Fire Prevention and Fire Fighting Course

MY
MA
IT
R

E
IME ACAD

STCW BASIC MODULAR COURSES

PERSONAL SURVIVAL TECHNIQUES

Regd Office
Opp. TVS., Deshabhimani Junction, Kaloor, Cochin - 682 017
Phone : 91-484 - 2340099, 2337611, 4046415, Fax: 91-484-2331196
Website: www.eurotechmaritime.org

College Campus
Kakkattikara, Kizhakkambalam P. O.
Pazhanganadu, Aluva, Kochi - 683562, Kerala, India
Phone : 91-484 - 2685950, 2685951, 2685970. Fax: 91-484-2685999
Email: College@eurotechmaritime.org

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 Fire Prevention and Fire Fighting Course

Preface
The problem of tackling shipboard fire has been as old as the fire itself. The incidences of serious
fires and ship losses are always higher to an alarming proportion.

The emphasis on the need for the correct use of material, euipment and effective fire fighting drills
is of utmost importance, specially fire prevention and fire fighting abroad ships of differrent types such
as OIL-TANKERS, LTGs, 080, RO-RO FERRIES AND CONTAINER SHIPS. There is always an
ever increasing need to update understanding of fire prevention on board and upgrade standards of
training for shipboard personnel in fire prevention and fire fighting.

In addition, seafarers should also undergo first-aid training prior to boarding the ship. Special
training and familiarization should also be undertaken for particular types of cargo and operations,
refresher training should be undertaken on regular basis. Posters, pamphlets and other means to
continuously remind the seafarers of fire fighting procedures, should be made available, including
symbols used on a fire fighting plan. As drills in the rescue of seafarers in confined spaces are critical,
seafarer should thoroughly train themselves in rescue procedures. The present course is specially
intended to achieve this goal.

The course meets the relevant provisions of STCW 2010 convention, IMO model course 1.20 and
the IMO resolution A 437 (XI) “Training of crews in fire fighting” which was adopted on 15th NOV
1979. It recommends that each member government should aim at training all its seafarers in the fire
prevention and fire fighting, to an extent appropriate to their functions on board the ships.

It would be impracticable to cover all aspects of fire hazards and related information in this hand-
out. Hence other related publications, regulations and guidelines should also be referred.

The seafarers involved in fire fighting operations on board ships, it is hoped, would benefit from this
course in the understanding of fire prevention measurers and techniques of fire fighting. It is also
hoped that the knowledge and the experience gained by the seafarers would contribute significantly in
the enhancement of safety at sea.

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 Fire Prevention and Fire Fighting Course

PERSON AL SUR
PERSONAL VIV
SURVIVAL
VIVAL
TECHNIQUES

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 Personal Survival Techniques
PERSONAL SURVIVAL TECHNIQUES
• The Primary aim of P.S.T. course is to train
the seafarers, when a ship is threatened
by any natural forces, to combat these
forces as to save the life of people and the
ship. Therefore the purpose of P.S.T.course
is as below:-
• In line with the international convention of
the “SAFETY OF LIFE AT SEA-1974” and
the convention on STANDARD OF
TRAINING CERTIFICATION AND WATCH
KEEPING - 1978, as amended in 1995
recommended that all seafarers to equip
with Survival Techniques.
• A merchant ship complement consists of
competent crew as necessary to fight any
emergency situations on board most
efficiently keeping in view the safety of self
and others who are fighting the situation
under their command.
• Based on the duties and responsibilities
assigned to each member of the crew and
same, being carried out faithfully, within
command of the ship, such controls helps
to ensure the effectiveness of the
organisation in carrying out plans for action
of different type of situation. The master
of the vessel who has the major control
functions of the ship is assisted by his
subordinates
• The need of training and maintenance of
all fire fighting appliances and life saving
appliances (FFA & LSA) is greatly
emphasized.
• Effectiveness and efficiency of any
emergency operation is achieved to its
maximum only when every body follows the
muster list instruction and carryout faithfully.
• As everybody knows that, a trained person
can think in so many ways and means to
achieve his goal by way of initiative. It
clearly indicates that all seafarers have to
undergo a sort of training / modular courses
to produce better results.
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• Therefore the importance of training /
courses is: -
a. To update all seafarers with the day to day
advanced technology to react in correct
manner during any emergency situation.
b. To achieve a more rapid transfer of
information and skill regarding new
developments in maritime technology to
seafarers.
c. To adopt appropriate measures to his own
safety and of others by use of survival
equipment in a correct way by his proper
and timely action and initiative thereby
prevent emergencies.
WHAT IS TRAINING ?
Training is a method where by knowledge
and skill of any equipment can be transferred
from the person who already has them, to the
personnel requiring them. It is a very effective
method of tool that assists in the transfer of
knowledge and skill, is known efficiency of the
person(s). Therefore onboard training
program’s must be well organized that, it must
be a routine activity in the fire and abandon
ship drills. The crew should be familiar with their
duties and the proper use of the LSA and FFA
and the ship’s equipment. A motivated and
well drilled crew of a ship will save potential
delays. Therefore training prepares an
individual psychologically to gear up confidently
for an emergency and thereby reduce the
mental and emotional shock caused by fate.
This is attributable partly to familiarity with the
procedures of life boat drill. correct use of life
saving appliances and recognizing situation.
OBJECTIVE
Trainee successfully completing PST course
will be able to take charge of the preparation
embarkation and launching of survival crafts.
This will also be able to manage a boat under
oars, sail or motor and take charge of to
 Personal Survival Techniques
preserve the lives of those in their charge and
to avoid emergency.
TYPES OF EMERGENCIES
Emergency may happen at any time. It has
no date or time to occur. Persons should
always be prepared at all times to meet such
types of contingencies through their own
initiative and skill they are:-
• Fire
• Collision
• Gas explosion
• Flooding
• Shifting of cargo (ship list)
• Gas leak
• Stranding
• Engine failure
• Unforeseen mishap such as an accident
serious illness.
• Foundering
Before the situation goes out of control, the
proper and timely action taken will prevent
emergencies. In case of fire, it may be
necessary to launch some or all survival craft
immediately to stand-by while the fire fighting
contingency action continues.
GENERAL EMERGENCY ALARM SIGNAL
It is an only signal for summoning crew and
passengers when ever any emergency occur,
to their muster station. It consists of seven
and more short blast followed by one long blast
on the ship’s whistle or siren and additionally
on an electrically operated bell or klaxon or
other equivalent warning system emergency
signal, which shall be powered by the ship”
main power supply or the emergency source
of electrical power in case the ship’s power
supply fail. The system shall be capable of
operating from the navigating bridge except
for the ship’s whistle, also from other strategic
points. It shall be audible throughout all the
working places engine room and all the
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accommodation.
On hearing the emergency signal, all
persons must go to their muster stations as
per the muster list. They must put on their
warm clothing or water proof clothing or extra
cloth including head cover cap, pullover and
collect their life jacket or donning their life
jackets and have a good drink of water, and
swing into action to save the ship, by way of
controlling the situation and preparation of all
life saving appliances.
THE MUSTER LIST
The muster list shall be prepared by the
master of the vessel before the ship proceeds
to sea, and format of the muster list for a
passenger ship must be approved by the
government and it must be kept revised at all
times as necessary.
THE MUSTER LIST SHALL SPECIFY
1. The muster list shall show all the special
duties assigned to the different members
of the crew against their name and rank to
ensure that:
• Closing of water tight doors, fire doors,
valves, scuppers vent pipes, side scuttles,
sky lights, port holes, ventilator cowls and
other similar opening.
• Closing of water tight doors, fire doors,
valves, scuppers vent pipes, side scuttles,
sky lights, port holes, ventilator cowls and
other similar opening.
• Equipping survival craft by way of such as
extra food, biscuits, sugar cubes, tinned
milk, fresh fruits, milk products, extra water,
extra fuel and blankets etc.
• Name of key persons and
• Substitutes of key persons, in case any one
of the key persons who may become
disabled, taking into account different types
of emergencies may call for personnel with
a variety of skills.
• Mustering of passengers and donning of life
jackets correctly and that they are suitable
clad.
 Personal Survival Techniques

