft.
●● One waterproof electric torch suitable for Morse signalling, together with spare batteries and
one spare bulb in water proof container.
●● One whistle or equivalent sound signal.
●● A first – aid kit in a waterproof case capable of being closed tightly.
●● Two buoyant rescue quoits attached to not less than 30 m of buoyant line.
●● A searchlight with a horizontal and vertical sector of at least 6 degrees and a measured luminous
intensity of 2500 cd which can work continuously for not less than 3 hours.
●● An efficient radar reflector.
●● A thermal protective aid sufficient for 10% of the number of persons the rescue boat is permitted
to accommodate or two, whichever is the greater.
●● Portable fire – extinguishing equipment of an approved type suitable for extinguishing oil fires.
19
In addition to the equipment required, the normal equipment of every rigid rescue boat shall
include:-
A boat – hook
A bucket
A knife or hatchet
In addition to the equipment required, the normal equipment of every inflated rescue boat shall
consists of:-
A buoyant safety knife.
Two sponges
An efficient manually operated bellows or pump.
A repair kit in a suitable container for repairing punctures.
A safety boat hook.
ADDITIONAL REQUIREMENTS FOR INFLATED RESCUE BOATS

●● Shall be constructed in such a way that, when suspended from its lifting hook or bridle, it is
sufficient strength and rigidity to enable it to be lowered and recovered with its full complement
of persons and equipment.
●● It should withstand a load of four times the mass of its full complement of persons and
equipment, at an ambient temperature and stabilized life raft temperature of 170 C to 230 C
with all relief valves inoperative and 1.1 times the mass of its full complement of persons and
equipment, at an ambient temperature and stabilized life raft temperature of – 300 C with all
relief valves operative.
●● It shall be capable of withstanding exposure when stowed on an open deck on a ship at sea
and for 30 days afloat in all sea conditions.
●● Rescue boats shall be marked with a serial number, the maker’s name or trade mark and date
of manufacture.
●● The buoyancy of an inflated rescue boat shall be provided by either a single tube subdivided
into at least five separate compartments of approximately equal volume or two separate tubes,
neither exceeding 60% of the total volume.
●● The buoyancy tubes shall be so arranged that the intact compartments shall be able to support
the number of persons which the rescue boat is permitted to accommodate, each having a
mass of 75 Kg, when seated in their normal positions with positive freeboard over the rescue
boat’s entire periphery under the following conditions; with the forward buoyancy compartment
deflated – with the entire buoyancy on one side of the rescue boat deflated – with the entire
buoyancy on one side one the bow compartment deflate.
●● The buoyancy tubes forming the boundary of the inflated rescue boat shall, on inflation, provide
a volume of not less than 0.17 meter / cube for each person the rescue boat is permitted to
accommodate.
●● Each buoyancy compartment shall be fitted with a non-return valve for manual inflation and
means of deflation.
20
●● A safety relief valve shall also be fitted unless the Administration is satisfied that it is not required.
●● Under the bottom and on vulnerable places on the outside of the inflatable rescue boat, rubber
strips shall be provided to the satisfaction of the Administration.
●● When a transom is fitted is shall not be inset by more than 20% of the overall length of the
rescue boat.
●● Patches shall be provided for securing the painters for and aft and bucketed lifelines inside
an outside the boat. the inflated rescue boat shall be maintained at all times in a fully inflated
conditions.
REQUIREMENTS FOR RO-RO SHIPS
At least one of the rescue boats shall be a fast rescue boat approved the Administration.
●● A
suitable launching appliance approve by the Administration shall serve each fast rescue boat.
When approving such launching appliances the Administration shall take into account that the
fast rescue boat is intended to be launched and retrieved even under severe adverse weather
conditions.
●● At least two crew of each fast rescue boat shall be trained and drilled regularly having regards
to the STCW Code and recommendations adopted by the Organization including all aspects of
rescue, handling manoeuvring; operating these craft in various conditions and righting them
after capsize.
●● Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering
survivors from the water and transferring survivors from rescue units or survival craft to the ship.
●● T
he means of transfer of survivors to the ship may be part of a marine evacuation system or
may be part of a system designed for rescue purposes. If the slide of a marine evacuation
system is intended to provide the means of transfer of survivors to the deck of the ship, the
slide shall be equipped with hand lines or ladders to aid in climbing up the slide.
In case the arrangement of size of a ro-ro passenger ship, constructed before 1st July 1997 is
such as to prevent the installation of the fast rescue boat or in case of ships constructed prior to
1st July 1986, boats for use in an emergency provided that all of the following conditions are met
the fast rescue boat installed is intended to be launched and retrieved even under severe adverse
weather conditions. The capacity of the survival craft lost by the above substitution is compensated
by the installation of life rafts capable of carrying at least an equal number of persons served by
the lifeboat replaced. Such life rafts are served by the existing launching appliances or marine
evacuation systems.
21
chapter 3
Life raftS
Life rafts may be either Inflatable or Rigid. Inflatable life rafts are preferred for ease of storage
and deployments. These are categorised as of two types based on the launching arrangement
viz. Float-free and Davit Launched.
INFLATABLE Life raftS

Construction of Inflatable Life Rafts
●● The life – raft is made from gas – tight rubber – proofed high strength fabric, and has four major
parts, the twin buoyancy tings, the floor, the arch or column supporting the canopy, and the
canopy itself. The canopy will stay up even if one of the buoyancy rings is damaged or deflated.
22
●● T
he buoyancy rings and as well as the roof arches of central column are inflated automatically
by a mixture of gases CO2 and N2 stored under pressure cylinders and fed through a hose to
inlet valves on the buoyancy.
●● Chamber. Shields fitted inside the buoyancy rings prevent icing up. Safety valves release any
excess gas Special valves permit topping up for pressure lost through temperature fluctuations or
other causes, is done by means of the bellows provided in a bag. The double – layers floor can
also be pumped up by the bellows through the inflation valve to provided insulation against cold.
●● The canopy is erected automatically by the arches or, column which is inflated through the
buoyancy rings. Because of double – skinned construction, the canopy and entrance closures
offer good insulation against the weather. Provisions in the canopy enable rain – water to be
collected and drawn off from a tube within the raft. The raft has two entrances provided with
ladders and boarding grips A bucketed grab –line outside provides a hand hold for persons in
the water. There is another grab line inside for persons on board. A buoyant rescue – line an
quoit are fixed inside. The stability of the raft is ensured by stabilizers under the bottom and
by a sea –anchor which is automatically streamed.
●● Two floating paddles in the raft, and a spare sea – anchor in the Accessories Bag enable the raft
to be handled in the water. The Accessories Bag contains also the balers for baling out water
from the raft, and sponges for wiping it dry, leak stoppers for plugging any holes and a kit for
repairing the rubber parts of the raft.
●● The raft is provided with a tow attachment below and a painter firmly attachment below and a
painter firmly attached to it. Inside the raft here is a knife with lanyard. Batteries fixed to the
bottom of the raft are activated automatically by sea – water when the raft is launched, and
supply the marker light on top of the canopy as well as an interior light.
●● All the fittings are clearly labelled and important instructions are fixed on the wall of the canopy.
●● T
he equipment on the raft include a Survival Pack containing a number of items prescribed by
International Convention for securing the health, safety survival and rescue of the persons on
board the raft survival and rescue of the persons on board the raft (See next section).
●● A
fter the survivors have been rescued, the raft can be taken on board the rescuing vessel and
deflated by taking out the deflation screws and the floor deflation plugs.
●● S
hall be so constructed as to be capable of withstanding exposure for 30 days afloat in all sea
conditions.
●● S
hall be capable of the life raft and its equipment to be in satisfactory operating condition when
dropped from a height of 18 m.
●● A
float-free life raft shall be capable of withstanding repeated jumps onto it from a height of
at least 4.5 m above its floor, both with and without the canopy erected.
●● L ife raft and its fittings shall be so constructed as to be able to be towed at a speed of 3 knot
in calm whether when fully loaded, and with its sea-anchor streamed.
●● L ife rafts shall have a canopy to protect its occupants from exposure which automatically sets
in when the life raft is launched and is water borne.
●● The canopy shall comply with the following requirements:
Provide insulation against heat and cold by means of either two layers of material separated
by an air gap or other equally efficient means.
Provide for means to prevent for water accumulation in the air gap.
23
The colour of interiors shall not cause discomfort to occupants.

Each entrance shall be clearly indicated and be provided with efficient adjustable closing
arrangements which can be easily and quickly opened by persons clothed in Immersion Suits
from inside and outside the life raft; and be closed from outside so as to permit ventilation
but exclude sea water, wind and cold.
Life rafts accommodating more than 8 persons shall have at least two diametrically opposite
entrances.
Admit sufficient air for occupants at all times, even with the entrances closed.
Have at least 2 viewing port.
Be provided with means of collecting rain water.
Be provided with means to mount a survival craft Radar Transponder at a height of at least
1 m above the sea.
Have sufficient head room for sitting occupants under all parts of the canopy.
●● The main buoyancy shall be divided into not less than two separate compartments, each inflated
thorough than two separate compartments, each inflated through a non – return inflation valve
on each compartment. The buoyancy chambers shall be so arranged that, in the event of any
one of the compartments being damaged or falling to inflate, the intact compartments shall
be able to support, with positive freeboard over the life raft’s entire periphery, the number of
persons which the life raft is permitted to accommodate, each having a mass of 75 kg and
seated in their normal positions.
●● The floor of the life raft shall be waterproof and shall be capable of being sufficiently insulated
against cold either:-
by means of one or more compartments that the occupants can inflate, or which inflate
automatically and can be deflated and re-inflated by the occupants.
by other equality efficient means not dependent on inflation.
●● The life raft shall be inflated with a non – toxic gas. Inflation shall be completed within a period
on one minute at an ambient temperature of between 180C and 200C and within period of 3
minutes at an ambient temperature of – 300C. After inflation the life raft shall – maintain its
form when loaded with its full complement of persons and equipment.
●● Each inflatable compartment shall be capable of withstanding pressure equal to at least 3 times
the working pressure and shall be prevented from reaching a pressure exceeding twice the
working pressure either by means of relief valves or by a limited gas supply. Means shall be
provided for fitting the topping – up pump or bellows.
●● N
o life raft shall be approved which has carrying capacity less than 6 persons calculated as per
guidelines below.
●● The number of persons which a life raft shall be permitted to accommodate shall be equal to
the lesser of:-
The greatest whole number obtained by dividing by 0.096 the volume, measured in cubic
metres of the main buoyancy tubes (which for this purpose shall include neither the arches
not the thwarts if fitted) when inflated; or
The greatest whole number obtained by dividing by 0.372 the inner horizontal cross – sectional
area of the life raft measured in square meters (which for this purpose may include the thwart
of thwarts, if fitted) measured to the innermost edge of the buoyancy tubes.
24
The number of persons having an average mass 75 kg. All wearing life jackets that can be
seated with sufficient comfort and headroom without interfering with the operation of any
of the life raft’s equipment.
●● At least one entrance shall be fitted with a semi – rigid boarding ramp to enable persons to
board the life raft from the sea so arranged as to prevent significant deflation of the life raft if
the ramp is damaged. In the case of a davit – launched life raft having more than one entrance,
the boarding ramp shall be fitted to the entrance opposite the bow sing lines and embarkation
facilities.
●● Entrances not provided with a boarding ramp shall have a boarding ladder, the lower step of
which shall be situated not less than 0.4 m below the life raft’s light waterline. There shall be
means inside the life raft to assist persons to pull themselves into the life raft from the ladder.
●● Every inflatable life raft shall be so constructed that when fully inflated and floating with the
canopy uppermost, it is stable in a seaway.
●● The stability of the life raft when in the inverted position shall be such that it can be righted in
a seaway and in calm water by one person. The stability of the life raft when loaded with its
full complement of persons and equipment shall be such that it can be towed at speeds of up
to 3 knots in calm water.
●● Lifelines shall be securely bucketed around inside and outside of the life raft.
●● L ife raft shall be fitted with a painter of length equal to not less than 10 m plus the distance
from the stowed position to the waterline to the lightest sea going condition or 15 m whichever
is greater.
●● The breaking strength of the painter system including its means of attachment to the life raft,
except the weak link shall be not less than 10.0 kN for a life raft permitted to accommodate
9 persons or more, and not less than 7.5 kN for any other life raft.
●● The life raft shall be capable of being inflated by one person.
●● A manually controlled lamp visible on a dark night with a clear atmosphere at a distance of at
least two miles for a period of not less than 12 hours shall be fitted to the top of the life raft
canopy.
●● If the light is a flashing light it shall not flash less than 50 and not more than 70 flashes per
minute for the first two hours of operation of the 12 hours operating period.
●● The lamp shall be automatically lit when the canopy is erected and be powered by a sea –
activated cell or a dry chemical cell. The cell shall be of a type that does not deteriorate due to
damp or humidity in the stowed life raft.
●● A manually controlled lamp shall be fitted inside the life raft capable of continuous operation
for a period of at least 12 hours. It shall light automatically when the life raft inflates and be of
sufficient intensity to enable reading of survival and equipment instructions.
●● The life raft shall be marked with :
Maker’s name or trade mark, serial number; date of manufacture (month and year);
Name of approving authority;
Name and place of servicing station where it was last serviced;
Number of persons it is permitted to accommodate over each entrance in characters not less
than 100 mm in height of a colour contrasting with that of the life raft; and
25
Name of the ship in which it is carried in characters of not less than 100 mm in height of a
colour contrasting with that of the life raft on the outside of the canopy and underneath the
bottom as well as on its valise.
●● The life raft shall be packed in a container that is:-
So constructed as to withstand hard wear under conditions encountered at sea,
Of sufficient inherent buoyancy, when packed with the life raft and its equipment, to pull the
painter from within and to operate the inflation mechanism should the ship sink,
As far as practicable watertight, except for drain holes in the container bottom.
●● The life raft shall be packed in its container in such a way as to ensure, as far as possible, that
the waterborne life raft aft inflates in an upright position on breaking free from its containers.
●● The container shall be marked with:-
Maker’s name or trade mark,
Serial number,
Name of approving authority and the number of person it is permitted to carry,
SOLAS,
Type of emergency pack enclosed,
Date when last serviced,
Length of painter,
Maximum permitted height of stowage above waterline (depending on drop – test height
and length of painter), and
Launching instructions.
●● Provision shall be made for marking each life raft with name and port of registry of the ship in
such a form that the ship identification can be changed any time without opening the container.
●● Every inflatable life raft shall be provided with –
Buoyant :
¤¤ Rescue quoit attached to not less than 30 m of buoyant line;
¤¤ Buoyant bailer and Sponges;
¤¤ Paddles.
●● N
on-folding type knife having a buoyant handle and lanyard attached and stowed in a pocket
on the exterior of the canopy near the point where painter is attached.
●● Sea-anchors, each with shock resistant hawser and tripping line attached.
●● Tin-openers, Scissors, Safety knives.
●● First Aid outfit in a water-proof case.
●● Whistle or equivalent sound signal.
●● Pyro techniques :–
Rocket Parachute Flares;
Hand Flares;
Smoke Signals.
●● Waterproof Electric torch with spare batteries.
●● Radar reflector.
●● Day light signalling Mirror.
26
●● Fishing Tackle.
●● F
ood rations totalling not less than 10,000 KJ for each person the life raft is permitted to
accommodate.
●● Water-tight receptacles and Rust proof graduated drinking glass.
●● Anti-sea sickness medicine, and sea-sickness bag for each person.
●● T
hermal Protective Aids for at least 10% of the number of person the life raft is permitted to
accommodate plus two.
●● Life Saving Signals.
●● Instructions for :-
How to survive;
Immediate actions required.
●● Additionally,
One repair outfit for repairing punctures in buoyancy compartments; and
One topping – up pump or bellows;
The knives shall be safety knives.
Davit – Launched Inflatable Life Rafts

Davit – launched life rafts are in every way same as inflatable life rafts, described above, except that
these are not float-free and have to be launched with the help of a Davit – as shown in photograph
below. Davit – launched life rafts are generally found on ships carrying passengers, as passengers
are not trained in abandon-ship drills like a ship’s crew.
●● In addition to complying with the above requirements, a life raft for use with an approved
launching appliance shall, when suspended form its lifting hook or bridle, withstand a load of :–
4 times the mass of its full complement of person and equipment at an ambient temperature
and a stabilized life raft temperature of 200C ± 300C with all relief valves operation.
1.1 times the mass of its full complement of persons and equipment at an ambient temperature
and a stabilized life raft temperature of –300C with all relief valves operative.
27
●● Rigid containers for life rafts to be launched by a launching appliance shall be secured that
the container or its parts are prevented from falling into the sea during and after inflation and
launching of the contained life raft.
●● E
very passenger ship Davit – launched life raft shall be provided with means for bringing the
life raft alongside embarkation deck and holding it securely during embarkation; and be so
arranged that it can be rapidly boarded by its full complement of persons.
RIGID Life raftS
Requirements for Rigid Life rafts are:

●● The buoyancy of the life raft shall be provided by approved inherently buoyant material placed
as near as possible to the periphery of the life raft. The buoyant material shall be fire – retardant
or be protected by a fire retardant covering.
●● The floor of the life raft shall prevent the ingress of water and shall effectively support the
occupants out of the water and insulate them from cold.
●● The number of persons which a life raft shall be permitted to accommodate shall be equal to
the lesser of:-
The greatest whole number obtained by dividing by 0.096 the volume, measured in cubic
meters of the buoyancy material multiplied by a factor of one minus the specific gravity of
the material,
The greatest whole number obtained by dividing by 0.372 the horizontal cross – sectional
area of the floor of the life raft measured in square meters, or
The numbers of persons having an average mass of 75 kg all wearing life jackets that can
be seated with sufficient comfort and headroom with out interfering with the operation of
any of the life raft’s equipment.
●● At least one entrance shall be fitted with a rigid boarding ramp to enable persons to persons
to board the life raft from the sea. In the case of a davit – launched life raft having more than
one entrance, the boarding ramp shall be fitted to the entrance opposite to the bow sing and
embarkation facilities.
●● Entrance not provided with a boarding ramp shall have a boarding ladder, the lowest step of
which shall be situated not less than 0.4 below the life raft’s light waterline.
●● There shall be means inside the life raft to assist persons to pull themselves into the life raft
form the ladder.
●● Unless the life raft is capable of operating safely whichever was up it is floating, its strength
and stability shall be such that it is either self – righting or can be readily righted in a seaway
and in calm water by one person.
28
●● The stability of a life raft when loaded with its full complement of persons and equipment shall
be such that it can be towed at speeds of up to 3 knots in clam water.
●● T
he life raft shall be fitted with painter, lamp etc same as the requirements of Inflatable Life
Rafts as noted above.
●● The life rafts shall be marked with:-
Name and port of registry of the ship to which it belongs,
Marker’s name or trade mark,
Serial number,
Name of approving authority,
Number of persons it is permitted to accommodate over each entrance in characters not less
than 100 mm in height of a colour contrasting with that of the life raft,
SOLAS,
Type of emergency pack enclosed,
Length of painter,
Maximum permitted height of stowage above waterline (drop – test height),
Launching instructions, and
Name of the ship in which it is carried in characters of not less than 100 mm in height of a
colour contrasting with that of the life raft on the outside of its canopy and bottom.
●● In addition to the above requirements, a rigid life raft for use with an approved launching
appliance shall, when suspended from its lifting hook or bridle, withstand a load of 4 times the
mass of its full complement of persons and equipment.
INFLATABLE LIFE RAFT
Immediate Action
●● As soon as the raft’s painter has been cast off from the ship, or cut off near the raft with the
knife (in pouch near the entrance or on central column in new models).
●● Keep a look – out for survivors in the water should be grasped under the armpits and helped
on board, with backs to the entrance . if any one is unable to swim up to the life raft, a good
swimmer should take the rescue quoit (with lifeline) from the raft, wind it once under his shoulder
and swim out to the helpless survivors. The rescuer can then get a good grip on the survivors
and the people in the raft can pull both of them to the raft. This type of rescue is preferably
done from the lee entrance.
●● Link up with other rafts near by, as then each can help the other, and rescue would also be
easier a line about 10 meters (33 ft). long from one raft to another would prove satisfactory
even under adverse weather conditions. If the available length of printers on the rafts is not
sufficient, use the rescue quoit line, doubled up.
●● Once two or more life-rafts are secured together, the survivors must be divided equally amongst
all the rafts. Unmanned life – rafts should also be salvaged and secured.
●● The life raft can be moved around with the paddles provided, or with the sea – anchor curled
and thrown in the desired direction. It unfolds immediately in water, and the raft is then warped
by drawing on the anchor line. While searching for survivors in the water keep a lookout for
floating objects such as garments, life jackets, containers or other things which may be of use.
Beware of sharp – edged objects.
29
●● When inflating, and even later, excess gas may be released though the Safety Toping – up
valve, with a hiss or whistling sound. This is normal and does not indicate any fault or leakage.
If venting of gas is noticed, the raft must be well aired by keeping the entrance open.
●● Immediately after boarding the raft, a careful search must be made for leakage or other damage,
as the raft might have collided with parts of the wreck, damaging the raft fabrics. Leak stoppers
should be used to close tears or holes, by screwing them in just as far as necessary to close
the hole. The raft can no doubt carry the full complement even if one of the buoyancy rings is
damaged and empty of air but such a situation can generally be avoided by prompt attention
to any leak.
●● In the Accessories Bag, there are bailers and also two sponges for keeping the raft dry. If much
water has been shipped, the floor may be loaded at one point, when all the water would gather
there and can be bailed out. The raft must then be dried with a sponge. The Marker – Light on
top of the raft canopy helps survivors in the water as well as rescue vessels to located the raft
at night. The battery becomes active on contact with water when the raft inflates, whatever
the time of day. In order to save the energy in day – time, the battery can be removed after
disconnecting it, and put away after shaking out the water in it. It will still serve when put back,
though its normal life of 12 hours would be reduced because it has already been activated. A
spare plugs on the spare should be removed just before putting the battery into use and not
earlier.
Securing of Life Rafts to the Ship
Hydrostatic Release Unit (HRU):

The release mechanism is activated by water pressure, which increases as the ship sinks below
the sea.
30
Hydrostatic Release Unit
31
Hammer Type HRU
32
Maintenance of HRU
●● Hydrostatic release units shall be serviced:
At intervals not exceeding 12 months, provided where in any case this is impracticable, the
Administration may extend this period to 17 months.
●● At a servicing station which is competent to service them, maintains proper servicing facilities
and uses only properly trained personnel.
33
34
chapter 4
devices used for launching survival craft & rescue boats
BOAT DAVITS
Every launching appliance using falls and a winch, except for secondary launching appliances for
free fall lifeboats, shall comply with the requirements:-
●● C
an be safely launched against unfavourable conditions of trim of up to 100 and a list up to
200 either way.
●● S
hall not depend on any means other than gravity or stored mechanical power which is
independent of ship’s power supplies to launch survival craft or rescue boat.
●● All parts requiring routine maintenance by ship’s crew shall be easily accessible.
●● The launching mechanism shall be so arranged that it may be actuated by one person from a
position on the ships deck and except for secondary launching appliances for free fall lifeboats,
from a position within the survival craft or rescue boat. When launched by a person on the
deck, the survival craft or rescue boat shall be visible to that person.
●● Falls shall be of rotation – resistant and corrosion – resistant steel wire rope.
●● In case of a multiply drum winch, unless an efficient compensatory device is fitted, the falls
shall be so arranged as to wind off the drums at the same rate when lowering and to wind on
to the drums evenly at the same rate when hoisting.
●● A
minimum factor of safety of 4.5 shall be applied to all structural members and of 6 to
falls,suspension chains, links and block.
●● L aunching appliance and its attachments, except for winch brakes, shall withstand static proof
load test of not less than 2.2 times the maximum working load.
●● The winch brakes of a launching appliance shall be of sufficient strength to withstand:-
A static test with a proof load of not less than 1.5 times the maximum working load,
A dynamic test with a proof load of not less than 1.1 times the maximum working load at
maximum lowering speed.
●● An efficient hand gear shall be provided for recovery of each survival craft and rescue boat. Hand
gear handless or wheels shall not be rotated by moving parts of the winch when the survival
craft or rescue boat is being lowered or when it is being hoisted by power.
35
●● When davit arms are recovered by power, safety devices shall be fitted which will automatically
cut off the power before the davit arms reach the stops in order to prevent over stressing the
falls or davits unless the motor is designed to prevent such over stressing.
●● The speed at which the fully loaded survival craft or rescue boat is lowered to the water shall
not be less than that obtained from the formula, S = 0.4+0.02 H Where S is the lowering
speed in metres per second and H is the height in meters from the davit head to the waterline
with the ship in the lightest sea going condition.
●● The lowering speed of a fully equipped lifeboat without persons on board shall be to the
satisfaction of the Administration. The lowering speed of other survival craft, fully equipped
but without persons on board, shall be at least 70% of that required by previous paragraph.
●● The maximum lowering speed shall be established by the Administration having regard to the
design of the survival craft or the rescue boat, the protection of its occupants from excessive
forces and the strength of the launching arrangements taking into account inertia forces during
an emergency stop. Means shall be incorporated into the appliance to ensure that this speed
is not exceeded.
●● Every launching appliance shall be supplied with brakes capable of stopping the descent of
the survival craft or rescue boat and holding it securely when loaded with its full complement
of persons and equipment, brake pads shall when necessary be protected from water and oil.
●● Manual brakes shall be so arranged that the brake is always applied unless the operator or a
mechanism activated by the operator holds the brake control in the “off” position.
Float Free Launching
When a survival craft requires a launching appliance and is also designed to float free, the float
free release of the survival craft from its stowed position shall be automatic.
Types of Davits
●● Radial Davits
●● Luffing Davits
●● Gravity Davits
●● Free Fall Launching Davits
Radial Davits
They are the oldest and first davits that were used for Lifeboats. They are made of straight bars
which are bent into arc at the upper end, the lower end revolves in a socket on the deck. Each
davit has rope guys at the top end to rotate the davit. The falls on radial davits were made of fiber
rope. It was easy to use on the earlier small lifeboats but it was difficult to swing out the heavier
life boats. These radial davits are not used any more on merchant vessels as it takes a long time
to swing the boat out. The diagram below is a life boat on a radial davit. The life boat on the right
shows how a life boat is stored under radial davits while the life boat on the left shows how the life
bat is swung over board.
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Luffing Davits
The operating gear of all luffing type davits shall be of sufficient power to ensure that the lifeboats
fully equipped and manned with the launching crew but not loaded with other persons can be turned
out against a list of at least 15 degrees.
Gravity Davits
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The weight of the life boat is used to lower a life boat with gravity davits. The gripes and the
harbour safety pins are removed. After checking if the over side is clear and the order is given to
lower the life boat, the brake lever is lifted and the life boat starts sliding down the track way. The
lifeboat then swings out and reaches the embarkation deck. After that there is a vertical drop for
the life boat till it reaches the water level.
Limit Switch and Emergency Disconnect Switch
The limit switch will stop the davit arm about 12 inches before they reach the stowed on position,
then the davits should be hand cranked to their final position. If for some reason it is necessary to
stop raising the life boat, the winch also has an emergency disconnect switch to stop the flow of
power to the motor and this switch should always be in the off position.
Every lifeboat to be launched by falls shall be fitted with a release mechanism complying with
the following:-
●● The mechanism shall be so arranged that all hooks are release simultaneously.
●● The mechanism shall have two release capabilities as follows.
A normal release capability which will release the lifeboat when it is waterborne or when
there is no load on the hooks.
An on loads release capability, which will release the lifeboat with a load on the hooks.
The release shall be so arranged as to release the lifeboat under any conditions of loading
from no load with the lifeboat water borne to a load of 1.1 times the total mass of the fully
equipped lifeboat loaded with its full complement of persons and equipment. This release
capability shall be adequately protected against accidental or premature use.
The release control shall be clearly marked in a colour that contrasts with its surroundings.
The mechanism shall be designed with a factor of safety of 6 based on the ultimate strength
of the materials used, assuming the mass of the lifeboat is equally distributed between the
falls.
Every lifeboat except free fall launching lifeboats shall be fitted with a release device to enable
the forward painter to be released when under tension.
Davits Testing
Traditionally lifeboat davits were tested using sand bags and a crew of strong AB’s. More recently
water bags began to be used making the job considerably easier… simply place the empty bag in the
lifeboat, fill it with water, test the davit, then open the bag’s drain valve (don’t forget the lifeboat’s
drain plug!).
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chapter 5
MARINE EVACUATION SYSTEM
A Marine Evacuation System, delivers passengers and crew, dry shod, directly into life-rafts, and
has proven to be the safest and most effective means of marine evacuation. A Marine Evacuation
System (MES) evacuates passenger and crew directly from the vessel into large capacity life rafts via
an inclined evacuation slide, without the use of a boarding ramp of any type. Such a system also has
the unique capability of recovering passengers back on board in a rescue situation. Deployment of
a MES, comprising an inflatable life raft and slide, can be accomplished by one person with minimal
training and can evacuate 100 passengers in less than four minutes. The system can either be
released by a manually operated vacuum release system or by a hydrostatic release unit. Additional
large capacity life rafts can be deployed in conjunction (or linked) with the MES, which allows for
the effective capacity of the MES to be increased, as required. There are many advantages for the
shipbuilder and ship operator in terms of weight saving and deck space utilisation. MES is light and
compact than comparable systems with the MES stowage bolted to bed plates on the deck and
fitting into an area of 2.4 square metres or less. Evacuation slides are available in various lengths
to cater for system installed heights of up to 12.5 metres above the water line, and can be of single
or twin path design.
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Requirements of a Marine Evacuation System are:-

●● Deployable by one person.
●● E
nable total number of Persons for which it is designed to be transferred from the ship into
the inflatable life raft within 30 minutes in case of Passenger Ship and 10 min in case of Cargo
Ship.
●● C
apable of being deployed under unfavourable conditions of trim up to 100 and list up to 200
either way, and wind force 6 on the Beaufort Scale.
●● T
he passage way provide safe descent of persons of various age, size and physical capability
wearing approved life jacket, from embarkation deck to the floating platform/craft.
●● I n case fitted with an inclined slide, the angle of the slide to be within a range of 30~350 when
the ship is upright and in the lightest sea-going condition; and in case of Passenger Ship a
maximum of 550 in the final stage of flooding.
●● Remain effective under conditions of icing.
●● Require a minimum amount of routine maintenance.
●● Shall be packed in Containers that are :-
Constructed to withstand hard wear and tear under conditions encountered at sea;
Be water-tight, as far as practicable, except for drain holes in the container bottom.
●● The container shall be marked with:-
Maker’s name or trade mark;
Serial number;
Name of approving authority and the number of person it is permitted to carry;
SOLAS;
Date of manufacture (month and year);
Date and place of last service;
Maximum permitted height of stowage above waterline; and
Stowage position on board.
●● Be marked with:-
Maker’s name or trade mark;
Serial number;
Date of manufacture (month and year);
Name of approving authority;
Name and place of servicing station where it is last serviced, along with date of servicing; and
Capacity of the system.
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chapter 6
Methods of launching survival craft into a rough sea
SOLAS REQUIREMENTS
Ch.III, Part B - Regulation 16 - Survival Craft Launching and Recovery Arrangements
1. Unless expressly provided otherwise, launching and embarkation appliances complying with the
requirements of section 6.1 of the Code shall be provided for all survival craft except those which are:-
1.1. boarded from a position on deck less than 4.5 m above the waterline in the lightest seagoing
condition and which have a mass of not more than 185 kg; or
1.2. boarded from a position on deck less than 4.5 m above the waterline in the lightest seagoing
condition and which are stowed for launching directly from the stowed position under unfavourable
conditions of trim of up to 10° and list of up to 20° either way; or
1.3. carried in excess of the survival craft for 200% of the total number of persons on board the
ship and which have a mass of not more than 185 kg; or
1.4. carried in excess of the survival craft for 200% of the total number of persons on board the
ship, are stowed for launching directly from the stowed position under unfavourable conditions of
trim of up to 10° and list of up to 20° either way, or
1.5. provided for use in conjunction with a marine evacuation system, complying with the
requirements of section 6.2 of the Code and stowed for launching directly from the stowed position
under unfavourable conditions of trim of up to 10° and list of up to 20° either way.
2. Each lifeboat shall be provided with an appliance which is capable of launching and recovering
the lifeboat. In addition there shall be provision for hanging-off the lifeboat to free the release gear
for maintenance.
3. Launching and recovery arrangements shall be such that the appliance operator on the ship
is able to observe the survival craft at all times during launching and for lifeboats during recovery.
4. Only one type of release mechanism shall be used for similar survival craft carried on board
the ship.
5. Preparation and handling of survival craft at any one launching station shall not interfere with
the prompt preparation and handling of any other survival craft or rescue boat at any other station.
6. Falls, where used, shall be long enough for the survival craft to reach the water with the ship
in its lightest seagoing condition, under unfavourable conditions of trim of up to 10° and list of up
to 20° either way.
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7. During preparation and launching, the survival craft, its launching appliance, and the area of
water into which it is to be launched shall be adequately illuminated by lighting supplied from the
emergency source of electrical power required by regulation II-1/42 or II-1/43, as appropriate.
8. Means shall be available to prevent any discharge of water onto survival craft during
abandonment.
9. If there is a danger of the survival craft being damaged by the ship’s stabilizer wings, means
shall be available, powered by an emergency source of energy, to bring the stabilizer wings inboard;
indicators operated by an emergency source of energy shall be available on the navigation bridge
to show the position of the stabilizer wings.
10. If partially enclosed lifeboats complying with the requirements of section 4.5 of the Code are
carried, a davit span shall be provided, fitted with not less than two lifelines of sufficient length to
reach the water with the ship in its lightest seagoing condition, under unfavourable conditions of
trim of up to 10° and list of up to 20° either way.
Launching Life Boat in Heavy Weather

The gear to be taken away must be depend on circumstances. All unnecessary gear should be
taken out of the boat but the spare oars, bailer, bucket, axes, storm modifying oil, sea anchor and,
at night, lamp and flares, should never be discarded. An additional sea anchor, a coil of 2-inch rope
and, at night, a couple of electric torches are often invaluable. All gear not in actual use should be
stowed in the bottom of the boat where it is clear and instantly accessible.
The lowering of the boat may call for considerable preparation. This is more especially the case
in ships fitted with old types of davits. The danger of the boat swinging heavily against the ship’s
side while being lowered, and sustaining grievous damage before she is in the water, is so imminent
that it will usually be advisable to pass two wires under the bottom of the ship. The end of each
wire should be led up, inboard of the boat, and made fast to the head of the davit, the inboard
parts being set up tautly on the opposite side of the ship. There are thus two taut wires interposed
between the boat and the ship’s side. On each of these a fairly large shackle should be placed
and a short length of rope should be attached to the pin of each shackle. If these rope lizards are
turned up, with a dry turn, round the link of the falls they will prevent the boat swinging of the ship
on the downward roll, and the jack stays will prevent it falling against the side on the upward roll.
A fender may be used as an additional precaution, and for this purpose the boat cover rolled up
into a fairly tight ‘sausage’, is often beneficial. The boat’s painter should not be passed inboard: a
boat rope should be passed, from as far forward and as low down as possible, into the boat, and
the end should be passed with a dry turn round the foremost thwart and on the inboard side. An
intelligent man in charge of this line should be stationed in the ship to veer or to take up the slack
as the boat is lowered. An Officer inboard should be in charge of the lowering and launching of the
boat. He should see that those in the boat are well aware of the orders he gives, so that they will
be prepared to co-operate.
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The placing of the ship during lowering and launching is necessarily dependent on circumstances.
When possible it is far better to have the ship a few points off the wind with the sea on the bow
opposite the side on which the boat is lowered. If the ship is put broadside to the wind it is almost
impossible to get the boat away, the leeway of the ship causing her to set down on top of the
boat. The size, condition and nature of the ship are very dominant factors in the disposition and
manoeuvring required.
Launching the boat requires careful timing and prompt action. More especially is this the case
when as so often happens, the boat is not fitted with releasing gear. Full advantage should then be
taken of a downward roll, or a long and high sea, to lift the boat and give generous slack on the
falls. The advantage of the downward roll is that it places the boat well away from the ship’s side.
Needless to say, the lizards mentioned above should be the cast off just before it is intended to
make the boat waterborne. Falls should be cast off and overhauled when letting go, and the boat
should be dropped on an even keel. Heaving lines can be conveniently attached to the lower ends
of the standing parts of the falls to trice them up clear of the boat immediately they are let go. The
rudder, if shipped, should be slightly angled to steer the boat of the ship.
When rowing to windward, speed is the prime necessity. It is essential that the boat should never
be at any but a small angle with the wind, and for this purpose the oars may require extra exertion
on one side or the other. Water shipped should be removed as quickly as possible. The use of a
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steering oar in preference to the rudder must be decided by the Officer in charge of the boat. The
advantages of a steering oar are often greatly overestimated.
When rowing to leeward, or dropping down on a sea anchor, it must be remembered that the
crest of the wave is highly perilous. If rowing, reduce speed or back water as the crest approaches;
if dropping down on a sea anchor, pull the boat ahead as the crest draws near. It is for this latter
purpose that two anchors have been suggested.
The stowage of rescued persons should be rigorously supervised. As far as is possible they should
be made to keep below the thwarts. To allow them to sit on the thwarts is to take serious liberties
with the stability of the boat - to say nothing of the extra surface offered to the wind. Furthermore,
in case of the boat broaching to, men on the thwarts are likely to be flung to leeward, but if the men
not on oars are on the bottom boards there is considerably less risk of their being shifted.
In all cases of ‘fending off’ care should be exercised that the implement used for this purpose is
kept well clear of the boat. If fenders have been used while lowering a boat they should be taken
in immediately the boat is waterborne. Feathering of oars is generally helpful when pulling dead to
windward: with the wind on the bow, abeam, or astern it is often advisable not to feather.
The boat should never be taken too close to a man in the water, and in no case should he be
picked up at the bow. Bring the mid ship part of the boat to windward of him and give him an oar
to grasp.
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chapter 7
Methods of recovering survival craft
YOUR PART IN RECOVERY AT SEA
●● As a seafarer, you may suddenly be faced with having to recover people in distress at sea. This
might be a person overboard from your own ship . a fellow crew member, or a passenger, or
your ship might be responding to someone else’s emergency; for example a ship abandoned
because of flooding, fire or a ditched aircraft.
●● You may have to prepare, with little or no notice, to recover people maybe very many people.
Whoever they are, their lives may be in your hands.
●● In many areas of the world, especially when out of range of shore-based Search And Rescue
(SAR) facilities, your ship may be the first, or the only, rescue unit to reach them. Even if you are
joined by specialized units, you will still have a vital role to play, especially in a major incident.
If you are required to recover people in distress, it is your capability and your ship that matters.
You may have to find a unique solution to a unique lifesaving problem. To ensure that you can
respond safely and effectively, you need to think about the general issues beforehand.
●● The recovery process is often far from simple. For example, it may be complicated by:-
difference in size between your ship and the survival craft: survivors may have to climb or
be lifted considerable distances to get into your ship;
differences in relative movement between your ship and the survival craft alongside: it may
be difficult to keep the survival craft alongside and for survivors to get onto ladders etc or
in through shell openings; or
physical capability of those to be recovered:- if they are incapacitated, they may be able to
do little or nothing to help themselves.
THE TASK OF RECOVERY:

Possible Problems
●● When proceeding to the scene of an emergency at sea, it is likely that you will only have limited
information about what you will find when you get there. What you may well find are people
in survival craft or in the water. You should prepare for their recovery.
●● Unless it is properly prepared for, the recovery process may be a difficult and dangerous operation.
The following list covers some of the problems which you may have to face.
Recovery from survival craft is not simple see paragraph 3.3 below.
In a rapid or uncontrolled abandonment, when not everybody has been able to get into
survival craft, you may also find people in the water, or clinging to floating wreckage, etc.
These people are less likely to be able to help themselves than if they were in survival craft.
Nor will they survive so long.
People may still be aboard the craft in distress and direct recovery may be required without
the intermediate use of survival craft.
Small craft are especially vulnerable if they are in close proximity to your ship. Their masts,
rigging or other gear may become entangled and there is the danger of crushing or other
damage as the two vessels move in the seaway.
45
People may need to be recovered from other places which they have reached before your
arrival (rocks, reefs, sandbanks, shorelines only accessible from the sea, navigational marks,
moored vessels, etc.).
In addition to recovering people yourself, you may have to receive people from other SAR
units such as rescue boats or helicopters. These units may wish to transfer people to your
ship rather than take them directly ashore, so that they can return to pick up others more
quickly. Many of the problems associated with recovering people from survival craft also
apply to the transfer of people from (small) rescue boats into (large) ships.
Transfer from helicopters has its own special requirements, including training and preparation
on board.
●● There are likely to be further complications, even after a controlled evacuation in which people
have entered survival craft successfully.
Types of survival craft vary:-
Powered survival craft may be able to manoeuvre themselves alongside the recovering ship
(your ship), but those without power cannot do so.
Many survival craft are covered and these covers may not be removable. Covers assist
survival while waiting for help to arrive, but they can get in the way during the recovery
process. Getting out of enclosed survival craft may be difficult when the craft is in a seaway,
particularly if the exit points are small and difficult to negotiate.
Those awaiting recovery may lack the ability to help themselves or to help others to help
them. This may be because of injury, illness (including seasickness after a period in a survival
craft), the effects of cold or heat, age (whether elderly or very young) or infirmity.
It is likely that people awaiting recovery will have little or no experience of transferring
between small craft like their survival craft and larger ones such as your ship. For example,
stepping onto a pilot ladder and then climbing it is not difficult for a fit person used to doing
so, but this may be effectively impossible for others.
There may be language difficulties. If instructions are not properly understood, the
consequences may be dangerous. You may not have a language in common with the person
to be recovered and, even when you do, they may not understand your instructions.
There may be a large number of people to recover. In the case of a passenger ship, this
number may amount to hundreds or even thousands of people.
This possibility brings additional problems with it, including:-
●● SCALE: the sheer size of the problem can be daunting and the stress of the situation may lead
you to lose focus and efficiency.
●● PRIORITY: who should be recovered first? It is clear that people in the water should take
priority over those in survival craft. It is less clear whether the injured or infirm should take
priority over the more capable, who can be recovered more quickly.
●● RESOURCES: facilities aboard your ship may become overwhelmed. Survivors will need shelter
and, subsequently, warmth, water, food and, probably, some medical attention.
●● PEOPLE: you will need sufficient numbers of people to navigate your ship, operate the means
of recovery and escort those recovered to shelter.
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PLANNING FOR RECOVERY

●● The circumstances you find when you arrive at the scene will differ from incident to incident,
but general planning can, and should, be done.
●● In planning how best to bring people aboard your ship, you should consider:-
who will be required for the recovery process,
who will manage the ship in the meantime,
what can be done to help people prior to recovery,
the means of recovery available to you,
where on the ship the survivors should be taken after recovery,
how they will be looked after once they are aboard, and
how you will keep your own crew and passengers informed of what is going on.
●● Effective recovery of survivors will only occur through planning and preparation:-
have a plan,
make sure everyone understands the plan and their own place in it,
be prepared, and
have everyone ready, with all the equipment they need, before commencing the recovery
operation.
●● You may not have much time to think about details when the emergency happens, but if you
have thought about your capabilities beforehand and you have trained to use them effectively.
In short, if you are prepared you will not need much time.
●● Remember that plans are of no use unless you know how to put them into effect. This requires
training, and the testing of both plans and training by exercise.
PROVIDING ASSISTANCE PRIOR TO RECOVERY
●● People can still die after you have found them but before you can get them on board. Recovery
takes time and those in distress may not have much time, especially if they are in the water,
unprotected and/or unsupported. You should be ready to help them stay alive until you are
able to recover them.
●● Depending on how long the recovery is likely to take, they may need:-
buoyancy aids such as lifebuoys, life jackets and life rafts;
detection aids such as high-visibility/retro-reflective material, lights, a SART and an EPIRB;
survival aids such as shelter, clothing, drink, food and first aid supplies; and
communications equipment such as a handheld radio, for example.
●● The simpler buoyant items . lifebuoys in particular . can be dropped or thrown to those in
distress on an early pass by the ship. If possible, contact should be established by messenger
(e.g. rocket line, rescue throw-line or heaving line) and the items passed under control.
Remember that not all lines are buoyant, and that you will need to get them very close to those
in distress if they are to have a chance of seeing and getting hold of them.
●● Buoyant items may be veered down to those in distress while the ship stands clear, by drifting
them down on lines made fast to a lifebuoy, for example, or by towing them into a position
where those in distress can get hold of them.
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●● If the recovery operation looks like it might be protracted, one or more of your own life rafts can
be deployed. Remember, however, that a life raft might drift faster than those in distress can
swim. You will need to guide it to the people you are assisting, and this means making a line
fast to the raft before deploying it: do not rely on the rafts own painter, which may tear away.
●● You can also help those in distress while you ready your ship for the recovery operation by
making a lee for them or, if contact can be established by line, by towing them out of immediate
danger such as that posed by the wreck itself or by spilt hazardous cargo, or by a lee shore.
THE RECOVERY PROCESS