• The general preparation of life saving of having to abandonment or in the event of

appliances such as lifeboats and life rafts fire, and if such any other duties are allocated
to their embarkation deck. to you in the muster list such as to carry EPIRB,
SART, emergency radio, extra provisions, water
2. The muster list shall show all the special
fuel blankets etc.
duties for fighting the fire, having regard to
the ship’s fire control plans, such managing On hearing the emergency signal, every
of fire parties, fire fighting equipment etc. person will go to their muster station as per
the muster list.
3. Carrying of emergency radio, EPIRB SART
as detection equipment. The boats crew will do the following and
prepare their lifeboats and life rafts and bring
4. Ship’s pyrotechnics (12 numbers from the
them to the embarkation deck and to the
bridge)
following.
5. Sounding of an emergency signal.
• Remove the guard rail.
6. The order of abandon ship by the master
• Two persons will go inside the lifeboat and
of the vessel, copies of the muster list must
remove the boat cover etc.
be posted in conspicuous places, including
the navigating bridge, crew accommodation • Pass the toggle painter forward from inner
and engine room side of the sling and ship the drain plug-
report ‘shipped Lifeline clear, falls clear,
And in passenger ships the list shall show
rudder shipped etc’ (Remember: some
the location of passenger muster stations.
boats have two plugs one forward and one
Usually these will be the public rooms, so as
aft and some boats have only one plug.)
to protect passengers from the weather. In
such place illustrations and instructions are to • Have all the crew and passengers
be posted including passenger cabins, at mustered and life jacket checked.
muster stations and other passenger spaces,
• Check all lifeboat equipment to ensure that
informing them of their muster stations, and
they are properly secured and ready use.
how to don life jackets and life raft station,
abandon ship signal and essential action to • Test the engine both head and stern for a
be taken in an emergency. They may be issued period of not less than 3 minutes.
with a card and cards are also poster at
• Report to the bridge and if permission given,
individual cabin or berth.
then let go the gripes and lower the boat
EMERGENCY STATIONS to the embarkation deck.
• Before it will become necessary to abandon
Everyone think that they will never have to
ship, to have some extra gear put in the
abandoned ship and most people never have
boat such as emergency radio, EPIRB, SART
to, but emergencies occur when they are least
blankets, tinned food, biscuits, note books,
expected. It is absolutely essential to know
pencils, extra torches, waterproof watch,
what to do and how to do it. For that essential
batteries (cell) and bulbs, palm and
knowledge of LSA and FFA equipments is a
needles, ship’s pyrotechnics, extra water,
must, the vessel you have joined. So that in
extra fuel, boat charts etc. Never jump in
an emergency you are able to use one quickly
hurry if left onboard or lower your lifeboat
and effectively. Make a habit of always taking
or liferaft if possible. Remember that you
a long drink of fresh water whenever the signal
ship is number one lifeboat. The ship’s
for boat drill, abandonment drill or emergency
damage control and fire fighting
station is sounded.
organization should be efficient to
You must read the muster list on joining your overcome any emergency. For that you
vessel and must be responsible in the event have been trained by frequent drills and
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 Personal Survival Techniques
training programs from time to time to make
the best possible of the ship’s equipments.
Many lives have been lost by premature and
unnecessary abandonment of ship.
Never jump without lifejacket. Always try
to keep dry and board the lifeboat or life raft.
Do not try to swim unnecessarily, it uses vital
energy and assist hypothermia to set in. If
you are in the water try to board your lifeboat
or life raft. Wet clothes are better than no
clothing, wring out top layer of wet clothing
and put it on again as quickly as possible.
ABANDON SHIP SIGNAL
It is likely to be given verbally and through
a public address system by the Master of the
vessel only. Before giving abandonment order,
fire fighting. damage control party, wheel
house, engine room, radio room, must be called
off and final report made by each lifeboat, to
the bridge. Then the Master of the vessel give
the order, to man the boats and clear the ship’s
side and danger area to a safer distance about
0.25 nautical miles.
ABANDON SHIP
When all our efforts to save the stricken
vessel prove to be unsuccessful, the ship will
be abandoned. But never leave your vessel
until it leaves you. Your ship is the safest
lifeboat. Never jump in panic. Good
organization and training will help to ensure
that available time is used to its best effect
and that abandoning the vessel is carried out
in as safe manner as possible and without
panic. Maintaining complete discipline, strict
adherence to orders and immediately
controlling any evidence of panic, using force
if necessary. All members of the crew and
passengers will be required to exercise self
control, courage and usefulness. Failure to
observe all these facts may result in
unnecessary loss of life. Public address system
should be fully utilized.
The last person to abandon the vessel will
be the master and those who enage in
controlling the fire, radio officer, chief engineer
and that no one left on board. Before leaving
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the vessel all machinery should be stopped and
water tight doors and hatches should be
tightly closed.
When ordered to man the boats and life
rafts, should be lowered with as many people
abroad as possible and try to lower all life boat
and life raft and should then quickly clear the
ship side and lie off ready to embark the
remaining complement from the water if any.
This will avoid a dangerous waiting period
alongside the vessel. Except in rough weather
the life boats and life rafts should be secure
together and towed well clear of the wreck
area by a motor lifeboat, and rescue boat
should go around the wreck area to pick up
any survivors if any in the water, swimmers
should group them selves together and
support each other till the rescue boat come
to pickup. Swimmers must move away from
the ship as quickly as possible since when it
founders to avoid violent local suction.
REMEMBER
• NO SHIP IS TO BE ABANDONED, EXCEPT BY
ORDER OF THE MASTER.
• As apart from the general emergency alarm
signal, the master of the vessel will
designate a special signal for ‘ABANDON
SHIP’
• There is to be separate signal for the
practices of boat and fire drills. The letter
‘B’ is commonly used.
• There is to be a special signal for ‘Fire
Station’ and the rapid ringing of a gong or
electric bell is commonly used.
 Personal Survival Techniques

EMERGENCY STATION BILL

LOCAL EMERGENCY STATIONS

MUSTER SIGNAL: SEVEN SHORT BLASTS FOLLOWED BY ONE LONG BLAST ON WHISTLE/
ELECTRIC BELL

FIRE SIGNAL : CONTINUOUS RINGING OF ELECTRIC BELL

A person discovering an emergency should sound the nearest Alarm and then advise the type and
location of the emergency to the BRIDGE or EMERGENCY HEADQUARTERS.
The MASTER will take charge from the BRIDGE. He will relieve the Officer on Watch unless another
officer is designated to do so under “Special Duties”. THE EMERGENCY SQUAD” will muster at the
EMERGENCY HEADQARTERS - the first man arrive will contact the BRIDGE for information and instructions.
Substitutes : The Chief Officer will substitute for the Master and 2nd Engineer (1st Assistant) for the
Chief Engineer if they are disabled Duty Engineer Officers will remain of the watch.
The rescue boat crew will be selected from Members of The Emergency Squad.
The duty Quartermaster will man the wheel.
Walkie Talkie Radios :- Assigned to persons in charge: Bridge, Emergency squad, Chief Engineer and
support squad. Wives and Supernumeraries will report to CHIEF OFFICER.
Further details of Emergency Organisation are given in the Safety Manual.
At least three copies of this bill must be displayed, one on the bridge, one in the Engine room and in
the Crew’s accommodation.
The Bill must be kept up-to-date and signed by the Master.