●● During the recovery process itself, there will be three basic tasks to complete:-
bringing people to the side of the ship so that they can be recovered,
getting people into the ship, and
dealing with them once they are aboard.
●● Some information on each of the above tasks is given below. Think carefully about each of
them in your planning and preparation. If you have done so, the recovery process should be
easier when you have to carry it out.
PREPARE your means of recovery before you arrive at the scene,
PREPARE yourself and your crew before you arrive at the scene. Everyone should know
their duties and stick to them as much as possible,
PREPARE on-board communications, so that lookouts and the recovery team will be able
to communicate readily with the Bridge team,
THINK about the approach before making it.
●● 1 DETERMINE what will be the most significant factor in creating a lee for the casualty:-
wind, sea or swell,
2 ASSESS navigational hazards on scene,
3 DECIDE on which side you want to make the lee, bearing in mind your own ship’s manoeuvring
characteristics,
4 CONSIDER running by the casualty first, if time permits, to help you make your assessment,
5 CONSIDER stopping well short of the casualty during the final approach, to get the way
off your vessel and to assess the effects of wind, sea and swell when stopped/at slow speeds,
6 APPROACH with the significant element (wind, sea or swell) fine on the weather bow and
our recovery target fine on the lee bow, and
7 as you come up to the craft or person in the water, TURN AWAY from the weather and stop
to create the lee, with your recovery target close on your lee side,
●● ENSURE that you have sufficient lookouts who can communicate with the Bridge. Remember
that during the final approach to a survival craft or a person in the water they may not be
visible from the Bridge,
●● ENSURE that the lookouts know their duties, and
●● BE READY to receive craft and/or people alongside, with boat ropes rigged and other equipment
(including safety lines and buoyant equipment) ready to hand.
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BRINGING PEOPLE TO THE SIDE OF THE SHIP

●● If people in survival craft or in the water cannot put themselves in a position from which they can
be brought safely aboard the recovering ship, someone (or something) has to go and get them.
●● Manoeuvring a large ship in a seaway to come alongside, and then remain alongside, a small
target like a survival craft or a person in the water will be difficult.
The main danger in this case is that of running over and/or crushing the target.
It is also possible to over-compensate for that risk, so that the survival craft or person will
be missed because still too far away.
Both your ship and the target are likely to be affected, unequally, by wind, sea state, and
water currents.
●● There may be other factors which make this task more difficult still. Be prepared for them. For
example:-
Room to manoeuvre may be limited by nearby navigational hazards, or there may be more
than one survival craft in the area: you may have to avoid some while manoeuvring alongside
another.
Beware of running down people in the water (who may be very hard to see) while making
your approach to your chosen target. Post good lookouts with direct communications to the
Bridge while in the incident area.
Although powered survival craft may be able to get themselves (and other units they are
towing) alongside your ship and keep themselves there, this can be difficult in a seaway. In
rough seas, the survival craft or the people aboard them may be damaged if thrown against
the ship’s side. Have boat ropes ready, and fenders if you have them.
People in the water may be able to swim (over short distances) to get to the ship’s side. It is
possible that people will enter the water from survival craft in order to do so as you approach,
although they should be told not to if possible . at least until you are ready to recover them.
●● Overcoming the problems of manoeuvring is a matter of seamanship and of preparation.
Manoeuvring your own ship at slow speed, judging its movement and that of the survival craft
or person in the water, is a skill. Appropriate training should be encouraged by owners and
operators of all ships.
●● However, it may be unsafe or simply impossible to bring the survival craft or the people in the
water alongside your ship directly. You may have to find another way of reaching them. One
way to do this is to launch a rescue craft from your own ship, if this can be achieved safely.
●● Launching a rescue craft will serve three purposes:-
it will make the final approach to the target easier;
primary recovery (into the rescue craft) will be easier, because of the rescue craft’s lower
freeboard and similar motion to that of the target; and completing the recovery by returning
to the ship and being lifted back aboard using the rescue craft’s own recovery system should
also be easier always, provided that it can be done safely.
49
●● Only limited numbers of people can be brought aboard on each occasion, but this may be a
safer option than direct recovery. It also introduces a number of control measures, allowing
more time for dealing with those who have been recovered once they are aboard the ship.
●● The best lee for launching and recovery of rescue craft is likely to be obtained by putting the
sea on a quarter, steaming slowly ahead, and doing the boat work on the opposite side.
●● For most ships, however, launching rescue craft may only be an option in reasonably good
weather conditions. In moderate sea conditions or worse, launch and recovery may be too
hazardous, putting your own crew into danger and making an already difficult situation worse.
●● The use of your own rescue craft must be for the master to decide, depending on the particular
circumstances of the incident. Factors to consider include:-
the severity of the risk to those in distress: can they be left where they are until
more suitable help arrives (supported in other ways by the assisting ship in the meantime.
see below) or are alternative means of recovery available;
on scene weather conditions: particularly sea state, but also wind strength and direction,
ambient temperatures and visibility;
the capability of the rescue craft:-
¤¤ the efficiency of the rescue craft launch and recovery equipment,
¤¤ the competence and experience of the rescue craft’s crew,
¤¤ the availability of personal protective equipment for the rescue craft’s crew,
¤¤ the effectiveness of communications between the rescue craft and the recovery ship,
¤¤ the proximity of navigational hazards to the rescue craft, and
¤¤ the rescue crafts ability to navigate, whether independently or conned from the ship,
so as to avoid hazards and to locate the person(s) in distress,
●● The manoeuvrability of the recovering ship: can you get into a position to launch and
recover the rescue craft safely, and
●● The proximity of navigational hazards: limiting your ability to manoeuvre or to provide
alternative help to those in distress.
●● An alternative to sending out a rescue craft is to pass lines to those needing recovery, so that
they may be pulled alongside the ship. Rocket lines, rescue throw-lines and heaving lines may
be used for this purpose, and all should be made available for use: lines will be needed in any
event for securing survival craft alongside, etc.
●● Buoyant appliances such as lifebuoys or an inflated life raft may be veered down to those in
distress on secure lines, and then pulled back to the ship.
●● Streaming lines astern is another option, preferably with buoyancy and means of attracting
attention to them attached. Lifebuoys, for example, with lights at night. The ship should then
be manoeuvred around those in distress so that they may take hold of the streamed line. Once
this is done the ship may stop and those in need of recovery pulled alongside.
GETTING PEOPLE ABOARD THE SHIP:
Factors to Consider
●● Once people are in a position from which they can be recovered, the next part of the task is to
get them aboard the ship. This will depend on:-
the prevailing weather and sea conditions,
50
the condition of the people to be recovered,

the size of your ship,
your ship’s design,
the equipment available, and
the competency of those using it.
●● Weather and sea conditions on scene will be important, particularly the sea state.
How is the recovery target moving in relation to your ship?
In a seaway a large ship moves very differently to a small craft (or person) alongside her.
The smaller target tends to react to every sea and swell wave, while the large ship does not.
The recovery target in the water may be run down, crushed, capsized or swamped by your
ship, or it may be left behind.
It may be very difficult to transfer from a small craft onto your ship as the two move vertically
relative to each other.
Your ship and the recovery target will be subject to leeway in different ways. Ship and target
may be blown together or apart. Water currents may also have different effects on your
ship and the target.
Your ship’s own movements will also be a factor
As the ship moves in sea and swell, people may be swung against the ship’s side as they
climb or are lifted to an embarkation point.
As people climb or are lifted into your ship, the craft they have just left may rise on a wave,
striking or trapping them against the ship’s side.
People may swing away from the side and collide with another hazard, including the craft
they have just left.
You should attempt to minimize the difficulties caused by rough seas. Consider the following
when planning recovery operations:-
●● Try to keep sufficiently off the wind to reduce the ship’s roll and pitch and to create a lee. Find by
experiment (if time permits) the position in which the recovery target lies most easily alongside.
●● Steaming slowly ahead with the recovery target secured alongside and the weather on the
opposite quarter should ease differential movement, although it does introduce other risks.
Craft may be damaged, lines may part, or people may fall into the water during the recovery
operation, and drift astern.
●● Try to secure survival craft alongside if possible, to prevent them being blown away or left behind.
●● When lifting people, control lines should be rigged to the hoist and tended in an effort to
minimize swinging.
●● Safety lines should always be used to secure the casualty in case he/she is injured and/or falls.
●● If the differential movement is too violent, you will need to consider other options.
●● It may be possible to transfer those to be recovered to an intermediate platform such as a life
raft veered down to them, or acting as a fender against the ship’s side.
●● It may be necessary to have them enter the water, suitably equipped with flotation aids and
safety lines from the ship, to be pulled across a safety gap between the ship and the survival
craft.
51
●● Ultimately, however, the only option may be to abandon the attempt at recovery and to stand
by the target, supplying whatever assistance you can until a more capable recovery unit arrives
or conditions ease.
●● The condition of the people to be recovered is another critical factor. When responding to an
emergency, you will usually not know the condition of those needing recovery until you arrive.
●● People’s condition at recovery can range from the fit and healthy to the entirely helpless who,
through injury, infirmity, hypothermia, or fear can do nothing to assist in their own recovery.
●● This wide range of capability may be found across a group of people to be recovered, so that
some of the group will be able to climb unaided into the recovering ship while others will need
assistance. It may be found in an individual: even the fit and experienced seafarer’s capability
will erode over time, and may erode quickly. Weather conditions ambient temperatures in
particular and the level of protection available prior to recovery are critical.
●● You may find that people in distress are able to help themselves (and others). You may find that
you will have to do all the work yourself because they cannot, or can no longer, help themselves.
You are likely to find a mix of these conditions.
●● Fear is a factor deserving attention. Many of those awaiting recovery will be able to deal with
it; others may not. The latter may try to be recovered first or (if afraid for missing friends or
family members, for example, or if simply afraid of the recovery process itself) they may resist
recovery. In either case they may act dangerously. Be as ready as you can for such unpredictable
behaviour, including having extra lifesaving equipment to hand in case someone ends up in the
water. The aim is to retain control of the recovery process overall: loss of control by individuals
can be tolerated unless it directly affects others safety.
●● Be ready to deal with each of these possibilities. You should plan ahead, so far as is practicable.
●● It may be best to bring at least some of the more capable survivors aboard first. You will probably
be able to recover more capable people more quickly than you can recover the incapable, and,
once aboard, they may be able to help you, by looking after other survivors for example. On
the other hand, some of the most capable should also be among the last to be recovered, as
you will need them to help prepare the incapable for recovery.
●● Communications with those awaiting recovery are therefore very important. A controlled and
correctly prioritized recovery process should be established and maintained.
●● The size of your ship, relative to your recovery target, will affect differential movement, as
discussed above.
●● It will also determine how far those being recovered have to climb or be lifted; which, in turn,
may affect:-
how long recovery takes,
how many people can be recovered,
whether they are exposed to additional risks such as swinging against the ship’s side, and
how anxious they are about the operation.
●● The ship’s design may make recovery simpler. A high-sided ship may be able to use low freeboard
areas or openings in her hull such as pilot, bunkering, or cargo doors.
●● The best point of entry into the ship should be assessed with the prevailing conditions in mind.
The questions to be considered include:-
Where can ladders or other climbing devices be rigged?
52
Where can lifting devices be used? What are the power sources and leads for such devices?
Are there any low freeboard areas? Can they be safely accessed in bad weather or difficult
sea conditions? Can the means of recovery be rigged there? Can those recovered be safely
removed from there to shelter?
Are there any hull openings? Can they be safely accessed and opened in bad weather or
difficult sea conditions? Can the means of recovery be rigged there? Can those recovered
be safely removed from there to shelter?
If thinking of using accommodation ladders sited aft, is there a danger of survivors or craft
near the foot of the ladder being trapped under the hull as it tapers to the stern?
Is there belting along the ship’s sides? If so this is a particular hazard to small craft, with
significant danger of the craft being trapped beneath it. Recovery points should be at any
breaks in the belting.
●● The equipment available and the number of people competent to operate it are also key
factors. If there aren’t enough people trained to operate all available means of recovery, or if
the recovering ship has plenty of people but hasn’t prepared adequate recovery equipment,
efficiency of recovery will obviously be impaired.
ASSESS your equipment.
PLAN its use.
ASSIGN people to operate it.
ENSURE that they know how to operate it.
GETTING PEOPLE ABOARD THE SHIP:

Climbing and Lifting
●● The methods of recovery discussed in this guide are in addition to purpose-built means of
recovery carried aboard the ship. They are methods that seafarers have used successfully in
the past. Consider which ones can be used aboard your ship; or whether you can devise others.
●● You may have to use these methods in the absence of purpose-built means of recovery; or in
their place if they cannot be deployed in the prevailing circumstances. You may also need to
use these methods as extra means of recovery if there are many people needing to be picked
up .especially if recovery time is limited by likely survival times, or by the onset of darkness or
bad weather, for example.
●● The following climbing devices should be considered:-
pilot ladders and lifts,
accommodation ladders,
your own survival craft embarkation ladders, and
other ladders and nets.
●● Some or all of these may be rigged, in most cases whatever the conditions. The following points
should be borne in mind:-
Lifting survivors is preferable to having them climb a ladder or net see below.
Ladders and nets should be so rigged as to minimize the climb, that is, where the freeboard
is lowest or at suitable openings in the ship’s side.
They should be rigged on the flat sides of the ship, away from bow and stern.
53
Their lower ends should be weighted so as to hang about two metres below the water level,
enabling people in the water to get onto them.
If possible, rig nets and Jacob’s ladders so that they hang clear of the ship’s side, to enable
people to grasp the rungs or cross-ropes more readily.
Pilot ladders or, if they can be rigged safely in the prevailing conditions, accommodation
ladders are preferable to nets and Jacob’s ladders.
All ladders and nets should be tended.
Safety lines should be deployed alongside them, with rescue strops or loops in the end for
the casualty’s use. These safety lines should be correctly secured and tended.
A life raft can be deployed at the foot of the ladder or net, to act as a transfer platform.
People may not be able to make the climb. In such circumstances a crew member from the
recovering ship, wearing personal protective equipment and a safety line, may have to go
down to assist.
If people are incapable of making the climb, the ladder or net may have to be recovered
with them secured to it. For individual survivors, this may be possible manually. Alternatively
a winch or other power source will have to be used.
●● In general, lifting survivors is preferable to having them try to climb ladders or nets. The following
lifting devices should be considered:-
cranes (including stores cranes, etc.), gantries, derricks,
davits,
windlass, winches, and
proprietary recovery devices.
●● The following points should be borne in mind:-
Lifting devices should be rigged so that those recovered can be lifted clear of hazards and
landed on deck in a safe area.
So far as possible, lines led from windlass or winches should be rigged so that the casualty
can be lifted above the deck edge.
Control lines should be rigged to the lower end of the lift, so that swinging against the ship’s
side can be limited.
The lower end of the lift should be equipped with at least a rescue strop or a secure loop.
A purpose-built or improvised rescue basket, or a proprietary recovery device, is usually
better than strops and loops.
People who have been in the water, the injured and the incapable, should be lifted in a
horizontal or near-horizontal position if possible (for example, in a basket, or in two strops;
one under the arms, the other under the knees). This minimizes the risk of shock induced
by sudden transfer from the water and possible hypothermia.
A crew member from the recovering ship, wearing personal protective equipment and a safety
line, may be able to go down with the lift to assist those incapable of helping themselves
into the strop, loop, basket or other device.
●● The rescue basket mentioned above is a particularly useful recovery tool. It may be possible to
improvise such a basket; but it is not an expensive piece of equipment and it is recommended
that a purpose-built unit be carried on board.
54
●● The rescue basket usually takes the form of a metal frame with floats/fenders around its
perimeter and the lifting hook made fast to the top of the frame, clear of people inside. The
basket floats partially submerged, so that people can easily enter it or be pulled into it. The
floats double as fenders during the lift, should the basket swing against the ship’s side. Some
baskets are designed to fold for ease of stowage. The size of the basket, and how many people
it can lift at once, largely depends on the ship’s lifting capability.
●● The control lines mentioned above usually rigged fore and aft along the ship’s side, and tended
during the lift in order to steady the lift and minimize swinging may be supplemented by a line
to the survival craft. This line serves two functions. It may be tended by those still aboard the
survival craft as an additional means of controlling the hoists lateral movements. It also serves
to maintain contact with the survival craft throughout, so that the hoist may be brought back
more easily to the survival craft for the next lift.
●● Your own ship’s Survival Equipment may be used for recovery purposes.
●● Life rafts and lifeboats, left on the falls, may be used as lifts in relatively good conditions.
Lowering these units to water level enables people to be transferred from survival craft and
lifted to the recovering ship’s embarkation deck. It should be noted that:-
Any quick-release gear should be disabled.
Care will be needed not to overload davit winches not normally designed to recover craft with
more than their own crew aboard: people can usually only be recovered in small numbers
by this method.
Ships fitted with marine evacuation systems of the slide type can deploy them and recover
people by pulling them up the slide.
Light ladders may be carried for deployment down the slide, to enable people to climb it
unaided: this will usually be easier than climbing a ladder up the vertical ship’s side.
Winches can be rigged so that people may be hauled up the slide on lines, secured by rescue
strops or loops.
●● A further option to consider, if winch-fitted Helicopters are on scene, is to use them as transfer
lifts. People can be winched from survival craft directly onto the recovering ship. which is a
quicker operation than taking them into the helicopters cabin first. The helicopter is effectively
used as a crane.
STANDING BY WHEN PEOPLE CANNOT BE RECOVERED

●● There will be times when recovery cannot be attempted or completed without unduly endangering
the ship, her crew or those needing recovery. Only the assisting ship’s master can decide when
this is the case.
●● Assistance can still be given to those in distress, even if you cannot recover them. Standing by
until other help arrives or conditions improve will:
give comfort to the survivors, especially if communications can be established;
assist the Rescue Co-ordination Centre, as you will be able to provide updated and detailed
reports on the situation; and
55
Assist other SAR facilities:-

¤¤ your ship is easier for them to locate than a survival craft,
¤¤ you can provide updated and detailed reports, and
¤¤ units such as helicopters will be able to transfer casualties to you even when you
cannot recover them directly.
●● But, as discussed above, more direct help can also be given.
●● Your own lifesaving appliances life rafts in particular can be deployed so that those in distress,
particularly people in the water, can use them.
●● If lines can be passed to survival craft, they may be kept out of immediate danger, towed to
a position where conditions are easier and recovery may be attempted, or even towed to a
nearby place of safety.
●● You can provide a lee for survival craft, protecting them from the worst of the conditions, and
making life a little easier for those aboard.
●● You may be able to supply more direct aid, passing supplies, including medical supplies, to the
survival craft by floating them down on lines fast to a lifebuoy, for example, or by towing them
into a position where those in distress can get hold of them.
IMMEDIATE CARE OF PEOPLE RECOVERED

●● Recovery does not end when the survivor sets foot on your deck. He or she still needs immediate
help and is still at some risk, in a strange environment and having been under great stress.
●● People recovered will need simple directions, and preferably an escort, to shelter, out of harms
way. You should decide beforehand where you wish survivors to go aboard your ship, how they
are going to get there, who will take them, and who will look after them once they arrive. This
should include provision for people who are disorientated and perhaps unable to understand
instructions. It should also include provision for those who are physically incapable of moving
about the ship.
●● Remember in particular the risk of shock induced by sudden transfer from the water and possible
hypothermia. People, who have been in the water, the injured and the incapable, should, if
possible, be taken from the water horizontally and should be carried in a horizontal or near-
horizontal position. They should be placed in the unconscious position as quickly as possible
and kept this way. Refer to guidance on the treatment of hypothermia.
●● You should also decide what you are going to do with the dead. Bodies may be recovered, or
people recovered alive may die aboard your ship. Some immediate action should be taken, if it
is only to remove them from the place where you are sheltering the living. Attention is drawn to
guidance on the treatment of hypothermia and, in particular, to the advice that people suffering
from hypothermia may appear to be dead, yet can still be resuscitated. Ask for medical advice.
●● Further guidance on the care of people recovered may be found in IAMSAR Volume III (Mobile
Facilities) Section 2. Care of Survivors. As this further care is post-recovery, it is beyond the
scope of this guide. You are recommended to refer to the IAMSAR Manual for help with the
next stage of the rescue operation (see also appendix).
56
chapter 14
Handling survival craft in rough weather
Use of painter, sea-anchor and all other equipment

Preparation for Heavy Weather
If notice is taken of the weather, then survivors in a lifeboat can be caught unaware with disastrous
results.
●● Ensure all survivors wear life jackets.