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 Personal Survival Techniques
GENERAL EMERGENCY (BOAT) STATIONS
SIGNAL :7 Short blasts followed by 1 long blast on the ship’s whistle repeated on
the alarms ENGINE ROOM Telegraph to be put at “Finished with Engines”
THE ORDER TO ABANDONSHIP WILL BE GIVEN VERBALLY BY THE
MASTER OR HIS DUPTY
BOAT NO.1
NAME & RANK DUTY
SURVIVAL AFTER SHIP WRECK
• Search for survivors and rescue them as
soon as possible by way of manoeuvring
the life boat or rescue boat. Use the rubber
ring or rescue quoit.
• Never try to swim for off distance, bring the
lifeboat, rescue boat or life raft close to the
survivors.
• Never try to swim in the sea in case of
feeling warm or hot, only just take a dip
with rescue ring, as life boat or life raft is
very prone to wind and they may drift away
from you.
• Stream the sea anchor to avoid drifting of
your boat or life raft. Use sea anchor and
or paddles for manoeuvring the life raft
away from the wreck. Heave up to the sea
anchor, there is a spare sea anchor in the
life raft emergency pack.
• Check for any leakage, if any and repair the
raft. Repair kit is supplied in the emergency
pack and after repair top up the raft with
bellows. Leak stoppers are provided for
temporary repair. Patch damage as detailed
on emergency repair kit.
• Join other life raft and lifeboats together
with the longest line possible to prevent
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BOAT NO.2
NAME & RANK DUTY
snatching, minimum 10 meters.
• Bale out raft and mop up with sponge, salt
free sponge for collecting up dew or
condensation, it should be collected before
sun rise.
• Wring out all wet clothing and keep as dry
as possible. It is better to have wet clothing
on the body than no clothing on it.
• Adjust entrances as per the weather
condition.
• Inflate floor with bellows to insulate you
from the cold sea and vice versa. Do not
inflate as floor has no outlet escaping of
air.
• Issue sea sickness tablets to every one and
sea sickness bag. It is a remedy to prevent
a person from dehydration and sea sickness
• Treat injured, make them comfortable as
warm as you can with clothing or hugging
them or cuddling them.
• Read the instructions in the first aid kit
before treating them.
• No water or food the first 24 hours to any
one except, sick persons or injured. Water
and food can be given to them as required
or the person who have, had lot of bleeding
 Personal Survival Techniques
or dehydration by way of vomiting.
• Put trust worthy person as in charge of food
and water.
• Try to stay put nearer the position of the
wreck. This will help rescuers looking for
survivors.
• Arrange duties or watches as a lookout
• Do not drink urine
• Do not drink sea water
• Do not dilute fresh water with sea water.
• Do not drink alcohol
• Do not smoke
• Do not chew or suck ice, first melt it and
then drink it
• Try and increase your water ration by
collecting rain water. Drink as much as you
can and save the cans water. Drink rain
water first as it will not keep fresh for
longer.
• If no water at all keep button in the mouth,
it will keep your mouth moist and take slow
and long breath through nose.
• A food ration totalling not less than 10,000
(kj) kilojoules, kept in air tight tinfoil packing.
The ration shall be readily divisible into four
one day proportion per person. Food ration
should be given at morning and evening
only. Do not cut down this ration. It should
be only when you are on the last day then
save one cube for the following day.
• In case of tropical area deflate the floor to
help cooling during the daytime but inflate
it again at night as tropical nights can be
cold. Keep your canopy wet during day.
Rinse them out before sunset and get the
raft as dry as possible before sunset. Avoid
sunburn for direct exposure to the sun. Do
not swim and do not leave your raft, it may
drift away fast.
• Distribute crews evenly and bunch together
for warmth in case of cold and be at ease
in case of warm climate.
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• Rig emergency transmitter aboard, and
switch on E.P.I.R.B. and SART. Once they
are switched on, they should not be
switched off.
• Watch for frost bite and hypothermia.
• Collect useful floatsam and some time, we
have to look for EPIRB, and SART or
emergency radio also in case of we are not
able to carry them in the lifeboat.
• Take charge of weapons or any sharp
objects.
• In case of very cold whether, the clothes
are wet, then close both the entrance of
the life raft. People wearing wet clothing
will soon find that air becomes saturated
and no further cooling of their bodies occurs.
Heat balance is achieved after 20 to 25
minutes time.
• Take any unoccupied survival craft in tow
and use them for store, sleeping
accommodation and as back up craft for use,
in future emergency.
• Do not massage frost bite, keep feet dry,
as possible, keep moving fingers and toes,
move ankles and knees, clench fingers and
stretch limbs, wrinkle face and nose, ear
with hands. This will keep the blood
circulating. Put feet up for at least 5
minutes in every hour, keep weather cover
closed except for small opening to ensure
ventilation.
• You have survived so far. Do not panic, help
each other by way of self moral. Have
confidence in yourself and to have ability
to stay alive or to have will power to stay
alive. You must make yourself fit in all
climatic condition, whether you are in
lifeboat or life raft. Try to find out ways and
means to survive, by way of your leadership
qualities.
SEARCH AND RESCUE TO SURVIVAL
It is a stark fact that life saving search and
rescue (SAR) a featured subject in safety of
life at sea and at any moment, become a
matter of vital concern to any mariner. A
 Personal Survival Techniques
disaster at sea can result in your being cast
away either in a lifeboat or life raft with your
ultimate fate dependent on outside assistance.
The effectiveness and efficiency of the
search and rescue services are well known but
no matter how dedicated their efforts, their
work will be useless if you cannot survive as a
cast ways until you are located. However to
meet the short term needs of the survivor the
life boats and life rafts are equipped with the
requirement for few days such as water, food,
first aid kit, signalling equipment and even
survival instructions are in the lifeboats or life
rafts, but the range of possible survival
situation in infinite. The odds in your favour
will be vastly improved if you acquire survival
information and Techniques before any
emergency arises.
The higher priority in any emergency
situation is to help injured and disabled
survivors. The next most pressing need will
be most likely to look for the survivors in the
water if any and followed by protection from
cold conditions, food, water, to conserve body
fluid and location. Head covering is important,
about 30% to 40% of body heat can be lost
via neck and head. Open life boat must erect
any shelter available to protect the survival
against cold, rain, wind, heat, snow and frost
bite etc. Never forget that cold is more
dangerous than heat. In the event of hot
climate shelter will be needed from the sun to
avoid over heating of the body and sunburn
etc. Your first step is to protect and preserve
the water already in your body, The basic
methods of achieving this include.
• Using any shade available to reduce
dehydration from direct sunlight.
• Covering any exposed skin from the sun to
avoid dehydration of body fluids.
• Avoiding unnecessary movement during the
heat of the body.
• Chewing any suitable small twig or button
to help away thirst.
• Breathing through the nose to minimize
saliva evaporation.
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• Talking only when necessary.
• Water drinking in the cool of the morning,
mid day and evening in small sips.
• Using sea water at day time to wet cloths
to reduce heating but cloth should dry
before sunset as nights are very cold.
• Do not swim unnecessarily.
• Use your signalling devices whenever
required but carefully and reasonably.
POINTS TO BEAR IN MIND BEFORE
JUMPING:
• If there is no survival craft available it may
be preferable to abandon ship from the bow
or weather side in order to get clear of the
ship side with more certainly.
• Have your lifejacket well secured and hold
it down by crossing the arms over the chest
blocking of nose with one hand.
• Make sure that every thing is clear in the
water, such as any floating object etc.
• Draw attention of the life boat or life raft if
any nearby with whistle.
• Never dive, keep your feet together, look
straight ahead and cross legs while jumping.
• Swim on your back stroke. Try to board the
life boat or life raft as soon as possible.
Never swim for longer periods.
• Never jump more than 4.5 to 6 meters
height.
• As far as possible, avoid jumping into water.
Try to board survival craft without getting
into the water by ladders, life line, water
hose and scramble nets or available means.
TRAINING DRILLS
•l On board training: in the use of ship’s life
saving appliances, Fire Fighting appliances
including survival craft equipment, lifeboat
radio, lifeboat engine and pyrotechnics shall
be given as soon as possible to the new
crew but not latter then two weeks after a
crew member joins the ship.
 Personal Survival Techniques
• Instructions in the use ship’s life saving
appliances and fire drill including survival
crafts lowering / hoisting of boats and
launching appliances shall be given as the
same interval in the form of drills covering
all different parts of the ship’s life saving
system within the period of two months.
Such as abandon ship operation, use of
inflatable life rafts, davit launching life raft,
hydrostatic release gear unit (HRU) problem
of Hypothermia, first aid treatment for
Hypothermia and other injuries etc.
• Record in the date when any muster or
drills are held such as, details of abandon
ship drills and fire drills, and instruction of
other LSA, FFA and onboard training
including opening and closing of water tight
doors, fire doors, and other opening shall
be recorded in the log book as prescribed
by the administration. If a full muster or
training drill is not held at the appointed
time, then entry shall made in the log book
stating the reason.
• Training Manual : Every ship shall carry a
training manual which shall contain
instruction and information in easily
understood languages by all crew members
and shall be made available in an
appropriate language in all crew
accommodation, recreation room, each crew
cabin, library and bridge. The ship’s training
manual may be used for instructional
purposes and also as reference material,
where significant number of crew members
are non English speakers. The training
manual carrying instructions and
information on the life saving appliances
provided in the ship are the best book on
the best method of survival. The material
may be provided in audio visual from poster
or as set of notes.
PRACTICE MUSTER AND DRILLS
• Each member of the crew shall participate
in at least one abandon ship drill and one
fire drill every month.
• The drill of the crew shall take place within
24 hours of the ship leaving a part if more
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than 25% of the crew have not participated
in abandon ship and fire drill on board that
particular ship in the previous month.
• On ship engaged on an international
voyage which is not a short international
voyage, muster of passengers shall take
place within 24 hours after their
embarkation. Passengers shall be given
instruction in the use of the lifejackets and
how to don the lifejacket, emergency signal
and action to be taken on hearing an
emergency signal, summoning of
passenger to the muster stations with
general emergency alarm signal to their
lifeboat and life raft station and making
them aware of the order of abandon ship.
• On a ship engaged on a short international
voyage, if a muster of passengers is not
held on departure the attention of all the
passengers shall be drawn to the
emergency instructions.
• Each abandon ship drill include:
1. Summoning of the passenger and crew to
the muster station whenever the general
emergency alarm signal is sounded, and
ensuring that they are made aware of the
order to abandon ship specified in the
muster list.
2. Reporting to muster station and preparing
for the duties described in the muster list
to each crew member.
3. Checking that the passengers and crew are
suitably clad.
4. Checking that the lifejackets are correctly
donned.
5. Lowering of at least one lifeboat where
practicable.
6. Starting and operating each lifeboat
engine, These should be done and run the
engine ahead and astern for a total period
of not less than three minutes.
7. Operation of davits used for launching
survival craft.
• Different lifeboats should be lowered in
 Personal Survival Techniques
compliance with requirements at successive
drills.
• Each lifeboat shall be launched with its
assigned operation crew and manoeuvred
in the water at least once every 3 months
during an abandon ship drill. However all
such life boats shall be lowered at least
once every 3 months and launches at least
annually.
• Rescue boat other than lifeboats shall be
launched each month with their assigned
crew aboard and manoeuvred in the water.
• If lifeboat and rescue boat launching drills
are carried out with ship’s making head way
at 5 knots shall be practised in sheltered
water because of the dangers involved in
the water.
• All emergency lighting system for mustering
and abandonment shall be tested at each
abandon ship drill. They include
embarkation deck, including water area,
companion way, alleyways. These lighting
system is provided from ship’s main source
of electric supply or if this system fail then
emergency source of electric supply.
• In all passenger ships abandonment and
fire drill shall take place weekly and in cargo
ships shall take place every fortnight.
• Before the ship leaves port to any
destination and at all times during the
voyage or in the harbour, all LSA an FFA
shall be in working order and ready for
immediate use.
objective of training and drills
The main objective of training and drill is
whenever the ship’s life and property is
threatened by the natural forces such as fire,
flooding ship list, collision, explosion, stranding
etc. and to save the life and property of the
ship. The ship’s personnel are trained in
organized manner to response, to combat such
types of emergencies and to bring them under
control so that the life of people and ship’s
property can be saved out at sea.
It is very important that the drill should be
96
carried out realistically approaching as closely
as possible to any emergency conditions.
Changes in the ship’s function and changes in
the ship’s personnel from time to time should
be reflected in corresponding changes in the
muster list.
On joining the ship at the earliest, every
person must read the muster list ascertain the
various signals for boat drill, fire, emergency
signal and abandon ship signal. Also ascertain,
your lifeboat / life raft station and what task
you are responsible in the event of emergency
/ abandon ship and various other duties in the
event of fire, placing / carrying store delay.
The timing of every drill should vary so that
personnel who have not participated in the
previous drill may take part in the next. Any
person detect any defects or deficiencies
revealed during drills and inspections should
be made good without any delay.
Generally the muster and drill should take
place in the port. In the case of abandon ship
drill, as many as possible of the life boats
should cleared and swung out, but no life raft
should be inflated on the deck or launched.
Only for practice purpose davit launching life
rafts should be cleared and swung out. Each
boat should be loweted into the water at least
once in three months unless circumstances
make it impracticable. All types of release gear
mechanism system should be tested where
fitted and every person should be familiar with
the system of hooking on and unhooking off
once the boat is water borne.
During the drill, any training aids specified
as being essential should be referred if
necessary. Audio visual aids (AVA) may be
screened in order to reinforce the learning
process (such as overhead projector, slides
projectors, cine projector and video tape etc.)
Safety precautions during drills should be
kept in mind by every one. Having regard to
the nature of drills and the facilities in use.
Trainees should be fully aware of the safety
precautions and be closely supervised at all
times by the officer or in-charge concerned.
During abandon ship drills and exercises in
 Personal Survival Techniques
handling survival craft or rescue boat, buoy and
lines must be kept ready and must be in
constant attendance. Night drills must not be
performed unless all people have been
provided with life jackets having retro reflective
material and flood lights, life jacket lights. The
practice areas must be well lit.
The importance of training and drills is,
which is a direct factor in reducing fear and
shock. Even in the case of passengers their
regular attendance at any previous and life raft
drills will have given them a certain amount of
confidence and familiarity which will materially
assist in reducing panic, will be of great value
to both passengers and crew of a ship.
Occasionally in port, the crew should lower
boats and fully clear of the ship during a light
swell or moderate sea, will do much to impress
upon all concerned, the difficulties to bearing
a vessel in heavy weather. At boat drill a brief
words of first aid, use of EPIRB, SART,
EMERGENCY RADIO, life boat stores and their
maintenance and use should be practised. The
officer in-charge must be sympathetically strict,
optimistic, cheerful and confident in his action
and decision he makes. If possible, boat
should carry a chart, a watch to G.M.T. details
of the wreck’s position and whether or not a
distress call was transmitted and
acknowledged it will be unwise for the boats
and rafts to move far from the area, but if no
acknowledgement was received in the near
proximity, voyage in the boats is advisable
than to remain in the wreck area. If the
instance is unknown the lifeboat radio
transmitter should be used if remaining within
the area and EPIRB and SART, should be
switched on. At the same time the sea anchor
should be streamed in order to keep the boat’s
head to sea to reduce drift. If the sea is too
heavy then wave oil should be used in the oil
bag to quell its effect.
THE FOUR BASIC CONCEPTS OF SURVIVAL
ARE:
• To control fear
• The will to survive
97
• Knowledge of the equipment in the boat