●● Rig sea anchor.
●● Slow and lash down all loose equipment.
●● Ensure all injured persons are made as comfortable as possible.
●● In open boats have oil bag ready for use, together with spare storm oil.
●● In open boats ensure exposure cover is properly rigged and correctly lashed.
●● Two people to be in attendance at the bow for the sea anchor or tripping line (if fitted).
●● Helmsman delegated.
●● In an open boat rig the steering oar. The rudder and tiller should be lashed and secure, or
unshipped and stowed in the boat.
●● All persons are informed and know what is expected of them.
Sea Anchors
●● A sea anchor shall be conical in shape and have the following dimensions –
Minimum Minimum Minimum

CRAFT Mouth Diameter Sloping Sloping Length of
(mm) Length (mm) shroud Lines (mm)
Lifer afts up to 10 person capacity 400 600 600
Life rafts 11 person capacity up to

500 670 670
25 person capacity and inflated boats
Life rafts over 25 person capacity

lifeboats and rescue boats 600 780 780
up to 6 m in length
Lifeboats and rescue boats over 6 m

700 920 920
in length and up to 9 m in length
Lifeboats over 9 m in length 800 1050 1050
57
●● The sea anchor material shall be porous, slightly stiff and shall allow a water penetration of
between 10 and 12 cubic centimetres per second per square centimetre at a pressure of
550 Pa (roughly equivalent to a speed through water of 2 knots).
●● The painter line used to secure the sea anchor to a life raft or boat shall:–
be inherently rot proof and of braided construction; and
be 30 metres long; not less than 8 mm. in diameter and have a breaking load including
attachments and knots of not less than: –
¤¤ 7.5 kN for life rafts up to 10 person capacity;
¤¤ 10.0 kN for life rafts of 11 person to 25 person capacity; and
¤¤ 10.0 kN for all other sea anchors or have a factor of safety of 3:1 based on a tow test
at 6 knots whichever is the greater.
●● The shroud lines shall be designed to restrict the sea anchor from tumbling through itself.
●● The sea anchor shall be stable when towed through the water at speeds up to 6 knots.
●● The sea anchor mouth shall open immediately on deployment.
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Chapter 8
Action to be taken after leaving the ship
ACTIONS WHEN CLEAR OF SHIP

Secondary Vital: Action Once survival craft have been properly assembled survival craft have
been properly assembled clear of the sinking / sinking vessel, the ling wait designs. The next lots
of vital actions to be taken are:-
●● Seasickness Tablets: It is imperative that all survivors take sickness medication as soon as
practicable after boarding the LR. Sea sickness will incapacitate a survivor and shatter his morale
to be useful a survivor must be both mentally and physically fit an alert.
●● Dryness: Dry out the survival craft by bailing out all the water that might have entered it by
using the bailers provided, use one or two sponges to wipe the craft dry.
●● Outside Lookout Post: lookout to keep an eye outside the survival craft for other survivors
and survival craft which are in the vicinity. Also lookout for aircraft and ships, sharp objects and
debris or any other things which may be of consequence to the survival craft.
●● Inside Lookout: An inside look out should be established to continually check the buoyancy
chambers of the LR and watch out for accidental damage being caused to it. The internal
lookout can also monitor the state of each of the occupants of the LR and keep a check on the
condition of casualties.
●● Treat Injured: Injured survivors should be attended to at the earliest without in any way
compromising the all important factor, of well – being of the LR. First Aid Kit available in the
LR should be put to use.
HANDBOOK / INSTRUCTIONS
The waterproof instructions in the survival manual should be from out loud to all occupants to
resource them that actions using taken are in accordance with proper survival procedure.
Routine for Survival:

The following points through not exhaustive will help establish a routine to be set in motion till
rescue is effected.
●● Roll call: The person nominated to take charge as per the Master list should carry out a roll
call / head count.
●● Watch System: A working routine should be established and disciplines maintained from the
very start. A water to regulates out side and inside duties. Look out duties should be brought
into effect to regulates outsides and inside duties. Look out duties and inside duties. Lookout
duties should or shore with a quick turn round, particularly in the outside temperature is very
low. The will ensure efficiency.
●● Communication: If the survival craft is in a position to communicate its location whether by
59
the use of emergency radio (Obsolescent) or any other means, this should be restored to at
the very earliest. It is likely that the EPIRB would have none its job automatically in the vessel
sank, if it is has been brought on board the craft it should be activated. The SART should be
rigged as high possible to get maximum range when integration with ships or aircraft in the
vicinity. The VRS but should be tested in possible and kept usually available for use.
RATIONS – FOOD & WATER
●● No water or food should be consumed for the first 24 hours after abandoning ship. This is the
best way to extend endurance by one day.
●● Rainwater should be collected from the outset to supplement existing ration. Throw away the
first little amount collected to eliminate the salt the could have come in from the canopy.
●● If there are causalities and they are conscious, water may be given to them in the first 24 hours.
●● Survivors should eat only the rations provided and in no circumstances should they consume
fish, seabirds, turtles or seawater or urine.
●● High protein food absorbs body fluids and should not be taken unless there is adequate supply
of water.
●● When rations are given to survivors following instructions on the pack. Used correctly there is
adequate supply for the full complement of the let for 4 days – at l0000 KJ per person.
●● Water: The rations in a LB is 3 Lts/person and in a LR it is 1 ½ Lts. This must be continuously
supplemented with rainwater and or condensation. The second sponge can be used to collect
condensation from the inner canopy of the LR. Old ice is another useful source of water in cold
regions.
USE OF OIL IN HEAVY WEATHER
In heavy weather the use of oil for reducing the effect of the sea by SAR ships is likely. Experience
has shown that vegetable oils and animals oils are most suitable for quelling waves. If these are not
available lubricating oil is the next best.
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chapter 9
PREVENTION OF ACCIDENTS INVOLVING LIFE BOATS
In the lifeboat accident on the Ma Cho the investigation report identified that the maintenance of
the on-load release system was poor and had contributed to the accident. However the report also
highlighted that the manufacturer’s maintenance manuals did not contain information necessary to
enable the crew to properly and safely maintain the lifeboat. The report further noted the design of
the on-load release hooks were prone to accidental release and had been implicated in a number
of other accidents.
An example of confusion in deciphering maintenance manuals leading to a series of accidents
concerns the wrong type of lubricating oil being used on one-way clutches on lifeboat winches. In
the accident on P & OSL Calais the Life boat went into free fall after being lifted, as oil used on
the winch brake had the wrong viscosity. Manuals for the vessel covered several models of winches
and seafarers were required to extract the information specific to their lifeboat system. Although the
manuals identified the correct oil to be used the information was presented in a general-purpose
table covering a wide range of applications and lubricants. Because of the general nature of the
information it was easy for the seafarers to select an incorrect lubricant.
On 10th February 2013, Malta registry passenger ship Thompson Majesty commended lifeboat
drill for crew. Three lifeboats on outboard side were to be lowered and manoeuvred in water .During
recovery wire fall of No.9 lifeboat parted causing the boat to swivel on the aft hook. As the boat
was dangling at an angle of 450, the aft hook also failed and the boat 20 m into water and turning
upside\down as it entered water. There were 8 crew in the boat during the drill, out of which
1 was thrown from the boat as it entered water, two managed to escape from the overturned boat,
but balance 5 lost their lives. The wire parted at the location where the wire rested on the topmost
61
sheave when the davit was at the stowed position. Initial tests indicated severe corrosion damage
to the inner strands of the parted wire.
It has been noted that most accidents fall under the following categories:-
Failure of on-load release mechanism;
Inadvertent operation of on-load release mechanism;
Inadequate maintenance of lifeboats, davits and launching equipment;
Communication failures;
Lack of familiarity with lifeboats, davits, equipment and associated controls;
Unsafe practices during lifeboat drills and inspections; and
Design faults other than on-load release mechanisms.
Mr. T. W. Ross - January 2006
62
Rescue crews investigate an inverted lifeboat.
63
A lifeboat floats damaged and partially inverted after an accident.
A lifeboat dangles precariously from a single fall. It is easy to see how an accident of this kind
could cause severe injuries to any seafarer on board the lifeboat at the time.
Inadvertent operation of on-load release mechanisms

A leading cause of lifeboat accidents reported from around the world is the inadvertent operation,
premature release, or failure of on-load release mechanisms.
An accident occurred during a port state control inspection when a surveyor asked to see a lifeboat
engine run ahead and astern. After some minutes with the engine running but the shaft in neutral,
the boat detached from the falls and fell almost 20 metres to the water. Its crew was admitted to
hospital with significant injuries, one of them with serious head and spinal injuries.
The Australian investigation into this incident determined that the lifeboat falls release mechanism
had been armed and in a condition for instant, on load, release. It was considered likely that a
crew member had used the falls release lever, believing it to be the gear lever for ahead and astern
movements of the engine.
The report on this incident concluded that:
●● The boat was released by the operation of the release lever by one of the persons in the boat.
The on-load release mechanism safety pin, preventing movement of the quadrant, was not in
position and the release system was in the ‘armed condition’.
●● Although the boats were swung out at regular intervals and were in good working order, the
vessel’s crew were insufficiently practiced in the use of the release gear.
●● No one in the boat understood how the on-load release mechanism operated.
●● The languages used in the instruction manual and on notices inside the boats were not
understood by the crew.
●● Language difficulties between the crew members were a factor in the incident.
●● The incident could have been prevented by the fitting of an operational interlock designed to
64
ensure a two stage release of the boat.

The review of lifeboat accidents found that, to meet the modern requirements for enclosed lifeboats
to be released on load, the release mechanisms have become more elaborate and sophisticated.
However, there is no standardisation in the design of release mechanisms and the increasing
sophistication is accompanied by engineering tolerances that are affected by salt-laden environments.
In addition, maintenance instructions and operational procedures are often not suitable for use by
ship’s crews.
Relatively complex designs, together with a poor understanding of their operation by ship’s
crews, insufficient maintenance and less than adequate manufacturer’s instructions have led to the
involuntary release of one or both hooks. The largest number of accidents, just over half of those
reported, was caused by the unintentional release of hooks while on-load.
Reducing the likelihood of accidents

To reduce the possibility of lifeboat accidents, the emphasis is on the importance of training
and drills, conducted in accordance with Regulation 19 of SOLAS Chapter III. With certain types of
equipment, special training of ship’s personnel might be required so they achieve the appropriate
levels of proficiency with such equipment.
Regulations 35 and 36 of Chapter III of SOLAS for training and on-board maintenance require
sufficiently detailed training manuals and instructions, easily understood, to be provided in appropriate
languages for use by ship’s crews.
Operating instructions for survival craft are to be posted in accordance with Regulation 9 of
Chapter III of SOLAS, which states in part: Posters or signs shall be provided on or in the vicinity
of survival craft and their launching controls and shall:-
●● I llustrate the purpose of controls and the procedures for operating the appliance and give
relevant instructions or warnings.
●● These instructions must also be in a language, or languages, appropriate for the crew.
●● L ifeboat on-load release gear is to be fitted in accordance with clause 4.4.7.6.2.2 of the Life-
Saving Appliance Code. Servicing of launching appliances and on-load release gear is to be
carried out in accordance with the requirements of paragraph 11 of Regulation 20 of SOLAS
Chapter III.
Ship owners and operators should ensure that:-
●● A
ppropriate documentation for the maintenance and adjustment of lifeboats, launching
appliances and associated equipment is on board in accordance with section 11 of the ISM
Code,
●● P
ersonnel undertaking inspections, maintenance and adjustment of lifeboats, launching
appliances and associated equipment are fully trained and familiar with these duties in accordance
with section 6 of the ISM Code,
●● M
aintenance of lifeboats, launching appliances and associated equipment is carried out in
accordance with procedures established under section 10 of the ISM Code, and
●● L ifeboat drills are conducted in accordance with SOLAS Regulation III/19.3.3 and procedures
established under section 8 of the ISM Code for the purpose of ensuring that ship’s personnel
65
will be able to safely use lifeboats in an emergency.

●● L ifeboats are evolving into relatively sophisticated items of a ship’s equipment but the evidence
suggests that the ability of ship’s crews to competently operate and maintain these boats,
and their launching systems, is not keeping up with the relevant legislative and technical
developments.
Amendments to SOLAS entry into force 01 July 2006. To help prevent accidents with Life
Boat during drills.
The amendments to SOLAS regulation III/19 Emergency training and drills and III/20 operational
readiness, maintenance and inspections concern the condition in which Life Boat emergency training
and drills. Operational requirements for maintenance, weekly and monthly inspections so as not
required any persons to be on board and servicing or launching appliances and on-load release gear.
SOLAS Regulation III/19.3.3.4 :-
●● D
uring the abandon- Ship drill, for the Life Boat to either be free-fall launched with only the
required operating crew on board and then manoeuvred in the water by the operating crew, at
least once every three months during abandon ship drill. The aim is to prevent accidents with
Life Boat occurring during ship drills.
●● This regulation applies to all ships.
●● B
efore the ship leaves port and at all times during the voyage, all life-saving appliances shall
be in working order and ready for immediate use.
●● Instructions for on-board maintenance of life-saving appliances complying shall be provided
and maintenance shall be carried out accordingly.
●● T
he Administration may accept, in lieu of the instructions, a shipboard planned maintenance
programme.
●● M
aintenance of falls :Falls used in launching shall be turned end for end at intervals of not more
than 30 months and be renewed when necessary due to deterioration of the falls or at intervals
of not more than five years, whichever is the earlier.
●● The Administration may accept in lieu of the “end for ending”, periodic inspection of the falls
and their renewal whenever necessary due to deterioration or at intervals of not more than
four years, whichever one is earlier.
●● Weekly inspection: The following tests and inspections shall be carried out weekly:-
All survival craft, rescue boats and launching appliances shall be visually inspected to ensure
that they are ready for use;
All engines in lifeboats and rescue boats shall be run for a total period of not less than 3
min provided the ambient temperature is above the minimum temperature required for
starting and running the engine. During this period of time, it should be demonstrated that
66
the gear box and gear box train are engaging satisfactorily. If the special characteristics of
an outboard motor fitted to a rescue boat would not allow it to be run other than with its
propeller submerged for a period of 3 min., it should be run for such period as prescribed
in the manufacturer’s handbook.
The general emergency alarm system shall be tested.
●● Monthly inspections - The following tests and inspections shall be carried out monthly:
Lifeboats, except free-fall boats, on cargo ships shall be removed from their stowed position,
without any persons on board
Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out
monthly using the checklist to ensure that they are complete and in good order. A report of
the inspection shall be entered in the log-book.
The requirements of SOLAS Chapter III, with particular reference to Regulations 20 and 36, and
also the requirements of the LSA Code, with particular reference to section 4.4.7, to be met with in
regard to on-load release devices.
Release Gear
The following should be examined for satisfactory condition and operation after the annual winch
brake test with the empty boat:-
●● Operation of devices for activation of release gear;
●● Excessive free play (tolerances);
●● Hydrostatic interlock system, where fitted;
●● Cables for control and release; and
●● Hook fastening; including cheek plates, keel bolts etc.,
Notes:
The setting and maintenance of release gear are critical operations with regard to maintaining
the safe operation of the lifeboat and the safety of personnel in the lifeboat. All inspection
and maintenance operations on this equipment should therefore be carried out with the
utmost care.
No maintenance or adjustment of the release gear should be undertaken while the hooks
are under load.
Hanging-off pennants may be used for this purpose but should not remain connected at
other times, such as when the lifeboat is normally stowed and during training exercises. The
crew needs to be assured that the structure is safe when loaded by hanging off pennants.
The release gear is to be examined prior to its operational test. The release gear is to be re-
examined after its operational test and the dynamic winch brake test. Special consideration
should be given to ensure that no damage has occurred during the winch brake test, especially
to the hook closure and its fastening.
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Operational test of On-Load Release Function:-
Position the lifeboat partially into the water such that the mass of the boat is substantially
supported by the falls and the hydrostatic interlock system, where fitted, is not triggered;
Operate the on-load release gear;
Reset the on-load release gear; and
Examine the release gear and hook fastening to ensure that the hook is completely reset and
no damage has occurred.
Operational test of Off-Load Release Function:-
Position the lifeboat fully waterborne;
Operate the off-load release gear;
Reset the on-load release gear; and
Recover the lifeboat to the stowed position and verified ready for launching in an emergency.
Note:
Prior to hoisting, ensure that release gear is completely and properly reset with interlocks in place.
The final turning-in of the lifeboat should be done without any persons on board.
Operational Test of Free-Fall Lifeboat Release Function:-
(a) Engage the simulated launching arrangements as specified in the manufacturer’s operating
instructions;
(b) The operator should be properly seated and secured in the seat location from which the release
mechanism is to be operated;
(c) Operate the release mechanism to release the lifeboat;
(d) Reset the lifeboat in the stowed configuration;
(e) Repeat procedures b) to d) above, using the back-up release mechanism, when applicable;
(f) After ensuring that the boat is safely re-stowed remove the simulated launching arrangements;
and
(g) Verify that the lifeboat is in the ready to launch stowed configuration.
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chapter 10
Life boat release & retrieval systems – new IMO regulations
The Maritime Safety Committee, at its eighty-ninth session (May 2011) (the Committee), adopted,
through resolution MSC.317 (89)1 and with a view to preventing accidents with lifeboats, amendments
to SOLAS regulation III/1.5 and has introduced new requirements for lifeboat release and retrieval
systems. In association with the aforesaid amendments, the Committee has also adopted resolution
MSC.320 (89)2 which contains amendments to the Life Saving Appliances Code (LSA Code), which
set out requirements for the design and construction of lifeboat release and retrieval systems, and
resolution MSC.321 (89)3 which sets out related amendments to the Revised recommendation
on testing of life-saving appliances (resolution MSC.81(70)). Furthermore and in association with
these, the Committee has approved circular MSC.1/Circ. 13924 on Guidelines for Evaluation and
Replacement of Lifeboat Release and Retrieval Systems and MSC.1/Circ.13935 on Early application
of new SOLAS regulation III/1.5.
The amendments to SOLAS regulation III/1.5 will enter into force on 1 July 2013 and will require
on-load release mechanisms installed on all ships, i.e. new and existing cargo and passenger ships,
that do not comply with the requirements of the LSA Code, as amended by resolution MSC.320(89),
to be replaced no later than the first scheduled dry-docking of the ship after 1 July 2014 but no
later than 1 July 2019, with equipment which comply with the requirements of the LSA Code, as
amended by resolution MSC.320(89).MSC 89 adopted / approved:
Resolution MSC 317(89), introduces new requirements under SOLAS regulation III / 1.5, for life
boat release and retrieval systems. Entry into force is January, 2013, and the requirements will take
effect on July 1st, 2014.
Resolution MSC 320 (89), revises the LSA code (chapter IV). The expected date of entry into force
is January 1st, 2013. The main purpose of the revision of chapter IV of the LSA code is to prevent
unexpected accidents during life boat drills and or inspections.
MSC 1/circ 1392, Guide lines for Evaluation and Replacement of Life boat Release and
Retrieval systems. These guide lines are only applicable to existing release and retrieval systems.
They cover : Design Review, performance test, reporting the evaluation results for existing release
and retrieval systems. One time follow up overhaul examination and procedure for replacing non
compliant release and retrieval systems.
MSC 1/circ 1393, on early application of new SOLAS regulation III/1.5. This circular clarifies the
application to new builds and encourages the use of compliant on load release and retrieval systems
at the earliest opportunity.
Resolution MSC 321(89), amendments to the revised recommendation on testing of life saving
appliances (Resolution MSC 81(70) as amended) relevant to the revised LSA code chapter IV.
Revised chapter IV sections 4.4.7.6.4 to 4.4.7.6.6 applies to release and retrieval system fitted on
existing ships. For ships constructed on or after July 1st, 2014, on load release and retrieval systems
are to comply with the revised LSA code (complete section 4.4.7.6).
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4.4.7.6.4 states : to provide hook stability, the release mechanism shall be designed so that, when
it is in fully closed position, the weight of the life boat does not cause any force to be transmitted
to the operating mechanism.
4.4.7.6.5 states: locking devices shall be designed so that they cannot turn to open due to forces
from hook load.
4.4.7.6.6 states: if a hydrostatic interlock is provided, it shall automatically reset upon lifting the
boat from water.
The Guidelines define a Release and Retrieval System (RRS) as being “the means by which the
lifeboat is connected to, and released from, the lifeboat falls for lowering, launch and retrieval.
It comprises the hook assembly and operating mechanism” and include the following advice:
There are two types of lifeboat releasing mechanisms- on load and off load. These mechanisms
release the boat from the davit, which is attached to a wire or fall by means of a hook. By releasing
the hook the lifeboat can be set free to propel away from the ship.
Off Load Mechanism
The off load mechanism releases the boat after the load of the boat is transferred to water or the
boat has been lowered fully into the sea. When the boat touches the surface of water, the load on
the fall and hence the hook releases and due to its mechanism the hook detaches from the fall. If
the detachment dose not takes place, any of the crew members can remove the hook from the fall.
Most of the times the off load mechanism is manually disengaged in case of malfunction; however,
in case of fire, it is dangerous to go out and release the hook.
On Load Mechanism
On load mechanism can release the lifeboat from the wire, with the ship above the water level
and with all the crew members inside the boat. The load will be still on the fall as the boat would
not have touched the water. Normally the height of about 1 m is kept for the on load release, so
that the fall is smooth without damaging the boat and harming the crew inside. A lever is provided
inside the boat to operate this mechanism. As the lever is operated from inside, it is safe to free the
boat without going of the out lifeboat, when there is a fire on ship.
Safety message: on-load release mechanisms were never intended to release a lifeboat
that was not in the water.
On-load may be defined as a method of disengaging the lifeboat lifting hooks, even if the blocks
and falls are still under load. The idea is to enable the lifeboat to be disengaged from both lower
fall blocks simultaneously, even if they are under load - perhaps as a result of the vessel still making
headway, or the boat having been launched into rough seas, a strong current or a tidal stream. It
was never intended to be used as a means of disengaging the lifting hooks of a lifeboat that was
not in the water.
Most on-load release systems are designed as unstable - they rely upon the release system to
maintain the hooks in the closed position, rather than to open them – in other words if the hooks
fail they open rather than remain closed. Lack of proper maintenance, human error and even the
70
motion of the lifeboat during a launch or recovery, can cause the system to release, particularly if
key components have become worn or have been replaced with nonstandard parts.
The on-load release system will have at least two safety features built in:
A safety pin prevents the release handle being operated; a positive and deliberate action is
required to remove the safety pin and operate the release handle.
Until the lifeboat is waterborne, the release system remains in the ‘safe’ or ‘closed’ position. Once
waterborne, water pressure releases a locking device and moves it from the ‘safe’ position to the
‘open’ position. This part of the system is known as the hydrostatic interlock.
After removing the safety pin, the release handle may be operated and the hooks disengaged.
However, it is possible to override the hydrostatic interlock and the hooks will disengage, regardless
of the position of the lifeboat.
Safety message: There are no routine circumstances which require the ship’s crew to
override the hydrostatic interlock. Releasing a lifeboat that is not in the water – even
from heights of less than one meter – may cause death or serious injury and result in
damage to the lifeboat structure and possible capsize and/or sinking of the lifeboat.
All crew members should thoroughly familiarise themselves with the ship’s SOLAS training manual
and any company procedures which will incorporate risk assessment control measures for the
equipment fitted. If performing any maintenance or checks on the release system, always connect
the hanging-off pendants before starting.
Safety message: Never allow anybody to by-pass procedures for use of the hanging-
off pendants.
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Lifeboat Release Mechanism Requirements:

Every lifeboat to be launched by falls, except for free-fall lifeboats, shall be fitted with a release
mechanism complying with following requirements:-
●● the mechanism to be so arranged that all hooks are released simultaneously;
●● t he mechanism shall only open when the release mechanism is operated with the boat fully
waterborne or, if the boat is not waterborne, by multiple, deliberate and sustained action which
shall include the removal or bypassing of safety interlocks designed to prevent premature or
inadvertent release;
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●● t he mechanism shall not be able to open due to wear, misalignment and unintended force within
the hook assembly or operating mechanism, control rods or cables as may be connected to, or
form part of the hook assembly and with trim of up to 10º and a list of up to 20º either way;
and
●● t he functional criteria apply for the range of loads, representing 0% to 100% of the safe working
load of the lifeboat release and retrieval system for which it may be approved;
●● u
nless a release mechanism is of the load over centre type, which is held fully closed by the
weight of the lifeboat, the hook assembly shall be designed so that the moveable hook component
is kept fully closed by the hook locking parts capable of holding its safe working load under
any operational conditions until the hook locking part is deliberately caused to open by means
of the operating mechanism. For designs utilizing the tail of the movable hook component and
cam either directly or indirectly securing the tail of the movable hook component, the hook
assembly shall continue to be closed and hold its safe working load through rotation of the cam
of up to 45 degrees in either direction, or 45 degrees in one direction if restricted by design,
from its locked position;
●● t o provide hook stability, the release mechanism shall be designed so that, when it is fully reset
in the closed position, the weight of the lifeboat does not cause any force to be transmitted to
the operating mechanism;
●● l ocking devices shall be designed so that they cannot turn to open due to forces from the hook
load; and
●● i f a hydrostatic interlock is provided, it shall automatically reset upon lifting the boat from the
water.”
●● t he mechanism shall have two release capabilities: normal (off-load) release capability and
on-load release capability:-
●● n
ormal (off-load) release capability shall release the lifeboat when it is waterborne or when
there is no load on the hooks, and not require manual separation of the lifting ring or shackle
from the jaw of the hook; and
●● O
n-load release capability shall release the lifeboat with a load on the hooks. This release
mechanism shall be provided with a hydrostatic interlock unless other means are provided to
ensure that the boat is waterborne before the release mechanism can be activated. In case of
failure or when the boat is not waterborne, there shall be a means to override the hydrostatic
interlock or similar device to allow emergency release. This interlock override capability shall
be adequately protected against accidental or premature use. Adequate protection shall include
special mechanical protection not normally required for off-load release, in addition to a danger
sign. The protection shall be deliberately destroyed by applying a suitable minimum force, for
instance by breaking a protection glass or translucent cover. A label or thin wire seal is not
considered sufficiently robust. To prevent a premature on-load release, on-load operation of
the release mechanism shall require multiple, deliberate and sustained action or actions by the
operator;”
●● a
ll components of the hook unit, release handle unit, control cables or mechanical operating
links and the fixed structural connections in a lifeboat shall be of material corrosion resistant in
the marine environment without the need for coatings or galvanizing. Design and manufacturing
tolerances shall be such that anticipated wear throughout the service life of the mechanism shall
not adversely affect its proper functioning. Mechanical operating links such as control cables
shall be waterproof and shall have no exposed or unprotected areas;”.
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●● a
hydrostatic interlock shall be designed for a factor of safety of not less than 6 times maximum
operating force based on the ultimate strength of the materials used;
●● t he operating cables shall be designed for a factor of safety of not less than 2.5 times maximum
operating force based on the ultimate strength of the materials used;
●● t he release control shall be clearly and unambiguously marked in a colour that contrasts with
its surroundings.
In paragraph 4.4.7.6, the existing sub-paragraph 3 is renumbered as subparagraph .8 and the
words “without excessive force” are replaced by the words “, and any indicators shall not indicate
the release mechanism is reset”.
In paragraph 4.4.7.6, in the renumbered sub-paragraph 14, the words “the load-bearing
components of the release mechanism and” are added at the beginning and the words “of the
release mechanism” are deleted.
Free Fall Life Boat Release:
In Free fall life boat, the launching mechanism is similar to on-load release the only difference
is that the free fall lifeboat is not lowered till 1m above water level, it is launched from the stowed
position by operating a lever located inside the boat which releases the boat from rest of the davit
and boat slides through the tilted ramp into the water.
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Definitions
For the purpose of these Guidelines, the definitions given hereunder should apply, in accordance
with the above figure.
Movable hook component
Hook locking part
Hydrostatic interlock
Operating cable
Operating mechanism
Hook assembly
Lifeboat Release and Retrieval system
●● Lifeboat release and retrieval system is the means by which the lifeboat is connected to, and
released from, the lifeboat falls for lowering, launch and retrieval. It comprises the hook assembly
and operating mechanism.
●● H
ook assembly is the mechanism, attached to the lifeboat, which connects the lifeboat to the
lifeboat falls.
●● M
ovable hook component is that part of the hook assembly in direct contact with the connection
with the lifeboat falls which moves to enable release from the falls.
●● H
ook locking part is the component(s) within a hook assembly which holds the movable hook
component in the closed position until activated by the operating mechanism to release the
hook. This activation may be performed through other components within the hook assembly.
●● O
perating mechanism is the means by which the operator activates the opening, or release, of
the movable hook component. It includes the operating handle, linkages/cables and hydrostatic
interlock, if fitted.
●● T
ype, in relation to the design of a lifeboat release and retrieval system, means an identical
lifeboat release and retrieval system of given safe working load, make and model (thus any
change to the materials of construction, design arrangement or dimensions constitutes a change
of type).
●● O
n-load release is the action of opening the lifeboat release and retrieval system whilst there
is load on the hook assemblies.
●● E
valuation is a design review and a performance test of a type of lifeboat release and retrieval
system.
●● Manufacturer, with respect to existing lifeboat release and retrieval systems, is:
the original equipment manufacturer; or
a manufacturer of lifeboat release and retrieval systems who has taken on the responsibility
for a range or type of lifeboat release and retrieval system; or
any other person or entity which has taken responsibility for a range or type of lifeboat
release and retrieval system when the original manufacturer no longer exists or supports
the equipment.
●● Modifications are changes to the design of an approved lifeboat release and retrieval system
which may affect compliance with the original approval requirements or the prescribed conditions
for the use of the product.
●● New lifeboat release and retrieval system is a lifeboat release and retrieval system that has been
75
approved in accordance with paragraph 4.4.7.6 of chapter IV of the LSA Code, as amended by
resolution MSC.320(89).
●● E
xisting lifeboat release and retrieval system is a lifeboat release and retrieval system that has
not been approved in accordance with paragraph 4.4.7.6 of chapter IV of the LSA Code, as
amended by resolution MSC.320(89).
●● Company means company as defined in SOLAS regulation IX/1.2.
Review and Test of Existing Equipment
Detailed documentation, drawings, calculations and instructions for each type of RRS should be
submitted by the manufacturer to the Administration or its appointed Recognised Organisation (RO).
A design review will then be undertaken and the system checked for compliance with the new LSA
Code requirements. A noncompliant RRS will need to be modified or replaced with a compliant system.
Following a successful design review the manufacturer will arrange a performance test to ensure
compliance with the new Code requirements, witnessed by the Administration or its appointed
RO. Any part of the system which fails during the test will be deemed not to comply with the new
requirements.
Administrations are required to report to IMO the results of design reviews and performance
tests. Each existing RRS will be deemed to be compliant or compliant after modification, and both
may remain in service. In the event that a system is found to be noncompliant it will need to be
replaced or modified so that it complies.
Modifications to Existing Equipment
Where a RRS has been identified as not complying with the Guidelines, it may be modified to
comply with the revised LSA Code and the existing applicable Code. The modified system will then
need to be re-evaluated in accordance with the Guidelines.
Follow-up Overhaul Examination
In addition to the Administration or its appointed RO testing, witnessing and approving each RSS,
there is a requirement for a one-off follow-up overhaul examination of existing systems that have
been found to be compliant. This examination must be conducted no later than the first scheduled
dry-docking after 1 July 2014 by the manufacturer or their representative in accordance with Annex
1 of MSC.1/Circ.1206/Rev.1 “Measures to Prevent Accidents with Lifeboats”. The system will also
be checked to ensure that it is the same as the one which passed the earlier evaluation and that it
is suitable for the ship.
In addition, the overhaul examination will include a detailed assessment of the condition of RRS
components focusing on wear, corrosion and other types of material degradation. Once the overhaul
examination has been completed satisfactorily, a factual statement confirming this will be issued for
retention on board.
Replacement of Non-Compliant RRS
If an RRS is found to not comply and is replaced, the new system must afford a higher level of
safety than the previous installation. Such replacement systems must be acceptable to the lifeboat
manufacturer. If a lifeboat manufacturer is unable to offer an appropriate replacement RRS, a
suitable alternative may be selected with the agreement of the lifeboat manufacturer, if possible.
76
All replacement equipment must be approved by the Administration or its RO.

Before a replacement RRS can be fitted, documentation including type approval certification and a
detailed engineering analysis including drawings and manuals must be submitted to the Administration
or its RO for review and approval.
The replacement work should be carried out by the manufacturer or their representative and
should also be witnessed by the Administration or its RO. Engineering drawings approved by the
Administration or its RO are to be used during the installation and testing and retained on board.
Updated safety and operating instructions are to be posted by the lifeboat and by the RRS.
Following installation, tests should be carried out by the manufacturer or their representative
in accordance with Resolution MSC.81(70) “Revised Recommendation on Testing of Life Saving
Appliances”, as amended by Resolution MSC.226(82) “Adoption of Amendments to the Revised
Recommendation on Testing of Life Saving Appliances, as amended”, as follows:
●● A 1.1 x load and simultaneous release test.
●● A
further load test where fixed structural connections of the release arrangements have been
modified.
●● I f a lifeboat is also to be used as a rescue boat and/or is installed on a cargo vessel of 20,000
GT of above, a 5 knot launch test is also to be conducted.
The tests are to be witnessed by the Administration or its RO who will verify that the installation
complies with the approved documentation submitted by the manufacturer. Once installation
and testing have been completed satisfactorily, a Statement of Acceptance will be issued by the
Administration or its RO for retention by the vessel.
Updates on Life Boat Release Units
Release Handle Unit

The structure and parts names of the release handle are as the following figure;
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Operation:
When the lifeboat is fully waterborne, the lifeboat could be released by removing the safety pin
and then pulling the release handle fully and quickly to the open position (off-load release). The
lifeboat could also be released by the same operation of the release handle even though the lifeboat
is not fully waterborne, by opening the interlock cover and lifting up the interlock lever. This over-
rides the interlock function of the hydrostatic unit (on-load release).
Hydrostatic interlock
Structure and parts names of the hydrostatic interlock unit are as the following figure;
78
79
80
GUIDELINES FOR FITTING AND USE OF FALL PREVENTER DEVICES

IMO’s “Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems”
advise that Fall Preventer Devices (FPDs) are to be used with each existing RRS, in accordance with
MSC.1/Circ.1327 “Guidelines for the Fitting and Use of Fall Preventer Devices (FPDs)” until the RRS
is either found to be “compliant with the (revised) LSA Code, or modified and found compliant with
the (revised) LSA Code, or found compliant with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the (revised)
LSA Code and paragraphs 16 and 17 (overhaul examination) of these Guidelines; or modified and
found compliant with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the (revised) LSA Code and paragraphs
81
16 and 17 (overhaul examination) of these Guidelines; or replaced by a new RRS.”

The FPD Guidelines also state that “A Fall Preventer Device (FPD) can be used to minimise the
risk of injury or death by providing a secondary alternate load path in the event of failure of the
on-load hook or its release mechanism or of accidental release of the on-load hook. However, FPDs
should not be regarded as a substitute for a safe on-load release mechanism.”
The MSC.1/Circ.1327 Guidelines regarding the design and operation of FPDs are summarised below:
Locking Pins
The following points should be considered when utilizing locking pins as FPDs:-
●● e
xisting on-load release hooks fitted to ships should not be modified by drilling to provide a
locking pin insertion point, unless approved by the Administration in accordance with paragraph
4, as this may significantly reduce the strength of the hook;
●● l ocking pins should have clear operational instructions located near the insertion point of the
locking pin and be colour coded so that it is clear where the pins are to be inserted;
●● l ocking pins should be designed so that they cannot be inadvertently inserted in the wrong
place;
●● l ocking pins should be confirmed to be in place prior to turning out the lifeboat and during
descent to the water;
●● s trict procedures, including a warning notice at the release handle, should be in place to ensure
that the locking pin is removed before the release mechanism is activated;
●● T
he handle of the locking pin should be coloured red or a suitable contrasting safety colour
and prominently marked with a warning that it must be removed before activating the release
mechanism;
●● t he removal of the pin should be achievable quickly and easily without posing any risk to the
operating crew designated to carry out the task once the lifeboat has reached the water;
●● i f the removal of the pins requires opening of the lifeboat hatch it should be readily achievable
by the operating crew at each device from within the craft;
●● o
nce the on-load release hooks have been connected to recover the lifeboat, the locking pins
should be re-inserted before the boat is hoisted clear of the water;
●● T
he locking pins should be designed so that they do not interfere with either the lifting or re-
stowing of the lifeboat into the davits; and
●● w
here provided, fall preventer locking pins should not be used for any other purpose and should
be fitted to the lifeboat at all times.
Strops or Slings
Wires or chains should not be used as FPDs, as they do not absorb shock loads. The following
points should be considered when synthetic strops or slings are used as FPDs:-
●● w
here FPDs are synthetic strops or slings and no modifications are required to the lifeboat,
the on-load release hook or launching equipment, a functional test should be carried out. The
functional test should demonstrate, to the satisfaction of the Administration that the equipment
performs without interfering in the operation of the lifeboat or launching equipment. Strops or
slings should be of resilient fibre in construction;
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●● t he strops or slings should be issued with an appropriate certificate documenting a tensile

strength which provides for a factor of safety of at least six, based on the total weight of the
lifeboat when loaded with its full complement of persons and equipment;
●● T
he strops or slings should be inspected before use and thoroughly inspected by ship’s crew
every six months. The material of the strop or sling should be rot-proof, corrosion-resistant,
not be unduly affected by seawater, oil or fungal attack, and UV resistant;
●● The strops or slings should be permanently marked with the date of entry into service;
●● s trict procedures, including a warning notice at the release handle, should be in place to ensure
that the strops or slings are removed before the release mechanism is activated;
●● t he attachment point of the strop or sling to the on-load release hook and the davit falls block
should be clearly marked and designed so that any connection device such as shackles cannot
be connected to either the wrong part of the block or the wrong part of the on-load release
hook;
●● t he release of the strops or slings should be achievable quickly and easily without posing any
risk to the operating crew designated to carry out the task once the lifeboat has reached the
water. If the release of the strops or slings requires opening of the lifeboat hatch it should be
readily achievable by the operating crew at each device from within the craft. Once detached,
the strops or slings should not interfere with the operation of the on-load release gear or the
propeller;
●● o
nce the on-load release hooks have been connected to recover the lifeboat, the strops or slings
should be reattached to the lifeboat before the boat is hoisted clear of the water. The strops
or slings should be designed so that they do not interfere with either the lifting or re-stowing
of the lifeboat into the davits;
●● a
strop or sling used as an FPD should be sized and arranged to allow the transfer of load from
the hook mechanism to the strop with minimal movement (drop) of the boat in the event of a
release mechanism failure. Should a fall preventer strop or sling be subject to an unintentional
dynamic shock loading, then the strop or sling should be replaced and the associated attachment
points inspected. In such cases, the Administration should be informed as soon as possible and
the master should provide a full report of the circumstances of the incident; and
●● w
here provided, fall preventer strops or slings should not be used for any other purpose and
should be fitted to the lifeboat at all times.
Drills, testing, inspections and maintenance of lifeboats and launching appliances
If a drill, test, inspection or maintenance is to be carried out with personnel in the lifeboat, the
Master or the officer in charge of the operation should ensure that, where FPDs are provided, these
are properly fitted in place prior to commencement of the operation.
Procedures regarding the use of FPDs should be included in the vessel’s Safety Management
System (SMS) and all personnel involved in the operation of the lifeboats should be familiar with
their application.
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Oil, gas and chemical tankers may not be able to use FPDs in certain abandon ship situations
if the FPDs cannot be released from inside the lifeboat. In such cases the SMS and the vessel’s
training manual should include measures to be followed during drills in order to prepare for such
an eventuality. Such a scenario should also be taken into account by the Master when considering
the requirement for FPD locking pins and strops or slings to be fitted to the lifeboats at all times.
Modification of existing approved on-load hooks to incorporate FPDs
Should an original equipment manufacturer or a ship owner plan to modify existing hooks,
lifeboats or davits to accommodate the use of FPD’s (e.g. so that they may be released from within
the lifeboats of a tanker), approval must be obtained from the Administration. Any re-testing of
equipment should be agreed and witnessed by the Administration or its RO.
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chapter 11
Maintenance Procedures
Maintenance and inspection in accordance with the latest SOLAS Regulations, MSC.1/Circ.1206
Rev 1, MSC.1/Circ.1277 and relevant MODU Codes.
●● six-monthly and annual inspections of lifeboats, FRCs, davits, winches, and lifeboat release and
retrieval systems.
●● five-yearly overload testing of lifeboats, davits, winches, and lifeboat release and retrieval
systems.
●● five-yearly fall wire replacements.
●● five-yearly air cylinder replacements.
●● mechanical and GRP repairs.
●● refurbishing and retrofitting of lifeboats, FRCs, davits, winches, and lifeboat release and retrieval
systems.
When carrying out servicing and maintenance, the organization should follow the Guidelines in
the Annex 1 and the Specific procedures as stated in the Appendix of MSC.1/Circ.1206;
The five-yearly dynamic operational test of the winch brake should be witnessed by and conducted
to the satisfaction of the attending Classification Society surveyor; and
Upon completion of the services, reports and records as mentioned in para. 13 to 15 of Annex 1
of MSC.1/Circ. 1206 should be properly maintained on board.
MSC.1/Circ.1206:
ANNEX 1 : GUIDELINES FOR PERIODIC SERVICING AND MAINTENANCE OF LIFEBOATS, LAUNCHING
APPLIANCES AND ON-LOAD RELEASE GEAR.
General
●● The objective of these Guidelines is to establish a uniform, safe and documented performance of
periodic servicing and maintenance of lifeboats, launching appliances and on-load release gear.
●● These Guidelines relate to the application of the ISM Code to periodic servicing and maintenance
of lifeboat arrangements and should therefore be reflected in procedures developed for a ship
under that Code.
●● The general principle in these Guidelines may also be applied for the periodic servicing and
maintenance of life rafts, rescue boats and fast rescue boats and their launching appliances
and release gear.
●● Detailed guidance regarding some procedures covered by these Guidelines is provided in the
appendix.
●● These Guidelines relate to the requirements contained in:-
SOLAS regulation III/20 – Operational readiness, maintenance and inspections; and
SOLAS regulation III/36 – Instructions for on-board maintenance.
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Responsibility
●● The company is responsible for servicing and maintenance on board its ships in accordance
with SOLAS regulation III/20 and for the establishment and implementation of health, safety
and environment (HSE) procedures covering all activities during servicing and maintenance.
●● The personnel carrying out servicing and maintenance are responsible for the performance of
the work as authorized in accordance with the system specified in paragraph 10.
●● The above personnel are also responsible for complying with HSE instructions and procedures.
●● Where satisfied with an organization’s ability to carry out these functions, the Administration
may authorize such organization and its personnel to perform the functions of the manufacturer
and manufacturer’s certified personnel as assigned under these Guidelines, if manufacturer
certified facilities are not available.
Authorization
●● Where these Guidelines require certification of servicing personnel, such certification should
be issued by the manufacturer in accordance with an established system for training and
authorization.
Qualification Levels
●● Weekly and monthly inspections, and routine maintenance as defined by the manufacturer,
should be conducted under the direct supervision of a senior ship’s officer in accordance with
the instructions provided by the manufacturer.
●● All other inspections, servicing and repair should be conducted by the manufacturer’s
representative or a person appropriately trained and certified by the manufacturer for the work
to be done.
Reports and Records
●● All reports and checklists should be correctly filled out and signed by the person who carries out
the inspection and maintenance work and should also be signed by the company’s representative
or the ship’s master.
●● Records of inspections, servicing, repairs and maintenance should be updated and filed on
board the ship.
●● When repairs, thorough servicing and annual servicing are completed, a statement confirming
that the lifeboat arrangements remain fit for purpose should be issued by the manufacturer’s
representative or by the person certified by the manufacturer for the work.
SPECIFIC PROCEDURES FOR MAINTENANCE AND SERVICING
General
●● Any inspection, servicing and repair should be carried out according to the system for inspection
and services developed by the manufacturer.
●● A full set of maintenance manuals and associated documentation issued by the manufacturer
should be available on board for use in all operations involved in the inspection, maintenance,
adjustment and re-setting of the lifeboat and associated equipment, such as davits and release
gear.
●● The manufacturer’s system for inspection and services should include the following items as
a minimum.
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Annual Thorough Examination