• Cheerfulness by way of up keeping the self
morale.
Survival is more likely if the craft stay
together as a moral support and back up,
sharing their equipment and the expertise of
personnel. They should be connected by
painters and the occupants evenly distributed
amongst them which will assist in attaining a
uniform rate of drift and early to locate by the
rescue party.
MAINTENANCE
1 All life saving appliances and their
components which are subject to excessive
wear and tear with the time and use, need
to be replaced regularly or whenever
required.
2 Weekly Inspection : All survival crafts,
rescue boats and launching appliances
should be physically and visually be
inspected to ensure that they are ready for
use.
3 Lifeboat’s and rescue boat’s engine shall
be run ahead and astern for a total period
of not less than 3 minutes.
4 The general emergency alarm system
should be tested from all strategic points
weekly. Before testing the emergency
alarm, crew must be inform about testing
the system.
5 Monthly Inspection : Inspection of the life
saving appliances including lifeboat
equipment shall be carried out using the
check list to ensure that they are complete
and in good working order. A report of the
inspection shall be entered in the long
book.
6 Wire falls of launching appliances :
• At 30 months wire falls of lifeboats to be
turned end to end.
• At 5 years, wire falls to be renewed, unless
this required earlier by their condition.
• Stainless steel wire falls may be kept for a
 Personal Survival Techniques
longer period, provided that they are in
good condition.
• If the falls of a lifeboat worn out up to 11%
of the circumference or 7 to 1 wire of a single
strand, damaged or broken then whole wire
falls is required to be renewed without any
delay as the question of safety of the people
at the time of launching of the lifeboat.
• Periodic Survey : Life raft, inflatable life
boats, rescue boats, inflatable life jackets,
hydrostatic release unit (HRU), EPIRB, SART,
must be send for yearly (12 months)
intervals survey by the administration to a
proper and approved service station to
inspect and maintenance to ensure
maximum performance in the marine safety
field. If there is any delay in servicing then
the period may be extended upto 5 months
by the administration or however in cases
where it appears proper and reasonable,
the administration may extent this period
to (12+5) = 17 months.
• Offence : It is an offence for the life saving
appliances on any ship to be in defective
condition, and under the powers contained
in section 430 and 431 of the Merchant
shipping act 1894, a ship may be detained
until such defects have been rectified
additionally, in some cases proceeding may
be taken against the owner or company
and master if such appliances are not kept
at all times fit and ready for use.
OFFICIAL LOG BOOK ENTRIES
• Upon each occasion whenever according to
the training programme a muster, drill of any
exercise is taking place or held on board,
details of content and type of drills or
training are to be given including the
occasion when survival craft are lowered
hoisted or launched.
• To report the monthly inspection of LSA
equipment.
• To record the drill and inspection involved
with any damaged, faulty equipment
including any change or repair immediate
replacement of any article or equipment
98
which involve the safety of personnel, must
be made an entry in the official log book as
a record for future reference.
PRINCIPLES OF SURVIVALS AT SEA
Regular training of all personnel in life boat
and life raft drills and its equipment’s which
prepare them for any emergency and
knowledge of actions to be taken when called
to survival craft station to get them ready at
shortest possible time and to prepare them in
all respect without any delay, when reuired to
abandon the ship, oilrig, oil platform by way of
lowering the survival craft in water, taking the
survival craft around the ship, look for survivors
around the ship must be told to the survivors
especially during practical drills, including all
safety rules.
There is no substitute for practical
experience in lifeboat in a rough sea can be
very hazardous operation. Threrfore boat drills
and life raft, drills, should be carried out in a
professional manner so as to ensure that
every one on board can gain experience in the
launching and handling of launching and
handling of lifeboats. Each lifeboat should be
launched with its assigned crew abroad and
manoeuvred in the water at least once every
three months times making every one familiar
with the procedure.
1. Principal of survival includes the following
points.
• Value of training and drills.
• Need to be ready for emergency.
• Action to be taken when called to survival
craft stations.
• Action to be taken when required to
abandon ship.
• Action to be taken in the water.
• Action to be taken when abroad survival
craft.
• Main dangers to survivors when in the
water.
2. Special duties assigned to each crew
 Personal Survival Techniques
member as to each crew member as
directed in the muster list must be carried
out faithfully.
3. Knowledge of all types of life saving
appliances normally carried onboard ship
including its equipment’s.
4. Knowledge of various types of devices used
for launching survival craft.
5. Methods of launching survival craft in rough
weather.
6. Use of painter, sea anchor, steering oar, and
wave oil.
7. Radio devices carried in survival craft
including EPIRB, SART etc.
8. Use of first aid kit, effects of hypothermia
and its prevention.
9. Use of protective clothing, shelter cover or
exposure cover.
10.Methods of starting and operating lifeboat
engine.
11.Use of rescue boat, emergency radio,
EPIRB, SART and pyrotechnics, immersion
suits, thermal protective aids and other
devices.
12.How to handle a life boat in rough weather,
including steering, towing and beaching.
13.Knowledg of Helicopter pick up.
14.How to rig the breaches buoy and knoledge
of various types of signals.
15.Will power to live or to survive.
SURVIVAL AT SEA
Immediate action after abandoning ship
1. Active and board life raft, Stay clear of ship
and away from fuel covered waters, but
remain in vicinity of the downed ship until it
sinks.
2. Search for missing people.
3. Salvage floating equipment; stow and
secure all items and check raft for inflation,
leaks, and points of possible chafing.
99
4. In a cold weather, put on exposure suit,
bring a windbreak, spray shield, and
canopy. Huddle together; perform isometric
exercise regularly.
5. Check physical condition of all aboard. Give
first aid if necessary. Take seasickness pills
if available. Wash fuel from your self and
your raft mates.
6. If more than one raft, connect rafts with at
least 8 meters (25 feet) of line. Connect
rafts only with the lifeline around outer side
of raft. Unless sea is very rough, shorten
the line if you hear or see an aeroplane;
two or more rafts close together are easier
to spot than scattered rafts. Get emergency
radio into operation and directions finding
equipments. Use emergency transceiver
when aeroplanes are to be in area, Prepare
other signals for instant use.
7. Keep compasses, watches, and lighters dry
in waterproof containers. In warm oceans,
rig sunshade and canopy. Keep your skin
covered. Use sunburn cream and chapstick.
Keep your sleeves rolled down and your
socks pulled up or pulled up over the
trousers. Wear a hat or improvised
sunshade.
8. Save food by saving energy. Be prepared
to ration food if necessary. Rationing water
does not improve your chances of survival,
but do not eat unless you have plenty of
water. Do not move around unnecessarily.
9. Remember that rescue at sea is a co-
operative effort. Search aerolane contacts
are limited by the visibility of
survivors,increase your visibility by using all
possible signalling devices.
10.Exercise shoulders and buttock muscles.
11.Warm hands under arm pits. Periodically
raise your feet slightly and hold them for a
minute or two. Move your face muscles
frequently do detect frostbite. Shivering is
normal; this is the body’s way of quickly
generating heat.
12.Give extra rations to people suffering from
cold exposure.
 Personal Survival Techniques
13.Seawater temperatures around Antartic
are frigid, but people can survive if not
immersed for more than about 20 minutes.
SURVIVAL TIME
In every situation varying circumstances
such as body energy levels, type of clothing
metabolic rate, and circulatory problems,
produce different individual cooling rates and
affect survival time. In addition, bodyfat,
physical size, age and sex influence survival
time in cold water. The following table, based
on research, conducted by the University of
Victoria, British Columbia, gives basic survival
times of average men and women holding still
in 50F ocean water and wearing standard life
jackets and light clothing.
Water temperature (F) Maximum time of
immersion for survival
32 1/4 hour or slightly more
36.5 1/2 hour
41 1 hour
50 3 hour
59 7 hour
If you are in cold water without a lifejacket
you have three options. First, you can swim to
the nearest refuge or shoreline - DISTANCE IS
THE CHIEF FACTOR TO CONSIDER. If no refuge
is within safe swimming distance you have two
choices. If survival swimming of the Drown
proofing method of conserving energy and
staying afloat is used, your head, the primary
heat radiating area of the body, will be
immersed repeatedly. Drown proofing causes
the body to cool 82 percent faster than holding
still in a life jacket. This method of staying afloat
is most likely to be the fastest way to bring on
the effects of hypothermia in cold water.
you choose the third option slowly treading
water-you will lose heat 34 percent faster than
you would holding still in a lifejacket. Treading
water slowly is definitely the best option to
extend survival time.
Exercise increases body temperature and
expends calories. Although this is an accepted
way to maintain body temperature in open air,
increased activity in water substantially
increases inner core cooling rate because
circulation to arms, legs and skin is increased.
Continuous movement of water over the
surface of the body brings about cooling. This
cooling is similar to convection losses in wind
but much more severe.
Increasing Survival time with a life jacket
Infrared pictures show that the body loses
heat primarily from the head, sides of the chest,
and groin area. If immerses, concentrate on
insulating these areas. Hugging arms close
to sides of the chest insulates the ribcage.
Crossing the legs and assuming a semi fetal
position with the head out of water can
increase survival time up to 50 percent.
Another method to conserve energy and
body heat is to assume a balled-up position
with knees and elbows drawn close to the
chest and stomach, hands tucked in, and head
covered. Move about as little as possible and
stay calm. Keep all your clothing on; close your
garments up to your neck; cover your head to
prevent loss of body heat. (About 75 percent
of body heat loss will occur through an
uncovered and wet head.
Research shows the average person
swimming in lifejacket cools 35 percent faster
than the one merely suspended in water.
Consider how far you can swim safe in cold
water. The average person can swim about
85 miles if 50F water before being completely
incapacitated by hypothermia. As water
temperature becomes lower, a person’s ability
to swim distances drops off dramatically.
In Antarctic snows, a normal person without
anti-exposure garments could swim less than
If 2 kilometers (1 mile) before being incapacitated
completely by the cold water. Holding still is
better than swimming of moving about. In a
group of people, try to stay as close to each
other as possible; this will help conserve your
energy, retain your morale, and increase your
heat retention.
100
 Personal Survival Techniques
HYPOTHERMIA
Hypothermia is defined as a lowering of the
central body temperature. Whenever a body
is losing more heat than it is producing there
is a danger of hypothermia. Muscular activity
and basal metabolism, both of which depend
on energy supplied by adequate food and
water intake, maintain normal body
temperature. The lack of food and water
combined with overexertion diminish the body’s
ability to supply body heat. Wearing
inadequate clothing in wet, cold, or windy
conditions also accelerates the body heat loss.
The hypothermia victim initially is exhausted
lags behind the party, stumbles is not mentally
sharp, and sometimes is reluctant to move on.
At the same time, the victim may be difficult to
convince that there is something wrong
because the symptoms of hypothermia are
frequently mistaken for simple fatigue. people
have died of hypothermia without even
complaining of the cold. Neverthless, it is
imperative that hypothermia be recognised
and treated quickly. Remember that in a
survival situation the whole party may be
affected by hypothermia in various stages,
making it more difficult for everyone to
recognise the symptoms.
Watch for the following whenever you are
working in the field.
1. Weariness and reluctance to continue
moving.
2. Trembling and shivering.
3. A false feeling of well-being and
unawareness of any danger to life.
4. Clumsiness and loss of judgement
These symptoms precede collapse and
unconsciousness. Catch them before your
condition gets critical.
Hypothermia progresses as follows:-
Body temperature Symptoms
98 to 96 F...... Intense and uncontrollable
shivering; the ability to perform complex
tasks are impaired.
101
95 to 91F..... Violent shivering; difficulty to
speak; sluggish thinking amnesia begin.
90 to 86 F.... Shivering decreases and is
replaced by muscular rigidity; muscle co-
ordination is impaired, producing jerky or
erratic movements; unclear thinking, dull
comprehension of surroundings; total
amnesia may begin. (The victim is still able
to maintain posture and appearance of the
physical contact with the surroundings)
85 to 81 F.... Irrationality, lost contact with
the environment stupor, muscular rigidity;
pulse and respiration slowed.
80 to 78 F.... Victim does not respond to
spoken command reflexes have mostely
ceased to function; heartbeats is erratic;
unconsciousness begins.
Below 78F.... Failure of cardiac and
respiratory control centres in brain; cardiac
fibrillation; probable oedema and
haemorrhage in lungs; death.
Treat Hypothermia this way
1. Stop and establish a shelter.
2. Do not move a victim who has been in or
near a state of collapse unless it is absolute
necessary.
3. If breathing falters or stops, initiate
respiratory resuscitation immediately, but
do not attempt cardiac compression if a
victim must be transported, maintains the
victim’s body temperature at a near-normal
level and carry him with his head down.
4. Fatigue, wet clothing increasing wind
speed, inactivity, and the lack of adequate
energy resources accelerate hypothermia.
Good physical condition, a proper amount
of nutritional intake, and adequate clothing
and shelter all help to prevent hypothermia.
Immediate action after abandoning ship.
(1)Activate and board life raft. Stay clear of
ship and away from fuel covered waters,
but remain in vicinity of the drowned ship
until it sinks.
(2)Search for missing people.
 Personal Survival Techniques
(3)Salvage floating equipment stow and
secure all items and check raft for inflation,
leaks and points of possible chafing.
(4)In cold weather, put on exposure suit, Rig
a windbreak, spray shield, and canopy.
Huddle together; perform isometric
excercises regularly.
(5)Check physical condition of all onboard. Give
first aid if necessary. Take seasickness pills
if available. Wash fuel from yourself and
your raft mates.
(6)If more than one raft, connect raft with at
least 8 meters (25) feet of line. Connect raft
only at the life line around outer side of raft.
Unless sea is very rough, shorten the line if
you hear or sea an airplay; two or more
raft close together are easier to spot than
scattered rafts.
(7)Get emergency radio into operation.
Directions are on the equipment. Use
emergency tranceiver when airplanes.
(8) Keep compasses, watches, and lighters dry
in waterproof containers.
(9)In warm oceans, rig sunshade and canopy.
Keep your skin covered. Use sunburn cream
and chopstick. Keep your sleeves rolled
down and your socks pulled up over the
trousers. Wear a hat or improvised
sunshade and sunglasses. Make a calm
estimate of your situation and plan your
course of action carefully.
(10) Rig and use canopy or tarpaulins for
catching and storing rain water.
(11) Keep a log. Record the best navigation
available. Also record the direction of the
wind, swells, times of sunrise and sunset
and other navigational data that may be of
use later.
(12) Save food by saving energy. Be
prepared to ration food if necessary,
Rationing water does not improve your
chances of survival, but do not eat fish
unless you have plenty of water. Do not
move around unnecessarily.
(13) Remember that rescue at sea is a co-
102
operative effort. Search aeroplane contacts
are limited by the visibility of survivors.
(14) Increase your visibility by using all
possible signalling devices.
(15) Keep signal mirrors handy; use the
radio whenever you can; use a signal panel
and dye marker when you think and
aeroplane can see you.
Protect against exposure
In cold oceans you must make everybody
to stay dry and keep warm. If you are wet get
down behind the spray and windshield.
Remove wring out and replace outer garments
or get into dry clothing. Wet cotton and some
synthetics conduct body heat excessively. Put
wool next to your skin.
If you are dry, share clothes with those who
are wet. Give them the most sheltered position
on the raft. Let them warm their hands and
feet against your body.
Put on any extra clothes available; if no
exposure suits are provided, drape extra
clothing around your shoulder and over your
head. Keep your clothes loose and
comfortable. Try to keep deck of the raft dry.
For insulation, cover the deck with canvas or
cloth.
Huddle with the others on the deck of the raft.
Spread extra tarpaulin, sail, parachute etc;
over the group. If in a 20 person raft, lower
canopy sides.
Do mild exercises to restore circulation
repeatedly bend and open fingers and toes
exercise shoulders and buttock muscles.
Warm hands under arm pits. Periodically raise
your feet slightly and hold them for a minute
or two. Move your face muscles frequently
to detect frostbite. Shivering is normal; this
is the body’s way of quickly generating heat.
Give extra rations to people suffering from cold
exposure.
Seawater temperatures around Antarctica are
frigid, but people can survive if not
immersed for more than about 20 minutes.
 Personal Survival Techniques