●● As items listed in checklists for the weekly/monthly inspections also form the first part of the
annual thorough examination, when carrying out this examination the inspection of these items
should be performed by the ship’s crew in the presence of the manufacturer’s representative
or a person appropriately trained and certified by the manufacturer for the work to be done.
●● Inspection and maintenance records of inspections and routine maintenance carried out by the
ship’s crew and the applicable certificates for the launching appliances and equipment should
be available.
●● Repairs and replacement of parts should be carried out in accordance with the manufacturer’s
requirements and standards.
Life Boats
The following items should be examined and checked for satisfactory condition and operation:
condition of lifeboat structure including fixed and loose equipment;
engine and propulsion system;
sprinkler system, where fitted;
air supply system, where fitted;
manoeuvring system;
power supply system; and
bailing system.
Release Gear
The following should be examined for satisfactory condition and operation after the annual winch
brake test with the empty boat, as required by paragraph 3.1:
operation of devices for activation of release gear;
excessive free play (tolerances);
hydrostatic interlock system, where fitted;
cables for control and release; and
hook fastening.
Notes:
The setting and maintenance of release gear are critical operations with regard to maintaining
the safe operation of the lifeboat and the safety of personnel in the lifeboat. All inspection
and maintenance operations on this equipment should therefore be carried out with the
utmost care.
No maintenance or adjustment of the release gear should be undertaken while the hooks
are under load.
Hanging-off pennants may be used for this purpose but should not remain connected at
other times, such as when the lifeboat is normally stowed and during training exercises.
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The release gear is to be examined prior to its operational test. The release gear is to be
re-examined after its operational test and the dynamic winch brake test. Special consideration
should be given to ensure that no damage has occurred during the winch brake test, especially
the hook fastening.
Prior to hoisting, check that the release gear is completely and properly reset. The final
turning-in of the lifeboat should be done without any persons on board.
Operational test of free-fall lifeboat release function:-
engage the simulated launching arrangements as specified in the manufacturer’s operating

instructions;
the operator should be properly seated and secured in the seat location from which the
release mechanism is to be operated;
operate the release mechanism to release the lifeboat;
reset the lifeboat in the stowed configuration;
repeat procedures .2 to .4 above, using the back-up release mechanism, when applicable;
remove the simulated launching arrangements; and
verify that the lifeboat is in the ready to launch stowed configuration.
Davit
The following items should be examined for satisfactory condition and operation:-
davit structure, in particular with regard to corrosion, misalignments, deformations and
excessive free play;
wires and sheaves, possible damages such as kinks and corrosion;
lubrication of wires, sheaves and moving parts;
functioning of limit switches;
stored power systems; and
hydraulic systems.
Winch
The following items should be examined for satisfactory condition and operation:-
open and inspect brake mechanism;
replace brake pads, if necessary;
remote control system;
power supply system; and
winch foundation.
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Dynamic Winch Brake Test
●● Annual operational testing should preferably be done by lowering the empty boat. When the
boat has reached its maximum lowering speed and before the boat enters the water, the brake
should be abruptly applied.
●● The five-year operational test should be done by lowering the boat loaded to a proof load equal
to 1.1 times the weight of the survival craft or rescue boat and its full complement of persons
and equipment, or equivalent load. When the boat has reached its maximum lowering speed
and before the boat enters the water, the brake should be abruptly applied.
●● Following these tests, the brake pads and stressed structural parts should be re-inspected.
Note:
In loading the boat for this test, precautions should be taken to ensure that the stability of the
boat is not adversely affected by free surface effects or the raising of the centre of gravity.
Overhaul of On-Load Release Gear
Overhaul of on-load release gear includes:-
dismantling of hook release units;
examination with regard to tolerances and design requirements;
adjustment of release gear system after assembly;
operational test as per above and with a load according to SOLAS regulation III/20.11.2.3; and
examination of vital parts with regard to defects and cracks.
Note:
Non-destructive examination (NDE) techniques, such as dye penetrants (DPE), may be suitable.
For certain aspects of maintenance it is necessary for the lifeboat to be lowered and supported
on ‘hanging off’ tackles in order to allow slack in the falls, i.e. when working on the release hooks.
The seafarer undertaking the work may then be required to work in or on the lifeboat which means
that the failure of any part usually results in injury or death. Two seafarers were hospitalised when
recovery pendants were inadvertently rigged, instead of maintenance tackles, resulting in the lifeboat
falling into the water. Lessons learnt from the investigation included ‘The casualty would have been
prevented if the design of the recovery pendants precluded them being mistaken for, and rigged
as, the hang-off [maintenance] tackles’ and ‘The casualty may not have occurred if the lifesaving
equipment maintenance manual contained detailed procedures for supporting the lifeboat from the
hang-off pendants.’
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chapter 12
LIFEBOAT PROPULSION
“Lifeboat Engines”– the engine shall be capable of being started, using starting aids if necessary,
at an ambient temperature of –15°C within two minutes of commencing the start procedure. The fuel
oil supplied should be suitable for use at –15°C, unless the ship carrying the lifeboat is constantly
engaged in voyages in the Tropics when a more appropriate fuel oil may be supplied.
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●● Every lifeboat shall be powered by a compression ignition engine. No engine shall be for any
lifeboat it its fuel has a flashpoint of 430C or less (closed cup tests).
●● The engine shall be provided with either a manual starting system or a power starting system
with two independent rechargeable energy sources. Any necessary starting aids shall also be
provided.
●● The engine starting systems and starting aids shall start the engine at an ambient temperature of
150C within 2 min of commencing the start procedure unless, in the opinion of the Administration
having regard to the particular voyages in which the ship carrying the lifeboat is constantly
engaged a different temperature is appropriate.
●● The starting system shall not be impeded by the engine casing, seating or other obstructions.
●● The engine shall be capable of operating for not less than 5 minutes after starting from cold
with the lifeboat out of the water.
●● The engine shall be capable of operating when the lifeboat is flooded up to the centre line of
the crankshaft.
●● The propeller shafting shall be so arranged that the propeller can be disengaged from the
engine. Provision shall be made for ahead and astern propulsion of the lifeboat.
●● The exhaust pipe shall be so arranged as to prevent water from entering the engine in normal
operation. All lifeboats shall be designed with due regards to the propulsion system by floating
debris.
●● The speed of a lifeboat when proceeding ahead in clam water, when loaded with its full
complement of persons and equipment and with all engine powered auxiliary equipment in
operation, shall be at least 6 knots and at least 2 knots when towing a 25 person life raft loaded
with its full complement of persons and equipment or its equivalent.
●● Sufficient fuel, suitable for use throughout the temperature range expected in the area in which
the ship operates. Shall be provided to run the fully loaded lifeboat at 6 knots for a period of
not less than 24 hours.
●● The lifeboat engine, transmission and engine accessories shall be enclosed in a fire retardant
casing or other suitable arrangements providing similar protection. Such arrangements shall
also protect persons from coming into accidental contact with hot or moving parts and protect
the engine from exposure to weather and sea.
●● Adequate means shall be provided to reduce the engine noise so that a shouted order can be
heard. Starter batteries shall be provided with casings which form a watertight enclosure around
the bottom and sides of the batteries.
●● The battery casings shall have a tightly fitted top which provides for necessary gas venting.
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●● T
he lifeboat engine and accessories shall be designed to limit electromagnetic emissions so
that engine operation does not interfere with the operation of radio life saving appliances used
in the lifeboat.
●● M
eans shall be provided for recharging all engine starting, radio and search batteries. Radio
batteries shall not be used to provide power for engine starting. Means shall be provided for
recharging lifeboat batteries from the ships power supply at a supply voltage not exceeding
50 V which can be disconnected at the lifeboat embarkation station, or by means of solar
battery charger.
●● W
ater resistance instructions for starting and operating the engine shall be provided and mounted
in a conspicuous place near the engine starting controls.
LIFEBOAT FITTINGS
All lifeboats except free fall lifeboats shall be provided with one drain valve fitted near the lowest
point in the hull, which shall automatically open to drain water from the hull when the lifeboat is not
waterborne and shall automatically close to prevent entry of water when the lifeboat is waterborne.
Each drain valve shall be provided with a cap or plug to close the valve, which shall be attached to
the lifeboat by a lanyard, a chain or other suitable means. Drain valves shall be readily accessible
from inside the lifeboat and their position shall be clearly indicated.
All lifeboats shall be provided with a rudder and tiller. When a wheel or other remote steering
mechanism is also provided the tiller shall be capable of controlling the rudder in case of failure of
the steering mechanism. The rudder shall be permanently installed on or linked to the rudder stock.
However, if the lifeboat has a remote steering mechanism the tiller may be removable and securely
stowed near the rudder stock. The rudder and tiller shall be so arranged as not to be damaged by
operation of the release mechanism or the propeller.
Except in the vicinity of the rudder and the propeller, suitable hand holds shall be provided or a
buoyant lifeline shall be bucketed around the outside of the lifeboat above the waterline and within
reach of a person in the water.
Lifeboats which are not self righting when capsized shall have suitable hand holds on the underside
of the hull to enable persons to cling to the lifeboat. The hand holds shall be fastened to the lifeboat
in such a way that when subjected to an impact sufficient to cause them to break away from the
lifeboat, they break away without damaging the lifeboat.
All lifeboats shall be fitted with sufficient watertight lockers or compartments to provide for
the storage of the small items of equipment, water and provisions. The lifeboat shall be equipped
with a means for collecting rainwater and in addition if required by the Administration a means for
producing drinking water from seawater dependent upon solar heat not on chemicals other than
seawater. Means shall be provided for the storage of collected water.
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chapter 13
RESCUE BOAT PROPULSION
RESCUE BOAT ENGINE
An Operation Manual and a Maintenance Manual are available for all outboard engines. Even
though operation procedures are almost the same the person using the engine must be conversant
with the procedure followed in the Operation Manual.
Four Stroke Engine Two Stroke Engine
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The drive is transmitted to the single propeller by a vertical drive shaft though a gearbox, with
one forward, one reverse and a neutral position. The gear shift is sited on the side of the power
head. Engine and steering control are affected by a tiller incorporating a speed control twist grip.
Fuel, which is a petrol / oil mixture, is carried in a portable tank. Engine starting arrangements are
a starter rope wound around the periphery of the engine flywheel. When in use the outboard engine
must be firmly clamped to the transom, it must also be secured to the transom by a 6 mm wire
prevented strop. When an engine is being shipped or unshipped it must have a safety line.
Rescue Boat Engine

An Operation Manual and a Maintenance Manual are available for all outboard engines. Even
though operation procedures are almost the same the person using the engine must be conversant
with the procedure followed in the Operation Manual.
The drive is transmitted to the single propeller by a vertical drive shaft though a gearbox, with
one forward, one reverse and a neutral position. The gear shift is sited on the side of the power
head. Engine and steering control are affected by a tiller incorporating a speed control twist grip.
Fuel, which is a petrol / oil mixture, is carried in a portable tank. Engine starting arrangements are
a starter rope wound around the periphery of the engine flywheel. When in use the outboard engine
must be firmly clamped to the transom, it must also be secured to the transom by a 6 mm wire
prevented strop. When an engine is being shipped or unshipped it must have a safety line.
Engine Speed Control
The throttle control regulates engine speed by opening or closing the throttle valve on the
carburettors and at the same time adjusting the ignition timing. This control is a twist grip on the
end of the steering tiller and it is marked for three positions, Slow, Start and Fast. A manual choke
is sited on the front of the engine to assist starting when the engine is cold.
Ignition System
The ignition system is a fully electronic arrangement. Power for ignition is generated by rotation
of the flywheel, initially during starting by pulling on the starter rope, thereafter by the engine.
The engine is stopped by interrupting the ignition sequence. This is accomplished by switching the
ignition cut – out switch sited on the front of the engine to “Off”.
Cooling System
The engine is cooled by circulating water that is drawn up through intakes at the foot of the
engine and discharged through an outlet on the propeller hub. There is a tell – tale discharge on
the starboard after side of the engine to indicate if the system is working. The engine must never
be run out of the water because it will seize up within a period of a few seconds. The person at the
tiller must make frequent checks to ensure that water is running from the tell – tale discharge. If
the flow of water through the discharge stops, the engine must be stopped immediately.
Exhaust System
Exhaust gases from the outboard motor pass through the exhaust tube to the bottom of the
exhaust housing, there they mix with the cooling water before leaving the engine. Exhaust and
cooling water are discharged together through the propeller hub. An additional exhaust port is sited
just below the power head at the rear of the engine. This exhaust prevents a build up of exhaust
gases in the engine when the boat is stationary in the water.
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Transmission and Gears

The engine transmits power to the gearbox through a vertical drive shaft. A bevel pinion on
the bottom of the drive shaft, which is in constant mesh with the ahead and astern gear wheels,
drives them to rotate continuously while the engine is running. The required gear is engaged to the
propeller drive shaft by moving a dog clutch along splines. Considerable care must be taken not
to damage the dog clutch. The engine must be brought down to idling speed before going on to
engage the selected gear.
Cut – Out Switch

A ‘ killer cord’ hooks over the ignition cut – out switch on the front of the power head, during
normal operations the switch is in the ‘ Run’ Position. One end of the cord hooked over the switch;
the other is secured to the leg of the person handling the boat. By tugging on the cord the switch
is pulled to the “Off’ position, the ignition circuit is broken and the engine stops. A spare cord must
be readily available.
Fuel System
The fuel tank is equipped with fuel line, primer bulb and valves and on the engine a fuel
pump and a carburettor. To connect the fuel line, slide the connector on to the male connection on
the port side of the power head until the locking lever snaps into place; the locking lever should only
be pressed into disconnect. Before starting, the carburettor must be primed with fuel by squeezing
the priming bulb several times until resistance indicates that pressure has built up. The fuel pump in
the outboard motor is not self priming, but once the engine has been started it will continue drawing
in fuel through the valves in the priming bulb.
Propeller Assembly
A rubber brush in the hub of the propeller is keyed to splined drive shaft. This allows the propeller
to slip on the shaft to reduce damage if it encounters and underwater obstacle. The propeller can
be quickly removed and replaced; the securing nut should be screwed up until the holes in the nut
line up with the holes in the propeller shaft: the split pin is then inserted and splayed. A propeller
guard must be fitted.
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chapter 15
PERSONAL LIFE SAVING APPLIANCES
LIFEBUOY
Lifebuoys are to be so distributed as to be readily available on both sides of the ship and as far as
practicable on all open decks extending to the ship’s side. At least one shall be placed in the vicinity
of the stern and be so stowed as to be capable of being rapidly let loose, and not be permanently
secured in any way.
Life Buoy Specification
●● Made of inherently buoyant material.
●● Have an outer dia of not more than 800 mm and inner dia of not less than 400 mm.
●● Be capable of supporting not less than 14.5 kg of iron in fresh water for a period of 24 hours:-
Have a mass of 2.5 kg.
Not to sustain burning or continue melting being totally enveloped in a fire for a period of
2 seconds.
If it is intended to operate the quick release arrangement for self activated smoke & self-
igniting lamp, have a mass sufficient to operate the quick-release arrangement.
Be fitted with grab line of 9.5 mm dia not less than 4 times of outer diameter.
Be marked in block capitals of Roman alphabet with name and port of registry of the ship.
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Lifebuoy Self-Igniting Lights

Not less than one-half of the total number of lifebuoys shall be provided with lifebuoy self-igniting
lights. Not less than two shall be with self-activating smoke signals and be capable of release from
Navigation Bridge. Lifebuoys with lights and those with lights and smoke signals shall be equally
distributed on both sides and shall not be provided with lifelines. Self-igniting lights required by
regulation III/7.1.3 shall:-
●● be such that they cannot be extinguished by water;
●● be of white colour and capable of either burning continuously with a luminous intensity of not
less than 2 cd in all directions of the upper hemisphere or flashing (discharge flashing) at a rate
of not less than 50 flashes and not more than 70 flashes per min with at least the corresponding
effective luminous intensity;
●● be provided with a source of energy capable of meeting the requirement of paragraph 2.1.2.2
for a period of at least 2 h; and
●● be capable of withstanding the drop test required by paragraph 2.1.1.6.
Lifebuoy Self-Activating Smoke Signals
Self-activating smoke signals required by regulation III/7.1.3 shall:-
●● emit smoke of a highly visible colour at a uniform rate for a period of at least 15 min when
floating in calm water;
●● not ignite explosively or emit any flame during the entire smoke emission time of the signal;
●● not be swamped in a seaway;
●● continue to emit smoke when fully submerged in water for a period of at least 10 s;
●● be capable of withstanding the drop test required by paragraph 2.1.1.6; and
●● be provided with a quick-release arrangement that will automatically release and activate the
signal and associated self-igniting light connected to a lifebuoy having a mass of not more than
4 kg.
Buoyant Lifelines
At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline, equal in
length to not less than twice the height at which it is stowed from the waterline in lightest sea-going
condition, or 30 m whichever is greater. Buoyant lifelines required by regulation III/7.1.2 shall:-
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●● be non-kinking;
●● have a diameter of not less than 8 mm; and
●● have a breaking strength of not less than 5 kN.
Life Jackets
The requirements (including 2010 amendments) as per SOLAS:-
●● Each life jacket shall be fitted with a whistle firmly secured by a lanyard;
●● Life jacket lights and whistles shall be selected and secured to the life jacket in such a way that
their performance in combination is not degraded;
●● E
ach life jacket shall be provided with a releasable buoyant line or other means to secure it to
a life jacket worn by another person in the water;
●● E
ach life jacket shall be provided with a suitable means to allow a rescuer to lift the wearer
from the water into a survival craft or rescue boat;
●● Life jacket must not sustain burning or melting when exposed to fire for a period of 2 seconds;
●● I t is clearly capable of being worn in only one way or, as far as is practicable, cannot be donned
incorrectly;
●● W
hen jumped from a height of at least 4.5 m into the water no injury and dislodging or damaging
the life jacket;
●● Should have buoyancy which is not reduced by more than 5% after 24 hour submersion in
fresh water.
They are of Two Types:- Inflatable & Rigid
●● Adults support up to 75kg.
●● Children up to 32kg.
Specifications:
●● All persons to donne within 1 minute of time.
●● I t allows the wearer jump from height of at least 4.5 mtrs into water without injury and
damaging it.
●● T
urns the body of an unconscious person in the water from any position to one where the mouth
of is clear of water within 5 seconds.
●● L ifts the mouth of an exhausted or unconscious person not less than 120 mm clear of water
with an angle not less than 200 from vertical position.
●● Allows the wearer to do a short distance of swimming and to board a survival crafts.
●● Donning assistance is permitted for small children.
●● Assistance may be given for children’s to board the survival crafts.
●● A “child” symbol to be marked as per symbols adopted by IMO.
●● Shall be fitted with a whistle firmly secured by a card.
●● Shall have buoyancy which is not reduced by more than 5% after 24 hour submersion in water.
REQUIREMENTS OF Life jacket
●● 100 % complements needs to be carried.
●● 25% extra (adult) and kept in remote locations, LSA and safety locker & near muster stations.
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●● 10% extra children’s life jacket to be carried on passenger vessels.
●● 5% extra children life jacket to be carried on board cargo vessels.
Life Jacket Lights
●● Have a light intensity of .75 cd in all directions of Upper hemisphere.
●● Have a source capable Of providing luminous intensity for a period of 8 hours and provided
with manually operated Switch.
●● Shall be provided with Retro-reflective pasted.
Inflatable Life Jacket
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Non Inflatable Life Jacket

IMMERSION SUITS, ANTI-EXPOSURE SUITS AND THERMAL PROTECTIVE AIDS
Immersion Suits
●● An immersion suit shall be constructed with proper workmanship and waterproof materials.
●● T
he materials of the suit shall be rot-proof, corrosion resistant and not unduly affected by
seawater, oil or fungal attack.
●● An immersion suit shall be of a highly visible colour to assist detection.
●● It shall be fitted with retro-reflective material to assist detection.
●● I t shall be constructed to cover the whole body with the exception of the face. Hand covering
shall be provided as an integral part of the suit or by means of permanently attached gloves.
●● It shall be provided with arrangements to minimise or reduce free air in the legs of the suit.
●● I t shall be fitted with a non-metallic whistle not affected by water and humidity and firmly
secured by a cord of suitable length, means of attaching a life jacket light, and, if the suit has
buoyancy and is designed to be worn without a life jacket, a ring or loop or similar device of
adequate strength to facilitate rescue.
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●● An immersion suit shall be provided with a valise or container for stowage purposes.
●● A
n immersion suit shall not be damaged in stowage in the air temperature range of –30°C
to +65°C.
●● It shall operate in a seawater temperature range of –1°C to + 30°C.
●● It shall be resistant to deterioration where exposed to sunlight.
●● An immersion suit shall be capable of satisfactory operation in a sea-way.
●● A
n immersion suit shall permit the person wearing it (and a life jacket if the immersion suit is
to be worn in conjunction with a life jacket) to:-
climb up and down a vertical ladder at least 5 metres in length;
perform normal duties during abandonment;
jump from a height of not less than 4.5 metres into the water without damaging or dislodging
the immersion suit, or being injured; and
swim a short distance through the water and board a survival craft.
●● The suit shall be capable of being unpacked and donned without assistance within 2 minutes,
taking into account any associated clothing and a life jacket if the immersion suit is to be worn
in conjunction with a life jacket.
●● It shall not sustain burning or continue melting after being totally enveloped in a fire for a
period of 2 seconds.
●● Following a jump from a height of not less than 4.5 metres into water there shall be no undue
ingress of water into the suit.
●● When the wearer is exposed to disturbed water conditions for a period of 20 minutes there
shall be no undue ingress of water into the suit.
●● The person wearing it shall be able to don a life jacket without assistance if the immersion suit
is to be worn with a life jacket over it.
●● If the material has no inherent insulation the suit when worn in conjunction with warm clothing
(and a life jacket if the immersion suit is to be worn with a life jacket) the suit shall provide
sufficient thermal protection to ensure that the wearer’s body core temperature does not fall
more than 2°C:-
when it is worn for a period of 1 hour in calm circulating water at a temperature of
5°C taking into account any water ingress following a jump into the water from a height of
4.5 metres; and
a 20 minute period in disturbed water conditions. Anti-exposure
●● If the material has inherent insulation either on its own or when worn with a lifesuit
jacket (if the
immersion suit is to be worn in conjunction with a life jacket) the suit shall provide sufficient
thermal insulation to ensure that the wearer’s body core temperature does not fall more than
2°C:-
after a period of 6 hours immersion in calm circulating water at a temperature of between
0°C and 2°C, taking into account any water ingress following a jump into the water from a
height of 4.5 metres; and
a 20 minute period in disturbed water conditions.
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●● After being immersed in water at 5°C for a period of 1 hour the wearer of the immersion suit
shall be able to pick up a pencil and write with hands covered.
●● an immersion suit with a life jacket shall:-
be able to turn from a face-down to a face-up position in not more than 5 seconds;
float in a stable face-up position with the mouth not less than 120 millimetres clear of the
water.
Marking
An immersion suit and the valise or container in which it is stowed shall be marked indelibly
with the:-
●● manufacturer’s name or trade mark;
●● date of manufacture;
●● size range for which it is designed;
●● serial number; and
●● instruction that it must be worn in conjunction with warm clothing if the suit is made of material
which has no inherent insulation.
Instructions and Information
Instructions and information shall be in English in a clear and concise form and shall include:–
●● a description of the immersion suit and attachments;
●● on donning;
●● on the operation of any auxiliary buoyancy;
●● on the method of stowage;
●● on any servicing and maintenance requirements;
●● on cleaning; and
●● its use.
ANTI-EXPOSURE SUITS
Construction Thermal
The anti-exposure suit shall be constructed with waterproof materials Protective Suit
such that it:-
provides inherent buoyancy of at least 70 Newtons;
is made of material which reduces the risk of heat stress during
rescue and evacuation operations;
covers the whole body with the exception of the head and hands;
gloves and a hood shall be provided in such a manner as to remain
available for use with the anti exposure suits;
can be unpacked and donned without assistance within 2 minutes;
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does not sustain burning or continue melting after being totally

enveloped in a fire for a period of 2 seconds;
is equipped with a pocket for a portable VHF telephone; and
has a lateral field of vision of at least 120 degrees.
An anti-exposure suit shall permit the person wearing it, to:-
climb up and down a vertical ladder of at least 5 metres in length;
jump from a height of not less than 4.5 metres into the water with
feet first, without damaging or dislodging the suit, or being injured;
swim through the water at least 25 metres and board a survival craft;
don a life jacket without assistance; and
perform all duties associated with abandonment, assist others and operate a rescue boat.
An anti-exposure suit shall be fitted with a life jacket light and a whistle.
An anti-exposure suit shall:-
if made of material which has no inherent insulation, be marked with instructions that it
must be worn in conjunction with warm clothing; and
be so constructed, that when worn as marked, the suit continues to provide sufficient thermal
protection following one jump into the water which totally submerges the wearer and shall
ensure that when it is worn in calm circulating water at a temperature of 50C, the wearer’s
body core temperature does not fall at a rate of more than 1.50C per hour, after the first 30
minutes. 2.4 A person in fresh water wearing an anti-exposure suit shall be able to turn from
a face-down to a face-up position in not more than 5 seconds and shall be stable face-up.
The suit shall have no tendency to turn the wearer face-down in moderate sea conditions.
THERMAL PROTECTIVE AIDS

Construction
●● A thermal protective aid shall be constructed with proper workmanship
and materials.
●● The materials of a thermal protective aid shall be rot-proof, corrosion
resistant, and not unduly affected by seawater, oil or fungal attack.
●● A thermal protective aid shall be made of waterproof material having a
thermal conductivity of not more than 7800 W/(m2K) and shall be so
constructed that, it will reduce both the convective and evaporative heat
loss from the wearer’s body.
●● It shall be so constructed as to cover the whole body of a person wearing
a life jacket with the exception of the face. Hands shall also be covered
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unless permanently attached gloves are provided.

●● It shall be of a highly visible colour to assist detection.
●● It shall be protected by waterproof packaging which can be opened with
wet or cold hands.
Performance
●● A thermal protective aid shall not be damaged in stowage in the air
temperature range –30°C to +65°C.
●● It shall function properly in the air temperature range –30°C to +20°C.
●● It shall function in the seawater temperature range –1°C to +30°C
if designed to be worn in a sea-way.
●● It shall be capable of being unpacked and easily donned without assistance
in a survival craft or rescue boat.
●● It shall permit the wearer to remove it in the water in not more than
2 minutes, if it impairs ability to swim.
Marking
The thermal protective aid packaging shall be marked with:-
●● the manufacturer’s name or trade mark; and
●● instructions for use.
Instructions and Information
Instructions and information shall be in a form suitable for the training manual referred to in
Part 1 of Schedule 14. Instructions and information shall be in English in a clear and concise form
and include:-
●● stowage in lifeboats and life rafts;
●● unpacking;
●● donning in a survival craft;
●● its removal from the wearer in the water (if applicable);
●● its purpose, and when it should be used;
●● whether or not ability to swim is impaired when wearing the aid; and
●● on how it is to be checked and inspected.
●●
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Chapter 17
helicopter rescue
HELICOPTER RESCUE
The helicopter that is mostly used for helicopter rescue is the sea king it has a capacity of about
15/20 persons and has a flying time of about 500 miles.(200 miles off shore, 200 miles to go back
to base and 100 miles to search).
Any vessels which are to engage in helicopter operations should ensure that the crew is fully
aware that the aircraft will need to overcome certain initial hazard. Any contact by the rotor blades
ot the aircraft with shrouds, stay masts, etc. could cause the helicopter to crash on or around the
vessel itself. In order to receive the aircraft in a safe manner, the deck should be prepared and the
following actions taken well in advance of the helicopter’s arrival on the scene.
1. Clear away any small gear from deck area together with any rubbish which might be lifted by
the down draught into the rotor or engine of the helicopter.
2. Lower all radio aerials between masts and in the vicinity of the reception area.
3. Clear the reception area of derricks and other lifting gear, and mark the operational point with
a circle letter ‘H’ in white or yellow.
4. Provide a visual indication, by use of flags or smoke, of the direction of the wind. If smoke is
to be used, then this should be used with discretion for a limited amount of time, so as not
to interfere with the pilot’s visibility. The international code pendant should be used if flags
are to be the method of wind indication. 5. An emergency part should be standing by, with
hoses connected with spray nozzles and form extinguishers available.
6. Adequate lighting of the area must be used if the operation is to be carried out at night.
7. Communication must be established between the vessel and the helicopter crew.
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8. The ship should be kept on a steady course, with the wind about 300 on the port bow. The
speed of the ship should be adjusted to produce minimal movement of the vessel from her
heading.
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LANDING AND EVACUATION OF PERSONNEL

1. All personnel should obey the instructions given by the helicopter crew when embarking or
disembarking. There is a distinct danger of inadvertently walking into the tail rotor of the
aircraft, which especially at night is sometimes difficult to see.
2. When engaged on hoist operations on no account must the winch wire be allowed to foul
any part of the ship’s rigging, and the end should not be secured in any manner whatsoever.
Should the wire cable become caught in an obstruction, then the helicopter crew will cut the
cable free.
3. No attempt should be made to handle the end of the hoist wire at deck level until any static
electricity, which could have built up in the wire, has been discharged. Helicopters build up
a charge of static electricity which could kill or cause severe injury, and pilots normally lower
the cable into the sea before starting the operation, or let the cable touch the deck. Ship’s
personnel, when handling the cable after the static has been discharged, should wear rubber
gloves, for the static could build up again during the operation. The static rod (hook) used
throughout the operation should only be handle by one man (acting as the hook handler).
4. If the deck area cannot be adequately cleared, owing to permanent fitting, an alternative
pick- up point could be established e. g. a lifeboat towed astern.
5. Although emergency parties should be on standby, and fire - fighting gear on hand, hoses and
loose gear could be drawn into the rotor by the down draught. Essential equipment, therefore,
should be ready for use under cover to prevent accident.
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6. Helicopters are limited in range and flight time, so that undue delay on site by personal
possession could severely hamper the success of a rescue operation. In a distress situation
transfers are restricted to personnel only.
7. When injured parties are to be transferred, helicopter crew men may descent to the ship’s
deck with or without a stretcher. Time may be saved by having the patient already in the Neil
Robertson type stretcher, which could then be lifted off directly or secured in the rigid frame
stretcher of the aircraft.
8. In the majority cases of personnel transfer a strop is used on the end of the cable to
accommodate the body.
COMMUNICATIONS
Some of the larger helicopter is fitted to transmit and receive on 2, 182 khz MF. The majority is
equipped with VHF/UHF RT, and cannot under normal circumstance work on the MF frequencies.
Should communications between ship and aircraft prove difficult, then a radio link via a coastal radio
station may be established or morse by Aid is Lamp flashed direct to the helicopter.
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109
110
Helicopter Landing Area
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chapter 18
Use of rescue boats and motor lifeboats for marshalling life rafts
and rescue of survivors and persons in the sea
Marshalling of life rafts
The number of lifeboats and rescue boats on Passenger ships shall be sufficient to ensure that in
providing for abandonment by total number of persons on board not more than six life rafts need to
be marshalled by each lifeboat or rescue boat. However, the number of lifeboats and rescue boats
on Passenger ships on short international voyages shall be sufficient to ensure that in providing for
abandonment by the total number of persons on board ,not more than nine life rafts need to be
marshalled by each lifeboat or rescue boat.
Beaching survival craft

●● Landing and Beaching : Care must be exercised in approaching the land particularly
where a swell or surf may be running or approaching a lee shore.
●● Avoid rocky areas whenever possible. A gently shelving beach is preferable, although where a
swell is running, breaking waves may extend well out to seaward of the beach.
●● The rudder should be unshipped and the steering oar rigged. The boat should be manoeuvred
with the oars as an engine will be of little use in an area of broken water.
●● The beach is approached stern first i.e. the boat heading out to sea, meeting the advancing
waves head on. The crew will have to back water to row the boat shoreward.
●● When the boat grounds, the steering oar is unshipped and the stroke oarsmen ordered out of
the boat to hold the boat as best they can, whilst the remaining oarsmen keep backing water
so that the boat is kept bows-on to the waves.
●● Personnel, stores and useful survival equipment can be disembarked over the stern with the
oarsmen disembarking last of all, in pairs, starting from aft.
●● When a heavy swell is running, the boat is in great danger of broaching-to when beaching and
therefore it may be more prudent, if possible, to wait until the swell subsides.
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chapter 16
Apportionment of food and water in survival craft
Survival Pack
The items described below are provided in rafts carried aboard vessels engaged on log international
voyages (Pack A). Where the vessel is employed in coastal trade or shore voyages, the contents of
the pack are reduced in accordance with regulations (Pack B).
●● Drinking Water in cans of ½ litre each, 3 cans per person.
Note: Additionally, a Solar till or Desalination Tablets are provided for preparing drinking water
from sea –water. Detailed instructions for use are given on the package.
Food: 10,000 KJ food value per person.
Drinking mug with measuring division, for measuring out water rations for each person.
Can openers for opening water and food cans.
Distress signals (pyrotechnics); Four parachute rocket signals, hand – held, red ; six hand
– held flares, red, Two smoke signals.
Signalling Torch which has provision for signalling by morse code; spare cells and bulb are
also provided, Heliograph for signalling in daylight.
●● Signalling whistle to attract the attention of people in the water or on other rafts or ships.
●● Fishing tackle consisting of fishing line and battery already connected to the lights.
●● First Aid Kit. (Same as Lifeboats).
●● Anti Sea – Sickness Tablets to be used according to instructions.
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chapter 19
DISTRESS SIGNAL PYROTECHNICS
●● Pyrotechnics are used to make distress signals.
●● Read the instructions on the devices regularly.
●● Allow sufficient time between the firing of each pyrotechnic signal. Your chances of being seen
will be much greater.
●● If you see a distress signal, you are responsible for determining whether you can assist the
person in distress without running an undue risk. If you can, remember that it is your duty to
do so. Where possible, you must also contact, by phone or VHF radio, the nearest Rescue Co-
ordination Centre, and inform them of the type and location of the pyrotechnic signal.
●● It is forbidden (under the SOLAS) to give false distress signals or use pyrotechnics as fireworks.
There are four types of pyrotechnics (A, B, C or D). They are approved for a period of four years
from the date of manufacture. Each type has specific characteristics and purposes.
Safety measures for proper use
●● Store your distress signals in a watertight container to protect them from humidity.
●● Store them in a cool and dry location, easy to get if needed, and out of reach of children.
●● Check the expiry date on your distress signals regularly.
●● Always shoot flares into the wind away from the vessel at a 45 degree angle to allow it to drift
back over your position.
●● Never use pyrotechnic signals too close to a fire hazard (propane gas, gas, oil).
●● Should a flare not work when fired dispose of it immediately.
●● Show a responsible person the proper way of using distress signals.
●● Disposal: To dispose of outdated flares:
seek advice from fire departments and police stations. In certain areas they are receiving
expired flares.
ask the retailer to accept expired flares when a new purchase is made; and,
if in good condition, retain the flares as supplements to approved flares.
●● Never point a flare at another person.
●● Always treat them as an explosive device.
Pyrotechnic Visual Distress Signals:
Description use
Hand-Held Flare Day/Night
Floating Orange Smoke Day only
Pistol Parachute Red flare Day/Night
Hand-Held Parachute Red Flare Day/Night
Hand-Held Orange Smoke Day only
Floating Orange Smoke Day only
Red Aerial Pyrotechnic Flare Day/Night
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A pyrotechnic signal shall:-

●● be constructed with proper workmanship and materials;
●● not be damaged in stowage in the air temperature range of –30°C to +65°C;
●● be contained in a water-resistant casing;
●● h
ave integral means of ignition which can be readily operated with wet, cold or gloved hands
in adverse conditions and require the minimum of preparation;
●● i n the case of a rocket parachute flare or a hand flare be so designed that, when used in
accordance with the manufacturer’s operating instructions, it shall not cause discomfort to the
person holding the casing or endanger a life raft by burning or glowing residues;
●● i n the case of a buoyant smoke signal be so designed that is shall not ignite explosively when
used in accordance with the manufacturers operating instructions;
●● be so constructed that any sealing shall not depend on adhesive tapes, or plastic envelopes;
●● b
e so constructed that the end from which the rocket is ejected can be positively identified by
day or night;
●● b
e so constructed that all components, compositions and ingredients of the signal and the
means of igniting it shall be of such character and quality to enable the signal to maintain its
serviceability under good average storage conditions in the marine environment for a period of
at least 4 years; and
●● be so constructed that if it is intended to be stowed in a life raft it can function effectively after
being subjected to a drop test appropriate to the height at which the life raft is to be stowed,
when the signal is packed in the equipment container.
Marking
●● A pyrotechnic signal shall have printed on its casing brief instructions or diagrams clearly
illustrating how it is to be used.
●● The date of manufacture and the date of expiry shall be marked indelibly on the casing.
Flare (Pyrotechnic)
A flare, also sometimes called a fuse, is a type of pyrotechnic that produces a brilliant light or
intense heat without an explosion.
Flares are used for signalling. Flares produce their light through the combustion of a pyrotechnic
composition. The ingredients are varied, but often based on strontium nitrate, potassium nitrate,
or potassium perchlorate and mixed with a fuel such as charcoal, sulphur, sawdust, aluminium,
magnesium, or a suitable polymeric resin.
ROCKET PARACHUTE FLARES
A rocket shall, when fired vertically, reach an altitude of not less than 300 metres. At or near the
top of its trajectory, the rocket shall eject a parachute flare, which shall:-
●● burn with a bright red colour;
●● burn uniformly with an average luminous intensity of not less than 30,000 candela;
●● have a burning period not less than 40 seconds;
●● have a rate of descent of not more than 5 metres/second; and
●● not damage its parachute or attachments while burning.
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The rocket shall in addition be capable of functioning when the rocket is fired at an angle of 45
degrees to the horizontal.
Hand Flares
A hand flare shall:-
●● burn with a bright red colour;
●● burn uniformly with an average luminous intensity of not less than 15,000 candela;
●● have a burning period of not less than 1 minute; and
●● a
fter ignition continue to burn after having been immersed for a period of 10 seconds under
100 millimetres of water.
BUOYANT SMOKE SIGNALS

A Buoyant Smoke Signal shall:-
●● emit smoke of a highly visible colour at a uniform rate for a period of not less than 3 minutes when
floating in calm water;
●● not emit any flame during the entire smoke emission time;
●● not be swamped in a sea-way; and
●● c ontinue to emit smoke when submerged in water for a period of 10 seconds under 100
millimetres of water. It shall be safe to operate in water covered by a low flash point liquid.
LINE-THROWING APPLIANCES
A line-throwing appliance shall:-
be constructed with proper workmanship and materials;
in the case of an integral rocket and line, be contained in a water-resistant casing; in the
case of a pistol fired rocket, the rocket shall be contained in a water-resistant casing;
include not less than four projectiles;
include not less than four lines each having a breaking strength of not less than 20 kilo
Newtons; and
be so designed that the end from which the rocket is ejected can be positively identified by
day or night.
●● R
ockets, cartridges and igniters shall be so constructed that all components, compositions and
ingredients shall be of such character and quality to maintain serviceability under good average
storage conditions in the marine environment for a period of at least 4 years.
●● R
ockets, cartridges and igniters shall be so constructed that any sealing shall not depend on
adhesive tapes or plastic envelopes.
Performance
A line-throwing appliance shall be capable of throwing a line not less than 4 millimetres in
diameter a distance of at least 230 metres in calm weather.
A line-throwing appliance shall be capable of throwing a line in such a manner that the lateral
defection on either side of the direction of firing does not exceed 10 per cent of the length
of flight of the rocket in calm weather.
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Marking
A line-throwing appliance shall be marked with brief instructions or diagrams clearly illustrating
the use of the appliance.
The date of manufacture and the date of expiry shall be marked indelibly on the rockets,
cartridges and igniters.
INFORMATION INSTRUCTIONS AND STOWAGE
Instructions and information for pyrotechnic signals shall be in a form suitable for the training
manual referred to in Schedule 14. Instructions and information shall be in English in a clear and
concise form and shall include:-
a description of the item;
the method of its use, including any precautions or warnings;
its stowage;
guidance on when it is to be used; and
instructions for replacing rockets, cartridges or strikers (integral line-throwing appliance).
Maritime distress signal
A “rocket parachute flare or a hand flare showing a red light. indicates distress and need of
assistance” at sea is one type of a maritime distress signal. “The use or exhibition of any of the
foregoing signals [as a hand flare showing a red light or rockets or shells, throwing red stars] except
for the purpose of indicating distress and need of assistance and the use of other signals which may
be confused with any of the above signals is prohibited.” from the COLREGS ANNEX IV - Distress
signals 1. (c), (i).
●● If pyrotechnic visual distress signals are used how many must be on board?
3 must be on board.
●● What are visual distress signals?
Visual distress signals can be sent by flashing a light in the SOS pattern; that’s 3dots(quick
flashes) then 3 dashes (longer flashes) then 3 dots again. One naval instrument for doing this
was the...
●● What is true of pyrotechnic visual distress?
Have an expiration date.
●● What is true of a pyrotechnic visual distress devices?
They have an expiration date.
INTERNATIONAL DISTRESS SIGNALS
●● A gun or other explosive signal fired at intervals of about one minute.
●● A continuous sounding with any fog signal apparatus.
●● Rockets or shells, throwing red stars fired one at a time at short intervals.
●● The signal S.O.S………………. sent in morse code.
●● A signal sent by radiotelephony consisting of the spoken word “MAYDAY”.
●● The International code signal of distress indicated by N.C.
●● A signal consisting of a square flag having above it or below it a ball
Flames on the Vessel
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●● A rocket parachute or a hand flare, showing a red light; A smoke signal giving off a volume of
orange coloured smoke.
●● Slowly and repeatedly raising and lowering arms outstretched to each side.
●● The radiotelephone alarm signal consists of two tones transmitted alternately over a period of
from 30 seconds to one minute on a frequency of 2182 kc/s.
●● The automatic radio alarm signal consists of a series of twelve dashes, sent in one minute each
dash having a duration of four seconds, with an interval of one second between every two
consecutive dashes on a frequency of 500 kc/s.
●● A piece of orange coloured canvas with either a black square and circle or other appropriate
symbol (for identification from the air).
A Dye Marker
Although not laid down as international distress signals, articles of clothing or an ensign flown
upside down at the masthead are generally recognized signals of distress.
ON NO ACCOUNT ARE ANY OF THE ABOVE SIGNALS TO BE MADE EXCEPT IN EMERGENCY
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chapter 20
RADIO SURVIVAL APPLIANCES CARRIED IN LIFE RAFT, life boat
Radio Life-Saving Appliances carried in survival craft including