BASIC PRINCIPLE OF SURVIVAL

YOUR PRIORITIES ARE
PROTECTION
LOCATION
WATER
FOOD
(IN THAT ORDER)
REMEMBER SURVIVAL IS A
PRIMITIVE TECHNIQUE
BE PREPARED TO BE PRIMITIVE
AVAILABILITY OF LIFE SAVING These lifeboats carried according to the
APPLIANCES requirement and area of trade of the vessel.
Hence they must comply with the following
The general principle governing the conditions.
provision of life boats, life rafts and buoyant
apparatus in ships is that they must be kept • It must be possible to put the entire approved
ready at all times and be readily available any complement of Life saving appliance of a ship
time. Life boats may be open, totally enclosed into the water safely and rapidly under
self righting lifeboats or partially enclosed self unfavourable condition of 20º list at lightest
righting life boats or free fall self righting life sea going draught or conditions either side
boats, or enclosed with self lowering which and 10º trim forward or aft.
have air support system and fire protected • It must be possible to lower the lifeboats
(water sprinkling) system and rescue boats. and life rafts rapidly and in good order.
103
 Personal Survival Techniques
• The arrangement of each lifeboat, life raft
and buoyant apparatus is to be such that
it will not interfere with the operation or
any other life saving appliances. All the life
saving appliances on board including fire
fighting equipments must be kept in a
working order and available for immediate
use before the ship leaves port and at all
time during voyage.
Preparing the Life Boats and Life Rafts
for Heavy Weather
All the life boats and life rafts must be made
as sea worthy as possible before the overset
of bad weather paying particular attention to
this following points.
• Make sure that all lifeboats must be secured
properly for sea, making sure that the keel
of every boat must be resting of the davit
chocks.
• The gripes must be properly tightened by
means of its bottle screw and the ropes
provided between the senhouse slip.
• Both the wire falls of the lifeboat must be
properly checked and keep tight and should
be clear of all lead blocks.
• No extra lashing should be put to the boats
and life rafts.
• Both the life line should be clear.
• Toggle painter should made fast in the boat
and kept coil on top of the No.1 thwart.
• Harbour safety pin should not be put when
the ship proceed to sea.
• All life rafts and other buoyant apparatus
should be checked for freedom of
jettisoning.
• All float free life rafts system should be
lashed and not to be put any extra lashing
except for the securing bands which are
designed to release when the hydrostatic
release is activated and release the lashing
in their cradles. If any extra lashing is put,
it is wrong and dangerous and could restrict
even when the manual launching of the raft.
104
• Before the ship proceed to sea, take a look
at your rafts. Are they secured by a painter
to cradle or ship or weaklink with H.R.U.?
• Is the hydrostatic release unimpeded? Was
it inspected and serviced in the last year ?
LIFE BOATS
What is lifeboat?
• In official terminology, it is a boat which
sustain the life of people from the time of
Abandon Ship until the rescue come,
properly constructed and shall be of such
from and proportions that they have ample
stability in a sea way 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 positive stability upright
in calm water and loaded with their full
complement of persons and equipment.
• All ships carry lifeboats and life rafts for the
purpose of safety of personnel out at sea
until help arrives. On abandoning ship,
boats should be pulled or driven clear of
the stricken vessel. These boats are of
special design and construction such as
opened lifeboats, partially enclosed self
lowering, self righting (fire protected) and
water sprinkler system with air support
system, and rescue boats are manned
whenever there is great threat to life and
property of the vessel. These boats are
fitted on with internal buoyancy tanks or
compartments sufficient to float if the boat
is flooded and open to the sea.
• All life boats shall be of sufficient strength
to enable them to be safely lowered into
the water when loaded with their full
complement and be capable of being
launched and towed when the ship is
making head way at speed of 5 knots in
calm water. Its hull and rigid canopy shall
be fire retardant or non combustible.
• Seating shall be provided on the thwart,
benches or fixed chairs fitted as low as
 Personal Survival Techniques
practicable in the lifeboat. Each lifeboat shall
be of sufficient strength to withstand when
loaded with its full complement of persons
and equipment and with when applicable
skates, or fenders in position, and in lateral
impact against the ship side at an impact
velocity of at least 3.5 m/s and also a drop
into the water from a height if at least 3
meters.
• The vertical distance between the floor
surface and canopy of the boat shall not
be less than 1.3 m for a life boat permitted
to accommodate 9 persons or less and 1.7
m for 24 persons and more. No lifeboat
shall be approved to accommodate more
than 150 persons having an average mass
of 75Kg and all wearing lifejackets that can
be seated in a normal position without
interfering with the means of propulsion or
the operation of any of the life boat’s
equipment.
CLASSIFICATION OF LIFE BOATS
Lifeboats may be propelled by oars, sail,
mechanical power or by a compression ignition
engine. The engine must kept ready for use
at all times and can be started in all weather
conditions and must have fuel for 24 hours
continuous running at a speed of at least 6
knots, when carried by passenger ship, oil
platform etc, and at least four knots if carried
in by cargo ships. The engine must be
protected and the engine casing must be fire
resisting.
LIFE BOAT ENGINE
The engine shall be provided with either a
manual or power starting system, with two
independent rechargeable energy sources of
power for radio and search light. The engine
shall start at an ambient temperature of -15º
C or at different temperature capable of
operating for not less than 2 minutes after