satellite EPIRBs and SARTs
The basic concept of the GMDSS is that search and rescue authorities ashore as well as shipping
in the immediate vicinity of the ship in distress will be rapidly alerted to a distress incident so that
they can assist in a co-ordinated SAR (Search And Rescue) operation with the minimum delay. The
system also provides for urgency and meteorological warnings and forecasts and other urgent safety
information to ships. In other words, every ship is able, irrespective of the area in which it operates
to perform those communication functions which are essential for the safety of the ship itself and
of other ships operating in the same area.
The equipment required to be carried by a ship is determined in principle by the ships area of
operation and not the G.R.T of the ship.
Digital Selective Calling (DSC) is a technique of transmitting digital codes which allow suitably
equipped stations to:-
1. Transmit Distress, Urgency and Safety alerts.
2. Transmit distress alert acknowledgements.
3. Relay distress alerts.
4. Make routine or safety calls to others to arrange further communications on R/T or telex.
●● Sea Area A1 – An area within the radiotelephone coverage of at least one vhf coast station in
which continuous digital selective calling (DSC) alerting is available as may be defined by a
contracting government (range 20 nautical miles off the coast).
●● Sea Area A2 – An area excluding area a1, within the radiotelephone coverage of at least one MF
coast station in which continuous DSC alerting is available as may be defined by a contracting
government (range 150 nautical miles off the coast).
●● Sea Area A3 – An area, excluding sea area A1 and A2 within the coverage of an inmarsat
geostationary satellite in which continuous alerting is available (between 75 degrees north and
75 degrees south).
●● Sea Area A4 – An area outside sea area A1, A2, A3 (from 75 degrees north to the north pole
and from 75 degrees south to the south pole).
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Emergency position indicating radio beacon (EPIRB)
When the EPIRB is activated it emits a powerful flashing light. It is designed to alert search and
rescue service that a ship has sunk. It transmits a coded message on 406 mhz distress frequency.
This message is relayed via satellite to the nearest rescue co-ordination center. The satellite system
can determine the position of the EPIRB as it makes its distress transmissions. It also recognizes
the unique number contained within the coded transmission.
The satellite emergency position-indicating radio beacon should comply with the following
performance standards
●● It should be capable of transmitting a distress alert to a polar orbiting satellite on 406 MHz.
●● It should be of an automatic float free type. The equipment mounting and releasing arrangements
should be reliable and should operate satisfactorily under the most extreme conditions likely to
be met with at sea.
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●● It should be fitted with adequate means to prevent inadvertent activation.
●● It should be so designed that the electrical portions are watertight at a depth of 10 m for at least
5 min. consideration should be given to a temperature variation of 450C during transitions from
the mounted position to immersion. The harmful effect of a marine environment, condensation
and water leakage should not affect the performance of the beacon.
●● It should be automatically activated after floating free.
●● It should be capable of manual activation and manual deactivation.
●● It should be provided with means to indicate that signals are being emitted.
●● It should be capable of floating upright in calm water and positive stability and sufficient
buoyancy in all sea conditions.
●● It should be capable of being dropped into the water without damage from a height of 20 m.
●● It should be capable of being tested without using the satellite system to determine that the
EPIRB is capable of operating properly.
●● It should be of highly yellow / orange colour and be fitted with retro-reflecting material.
●● It should be equipped with a buoyant lanyard suitable for use as a tether, which should be so
arranged as to prevent its being trapped in the ships structure when floating free.
●● It should be provided with a low duty cycle light (0.75 cd) active during darkness to indicate
its position to nearby survivors and to rescue units.
●● Seawater or oil or both should not unduly affect it.
●● It should be resistant to deterioration in prolonged exposure to sunlight.
●● It should be provided with a 121.5 MHz beacon primarily for homing by aircraft.
●● The battery should have sufficient capacity to operate the satellite for a period of at least
48 hours.
●● The satellite EPIRB should be designed as to operate under any of the following environmental
conditions.
Ambient temperatures of –200C to + 600C.
Icing.
Relative wind speeds up to 100 knots.
After stowage at temperature between –300C and +700C.
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●● It should have local manual activation, remote activation may also be provided from the
Navigation Bridge, while the device is installed in the float free mounting.
●● It should be capable while mounted on board of operating properly over the range of shock and
vibration and other environmental conditions normally encountered above deck on seagoing
ships.
●● It should be designed to release itself and float free before reaching a depth of 4 m at a list or
trim of any angle.
Registration of EPIRB
It is essential that the encoded details of ships satellite EPIRBs are properly registered in a database
accessible 24 hours per day or automatically provided to authorities responsible for organizing search
and rescue (SAR) services. In the event of an emergency this information will help SAR services
identify the ship in distress and rapidly obtain other information to help them respond appropriately.
Any change to the details of the ship should be notified to the EPIRB registration database.
Care of EPIRBs
EPIRBs must be installed in accordance with manufactures recommendations and by qualified
personnel. They must be installed in a proper location so that they can float free and automatically
activate if the ship sinks. Care must be taken that they are not tampered with or accidentally activated
by the ships personnel or others. Unmanned vessels under tow should have EPIRBs switched off or
removed from vessel. Many EPIRBs have lanyards intended to secure the EPIRB to a life raft, lifeboat
or person in the water. These lanyards are not to be used for securing the EPIRB to the vessel. Such
action will clearly prevent the device from floating free and transmitting.
What to do when an EPIRB is activated
Once an EPIRB is activated, whether accidentally the ship should make every reasonable attempt
to communicate with SAR authorities by other means to advice them of the situation. Until SAR
authorities have been contacted the EPIRB should be left on, this will allow the vessel to be located
and prevent unnecessary searching.
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SEARCH AND RESCUE TRANSPONDER (SART)
It is universally accepted fact that the human safety attracts the topmost priority in any walk of life.
Whether on land, or Air or Sea, human life is most precious and needs utmost protection. Though,
more or less sufficient safety measures/equipment are provided and safety precautions laid down
for people travelling by road, by Air or by sea, it is worth providing additional safety/Navigational
equipment which enhances the safety of human lives .“Search and Rescue Radar Transponder” known
as “SART” falls into this category of navigational safety measures to inform the rescue vessels by
means of some predetermined signal about the position of the ship in distress or the rafts as the
case may be. SART is very simple in construction and has the following:-
●● It calls for no technical expertise for operating it.
●● It has a foolproof built in mechanism to prevent any inadvertent activation.
●● Apart from being capable of indicating the stand by condition and radar triggering it can take
the shock of being dropped from as much as 20 Mts. height and stays water tight for 5 minutes
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at the depth of nearly 10 Mts., which is maximum pessimistic estimate of time taken for the
device to shoot upto surface after a steep drop into sea from ship’s board.
●● The code transmitted by “SART” is displayed in 12 equi-spaced dots on radar display (PPI) of
the rescuer vessel.
●● It is capable of self floating, free of survival craft.
●● Apart from capable of being automatically activated when dropped bear the prolonged sunlight and
stays unaffected by the sea water or oil, in view of the possibility of continued exposure to these hazards.
●● “SART” has been made of fibre reinforced plastic which can bear the prolonged sunlight and stays
unaffected by the sea water or oil, in view of the possibility of continued exposure to these hazards.
●● To augment the visibility of “SART”, International Orange colour with smooth external surface is chosen.
●● “SART” has got the battery capacity to operate in the stand-by condition for 96 hours and in
addition following the standby period to provide transponder transmissions for 8 hours when
being continuously interrogated with a pulse repetition frequency of 1 KHz.
SART is mounted in a mounting bracket which in turn is fixed to the Bulkhead of ship. As the
transponder is to be released from the bracket, it should be mounted in an easily accessible place.
The equipment preferably to be mounted in a place where it should be protected from the external
environmental conditions such as chemicals, grease, exhaust fumes, etc. The location should be
accessible easily in case of emergency.
The equipment is to be bolted to the ship making use of the ready made mounting holes in the
bracket for removal of the transponder pull the “U” clamp holding the beacon. The spring loaded
arms go back and the transponder will be released.
PORTABLE WATERPROOF VHF RADIO
GMDSS requirements call for ships to carry two or three portable waterproof VHF radios. These
are stored on the bridge. One of the crew members is delegated to bring the radios from the bridge
to the lifeboats. The main use of the radios is to provide a means of communication with other
lifeboats and life rafts and also to liaise with rescue services as they approach. They can also be
use to transmit MAYDAY broadcasts and monitor channel for rescue activity. As the batteries have
maximum life of 12 hours the radios are used sparingly. The set can be fast charged in four hours.
It is waterproof and can float in the water. It can be dropped from a height of 20 m.
124
chapter 21
Use of first-aid kit & resuscitation techniques
First Aid for Survival Craft

After any disaster to the ship, the survivors are mentally stunned and incapable of thinking for
themselves. It is therefore important that as many of the ship’s company as possible should be
qualified to take charge preferably those with a natural capacity for leadership. Discipline must be
maintained, proper look outs kept and rations evenly and regularly issued. Everything must be done
to obtain the best protection against cold or heat to secure adequate ventilation in a covered raft
or boat and thus to avoid carbon-dioxide poisoning and to conserve as much energy as possible.
A simple routine will do much to convince the untrained survivor that the situation is under control.
During Abandon Ship the following instructions are useful
●● Unless you are in charge of a party do as you are told. Try to remain cheerful do not panic.
Discipline and morale count for more than anything else.
●● Give everyone one sea sickness tablet.
●● If temperature is low, your immediate and most dangerous enemy is cold, so put on as many
woollen clothes as you can. They will help to keep you warm in the water or on a covered raft
and even if your fully clothed your life jacket will always keep you afloat.
●● If temperature is high avoid sunburn, keep yourself as much as possible in the shade and keep
your clothes moist to reduce sweating and so conserve body water.
●● No water is given for the first twenty four hours after that the water is rationed (3 litres per
person divided for six days, the last days water is divided into half) total eight days.
●● Never drink sea water or urine. Never mix sea water with fresh water if fresh water is short
supply.
●● Sip your water ration slowly. Treat sunburn or cracked lips and skin with soft paraffin, if available.
If the eyes become inflamed, rub the lids well with soft paraffin and insert a very small amount
at the outer corner of the eyelids. If the inflammation is due to flare, cover the eyes with a
simple dressing lightly bandage, first smearing the lips with soft paraffin to prevent them from
sticking together.
●● Constipation and scanty urine may be a source of worry. It should be explained that since the
intake of food and drink is much restricted this is to be expected.
●● Swelling of the feet and legs is a common complication after a prolonged period in a lifeboat and
need not alarm since it usually clears up rapidly after rescue. It is due mainly to the cramped
conditions in the lifeboat, people having to sit with their legs hanging down and their knees
bent, without any opportunity of moving about and exercising their muscles. If there are only a
few persons in the lifeboat they should move about in turn and lie down and elevate their legs.
OIL CONTAMINATION
Oil in the eyes blurs the vision and causes them to smart. If swallowed it causes nausea and
vomiting. Fortunately the effects are not long term.
125
In a survival craft washout eyes with sea water and smear paraffin jelly on the eyelids. Wipe oil
off the body with anything available. Treat wounds as if the oil was not present. Do not attempt to
swab it out of open wounds.
On a rescue vessel, milk or hot sweet drinks may be given to soothe the stomach.
BURNS
Cover the area with a clean dressing. Do not pull off clothing sticking to the burnt area. Do not
touch the area with fingers nor burst any blisters. Give morphine or equivalent if the paint is severe
and give small quantities of water by mouth. Handle the patient gently at all times.
FRACTURES
Immobilize the fracture as best you can use the patient’s body as a splint. Triangular bandages
are available for this purpose.
SHOCK
The patient’s skin will be cold and clammy his breathing rapid and his pulse rapid and weak. Stop
any bleeding loosen right clothing, relieve pain and make the patient comfortable. Cover with extra
clothing but do not over warm as this increases blood circulation and may be detrimental to a patient
who has lost blood. Raise the patient’s lower limbs and turn his head to one side. If the patient has
a head injury or has difficulty in breathing, do not raise legs, but instead support his shoulders and
raise him slightly. An unconscious person should be placed in the coma position.
URINE RETENTION
This can be dangerous so overcome mental blockage early before urine production is reduced by
water rationing. If time allows drink plenty of water before leaving the vessel. If retention occurs,
dangling our hands in the water may help. After a period in a survival craft urine will appear dark
and smoky. This is normal and no action is necessary.
CONSTIPATION
This is normal as food intake will be greatly reduced. No treatment is required. Laxatives should
be avoided as they can do harm.
SUNBURN
Avoid excessive exposure to the sun by keeping under cover. Keep head, neck and other exposed
areas covered. A very gradually acquired sun tan may be beneficial.
SALT WATER BOiLS AND SORES
These are due to the skin becoming sodden with sea water. Do not squeeze or prick boils. Keep
them clean and cover with a dry dressing. Keep the area as dry as possible to avoid chafing.
DRY MOUTH AND CRACKED LIPS
Swill water around you mouth prior to swallowing. Suck a button. Smear lips with cream or soft
petroleum jelly.
SWOLLEN LEGS
This is common and due to long periods spent in a sitting position. The ailment will subside
without treatment after rescue.
126
SURVIVAL IN COLD WEATHER

Immersion Foot (non-freezing cold injury)
Immersion foot is caused by prolonged exposure of the feed and legs to cold and wet. The colder
the water and longer the exposure the greater the damage to the foot. In lifeboats every effort should
be made to keep the bottom of the lifeboat dry. If this is not possible the feet should be kept out of
the water as much as possible. Sea boots do not afford protection because damp and cold penetrate
through them. Boots / shoes should be emptied of water and socks removed. Wrung out and put on
again immediately unless a dry pair is available. Rubbing the feet to warm them is ineffective except
in sunny weather since exposure to cold air chills them more then they are warmed by rubbing. If
the skin has become numb and swollen, rubbing will do more harm then good. Anything that restricts
the circulation of blood in the legs like tightly laced shoe should be avoided.
The onset of the condition is gradual. The feet begin to give pain and in a few hours turn red and
numb and swell. If exposure continues for several days blisters form and gangrenous black patches
may appear on the feet and legs.
Treatment
The patient must be must be encouraged to move his toes and legs as much as possible; this is the
most important step in improving the circulation. In the lifeboat he should if possible lie down with
the affected leg or legs elevated and try to keep them elevated and dry. If a blister or gangrenous
patch forms the area should be covered with a gauze dressing and lightly bandaged.
Frostbite (freezing cold injury)

Exposure to prolonged cold, especially if associated with forced inactivity, lowers the individual’s
vitality and results in a fall in the temperature. His limbs feel numb and heavy and later become stiff
he becomes drowsy and if left untreated he will lapse into unconsciousness.
With frostbite the skin and sometimes the deeper tissues become actually frozen. At first there
is local pain, which ceases as the area becomes frozen. The skin is first red, then becomes a dull
creamy white and extremely hard to the touch. If left untreated the affected area, which is clearly
defined, gradually increases in size, usually the individual is unaware that frostbite has occurred and
it is a companion who notices it as a yellowish white area.
Treatment
Frostbite can be prevented and rarely occurs when people are trained to protect themselves
against the cold. People compelled to go out into extreme cold should wear plenty of warm dry
clothing, expose themselves as little as possible to the cold, especially if they cannot take vigorous
exercise and avoid smoking. If in a lifeboat patches of frostbite are seen in a companion’s face place
a warm hand over them. Do not rub the patches with snow. If the limbs are frostbitten attempt to
warm them under layers of victims or companion’s clothing.
127
Frostbite
Frostbite occurs on exposed skin such as the face and hands and there is numbness accompanied
by blanching and a sudden and complete cessation of cold or discomfort in the injured part with
may be followed later by a feeling of warmth. Any sign of frost nip must be thawed immediately by
warming the affected part which is best done sheltered from the wind. Fingers should be warmed
in the armpit or groin and feet on the abdomen of another man. Once the part has been restored
o normal colour a person may continue with what he was doing.
Superficial Frostbite
In superficial frostbite the skin, though white and frozen on the surface is soft and pliable when
pressed gently. After warming the part becomes numb, mottled blue and purple and will sting or
burn and swell for a period. Blisters may occur within 24 to 36 hours and will slowly dry up the skin
will harden and become black producing thick, insensitive tissue. Some swelling may occur which
will subside if the injured part can be raised above the level of the body. Throbbing or aching may
persist for several weeks. When the black skin finally separates the exposed tissue will be red, tender
and usually sensitive to cold and heat and may show evidence of abnormal sweating. Only after
some months will it take on the appearance of normal skin.
Deep Frostbite
Deep frostbite involves not only the skin and underlying tissue, but also the deeper structures
including muscle, bone and tendon. The symptoms are a more severe form of those of superficial
frostbite. The skin becomes yellowish and lacks mobility. It has a waxy feel and does not regain its
shape after pressure. Large blisters form after three to seven days and the skin turns mottled blue
or grey. Shooting, throbbing pain can last for up to two months. There will be swelling, blisters and
colour changes where the affected part joints unaffected flesh. The affected part will slowly turn
black and shrivel in size. The blisters eventually dry up blacken and slough off sometimes in the
form of a complete cast of a finger or toe. The red, sensitive layer of new skin sweats excessively
and itches for many months.
As tendons are markedly resistant to cold injury, the victim will be able to move fingers or toes
and even with severe frostbite can often walk and use his fingers for crude movements such as
gripping. Casualties should be treated by rapid rewarming, the affected part being placed in warm
water at a constant temperature of about 440C (1110F) until sensation returns (A temperature of
440C is that which an elbow immersed in the water can just bear). This is an agonizing procedure
and pain killing drugs are usually needed. This can only be done after rescue and under medical
supervision. In the lifeboat a loose sterile dressing and bandage should be applied and the casualty
treated for shock whilst awaiting rescue. The affected part must never be massaged or rubbed
(either alone or with oil or grease).
128
Hypothermia
This is excessive cooling of the body. The normal body temperature is 370C. A drop of 10C
causes shivering and discomfort. A drop of 20C cause the body to increase its heat production to
maximum, shivering is extreme and the blood flow to the skin and peripheries is reduced. Metabolism
progressively decreases below 350C . A drop of 30C causes amnesia, confusion and disorientation
as well as cardio respiratory abnormalities. The shivering may be replaced by muscle rigidity.
Cause : Inadequate protective against cold.
Prevention : Adequate protective clothing.
Symptoms : May complain of coldness, mental and physical distress and confusion.
Signs : the skin appears white and dead looking, slurred Speech, shivering, and
abnormal vision collapse and cardio-respiratory arrest.
Treatment : remove victim from the cold to warm shelter, prevent further hear loss and
warm the patient up.
ARTIFICIAL RESPIRATION AND CARDIAC RESUSCITATION
Where the survivor is not shivering and is semi conscious or unconscious then immediate first
aid is necessary.
Always check if the survivor is breathing by putting the back of your hand near the nose of the
survivor to check if the person is breathing. Also check the survivors pulse (carotid pulse) to check if
the survivors heart is beating. If the survivor is not breathing then make sure that the airway is clear
(remove anything stuck in the mouth, remove dentures if any). Lay the person flat on the back and
till the persons head back so that the persons tongue does not block the airway and start artificial
respiration immediately (mouth to mouth or mouth to nose) normally 12 – 15 times a minute.
In case the heart stops beating then cardiac resuscitation may be applied (normally 60-80 times a
minute). The main object of giving cardiac compression is to restart the heart. However you should
be certain that there is no pulse before giving cardiac resuscitation otherwise you could stop the
heart. Once cardiac resuscitation is started it must be continued properly until the patient is either
fully recovered or delivered to a hospital. The survivor should be laid down on his back on something
hard. The place the ball of the hand on the lower half of the sternum (breastbone) cover it with
your other hand and after each inflation of the lungs press sharply 5-6 times at the rate of one a
second. The force applied should depress the sternum about 2.5 cm (1 inch) much less force will
be required in children and younger people.
129
The person carrying out artificial respiration at the patient’s head should be able to feel the pulse
in the neck with each pressure on the sternum and he should check it periodically to see if the
heart has begun to beat again. If it does external cardiac message should be stopped, but artificial
respiration should be continued until breathing is re established.
When only one person is there with the unconscious person then he will give two mouth to mouth
followed by ten or twelve cardiac message.
When two persons are there with the unconscious person then they will give one mouth to mouth
followed by five or six cardiac massage.
SURVIVAL IN HOT WEATHER

Heat Cramp
Heat cramp is caused by loss of salt from excessive perspiration. It may come on suddenly in
someone who has been working in the engine room or a hot compartment and sweating freely.
His muscles go into contractions that in severe cases may be extremely painful, the spasms usually
passing off in a minute or so but recurring unless treatment is given.
Treatment: Restore salt to the body by giving salt tablets.
Heatstroke or Sunstroke
Exposure to severe heat, whether in a compartment of a ship in direct sunshine, may cause
heatstroke or sunstroke. This condition is extremely serious. If the patient’s life is to be saved
energetic measures must be undertaken immediately. The patient is in a collapsed state, delirious
or comatose, his skin hot and dry, his face and lips often blue. The diagnosis is rarely in doubt but
take his temperature in the armpit, partly for confirmation and partly to assess the urgency of the
case. It may range from 40.5 to 430C (105 to 1100F).
Treatment
Move the patient to a cool place and lay him flat. Remove his clothes and try to reduce his
temperature by cold sponging. Remove the patient’s clothes and sponge the patient from head to
foot for about 20 minutes. Use a cloth or sponge dipped in tepid water. Then dry the patient and
put him in some dry clothes and note his temperature.
130

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Proficiency in Survival Crafts & Rescue Boats

This book “Proficiency in Survival Crafts and Rescue Boats”

devices used for launching survival craft & rescue boats..............................35

MARINE EVACUATION SYSTEM .................................................................................................39

Methods of launching survival craft into a rough sea......................................41

Methods of recovering survival craft.......................................................................43

Action to be taken after leaving the ship...................................................................55

PREVENTION OF ACCIDENTS INVOLVING LIFE BOATS...........................................................57

Life boat release & retrieval systems – new IMO regulations..........................65

RESCUE BOAT PROPULSION......................................................................................................88

Handling survival craft in rough weather................................................................93

PERSONAL LIFE SAVING APPLIANCES.....................................................................................95

Apportionment of food and water in survival craft...........................................104

DISTRESS SIGNAL PYROTECHNICS........................................................................................ 113

Use of first-aid kit & resuscitation techniques......................................................124

Effects of hypothermia & its prevention..................................................................131

Management of injured persons & control of bleeding & shock.................135

1. Flotation Devices : e.g. Rescue Boat, Survival Craft

For all rules/regulations defining the design/testing, deployment on board for

SOLAS and LSA code Requirements for lifeboat

Additional requirements are:

ACCESS INTO LIFEBOATS

PARTIALLY ENCLOSED life BOATS

TOTALLY ENCLOSED lifeboats

Every totally enclosed lifeboat shall be provided with:-

FIRE PROTECTED LIFEBOAT

Lifeboats with Water Spray System comply with the following:-

Lifeboats with a self contained Air Support System

FREE FALL LIFE BOAT SYSTEM

Free Fall Lifeboats - General Requirements

Rescue Boat: Rigid Design Rescue Boat: Inflatable Design

ADDITIONAL REQUIREMENTS FOR INFLATED RESCUE BOATS

INFLATABLE Life raftS

The colour of interiors shall not cause discomfort to occupants.

Davit – Launched Inflatable Life Rafts

Requirements for Rigid Life rafts are:

Securing of Life Rafts to the Ship

Hydrostatic Release Unit (HRU):

Hydrostatic Release Unit

Hammer Type HRU

Requirements of a Marine Evacuation System are:-

Launching Life Boat in Heavy Weather

THE TASK OF RECOVERY:

PLANNING FOR RECOVERY

THE RECOVERY PROCESS

BRINGING PEOPLE TO THE SIDE OF THE SHIP

the condition of the people to be recovered,

GETTING PEOPLE ABOARD THE SHIP:

STANDING BY WHEN PEOPLE CANNOT BE RECOVERED

Assist other SAR facilities:-

IMMEDIATE CARE OF PEOPLE RECOVERED

Use of painter, sea-anchor and all other equipment

●● Ensure all survivors wear life jackets.

Minimum Minimum Minimum

Lifer afts up to 10 person capacity 400 600 600

Life rafts 11 person capacity up to

Life rafts over 25 person capacity

Lifeboats and rescue boats over 6 m

Lifeboats over 9 m in length 800 1050 1050

be inherently rot proof and of braided construction; and

¤¤ 7.5 kN for life rafts up to 10 person capacity;

¤¤ 10.0 kN for life rafts of 11 person to 25 person capacity; and

●● The sea anchor mouth shall open immediately on deployment.

The colour of interiors shall not cause discomfort to occupants.

the condition of the people to be recovered,

Assist other SAR facilities:-

be inherently rot proof and of braided construction; and

Operate the on-load release gear;

Reset the on-load release gear; and

Position the lifeboat fully waterborne;

Operate the off-load release gear;

Reset the on-load release gear; and

engage the simulated launching arrangements as specified in the manufacturer’s operating

operate the release mechanism to release the lifeboat;

reset the lifeboat in the stowed configuration;

remove the simulated launching arrangements; and

verify that the lifeboat is in the ready to launch stowed configuration.

dismantling of hook release units;

examination with regard to tolerances and design requirements;

adjustment of release gear system after assembly;

examination of vital parts with regard to defects and cracks.

Have a mass of 2.5 kg.

provides inherent buoyancy of at least 70 Newtons;

can be unpacked and donned without assistance within 2 minutes;