starting from cold upon the life boat out of
water. The speed of lifeboat when loaded with
its full complement and equipment shall be at
least 6 knots,and atleast 2 knots when towing
25 persons life raft loaded with its full
105
complement of persons and equipments. The
engine should be air cooling or water cooling
system.
TO MANUALLY START A MOTOR
Lifeboat Engine : (Pre Start Checks)
• Check that there is sufficient fuel in the full
tank or pre check the oil level and there
should not be water in the fuel, if water is
there open the bottom of screw plug and
drain out the water from the fuel tank, when
oil starting flowing down then screw down
the plug.
• Connect or open the fuel supply by opening
the fuel supply lever, check the dip stick
lubricating oil level at two points ie. engine
and the gear box.
• Prime the full system if necessary.
• Check that the gear lever is in neutral
position.
• Turn throttle control level to almost vertical
on fast position.
• Move the decompression lever towards the
fly wheel and turn starting handle.
• Now turn handle slowly from 3 to 20 turns
to prime combustion chamber and
lubricating system.
• Crank the engine fast and when speed is
obtained return the decompression lever to
the fire position, but continue to crank until
the engine fires.
• Must remove starting handle and reduce
engine speed as required.
• Or push in the choke gradually until the
engine is running smoothly.
• If the engine running smoothly and cooling
water discharge is steady, put the help over
in the required direction and engage the
gear lever Ahead or Astern. Adjust speed
with the throttle control.
• In case of rescue boat, outboard engine
never run or never test out of water. The
 Personal Survival Techniques
reason is the impeller is a tight fit and will
rip in seconds if operated dry.
• After starting the engine check oil pressure
guage to check the flow of oil.
Stopping the Engine
• To stop the engine, turn throttle control
anti-clock wise and hold it until the engine
stops or if fitted, pull the remote stopping
control.
• Close the fuel supply lever.
IF THE ENGINE DOES NOT START
• Check the fuel in the tank, if the fuel level is
satisfactory, but fear of water in the tank
then open the tank drain, plug for few
seconds or
• Check the fuel lever is opened or
• Check that the fuel line is not obstructed or
chinked, depress the ball bearing in end of
fuel line and pump fuel by hand or by
squeezing the bulb, in order to check for
blockage, or
• Engine may be chocked or water in the fuel,
correct this by disconnecting the fuel line
at the engine and hand cranking until clear
flow of oil, or
• Check that spark plugs are not wet,
carbonate or loose or oiled. Spark can be
checked by earthing the plug on the engine
casing. Do not touch the plug when this is
being done.
• Check that the fuel pump filter is clean.
LIFE BOAT ADDITIONAL FITTINGS
• (In accordance with the 1983 amendments
of the SOLAS 1974 convention)
Every lifeboat shall be provided with at least
one drain value fitted near the lowest point in
the hull, which shall be automatically open to
drain water from the hull when the life boat is
not waterborne and shall automatically close
to prevent close to prevent entry of water
106
when the lifeboat is waterborne. Each valve
shall be provided with a cap or plug to close
the valve, which shall be attached to the
lifeboat by a lanyard, or chain or other suitable
means. Drain valves shall be readily accessible
from inside the lifeboat and their position shall
be clearly indicated or marked with white paint
arrow towards the drain plug.
All lifeboats shall be provided with a rudder
and tiller. When a wheel or other remote
steering mechanism is provided, the tiller shall
be capable of controlling the rudder in case of
failure of the steering mechanism. The rudder
shall be permanently attached to the life boat.
The tiller 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 be damaged by
operation of the release mechanism or
propeller.
• Except in the vicinity of the rudder and
propeller, a buoyant lifeline shall be
becketed around the outside of the lifeboat.
• Lifeboats which are not self righting when
capsized shall have suitable hands hold on
the underside of the hull to enable persons
to cling to the lifeboat. The hands holds
shall be fastened to the life boat in such a
way that when subjected to impact sufficient
to cause them to break way from the
lifeboat, they break away without damage
to the lifeboat.
• All life boats shall be fitted with sufficient
water tight lockers or compartments to
provide for a storage of the small items of
equipment, water and provisions required
by the regulations. Means shall also be
provided for the storage of collected rain
water.
• Every life boat shall be provided with a
permanently installed earth connection and
arrangements for adequately sitting and
securing in the operation position the
antenna provided with the portable radio
apparatus required by the regulations.
 Personal Survival Techniques
• All lifeboats intended for launching down the
side of a ship shall have skates and fenders
as necessary to facilitate launching and
prevent damage to the lifeboat.
• A manually controlled lamp visible on a dark
night with a clear atmosphere at a distance
of at least 2 miles for a period of not less
than 12 hours shall be fitted to the top of
the cover or enclosure. If the light is a
flashing light, it shall initially flash at a rate
of not less than 50 flashes per minute over
the first 2 hours period of operation of the
required 12 hours operating period.
• A lamp of source of light shall be fitted in
side the lifeboat to provide illumination for
not less than 12 hours to enable reading
of the survival and equipment instructions.
• Unless expressly provided otherwise, every
lifeboat shall be provided with effective
means of bailing or be automatically self
bailing.
• Adequate viewing , forward, aft and to both
sides of the lifeboat must be provided, from
he control position to allow safe launching
and manoeuvring.
• Each seating position in the boat should be
clearly indicated.
GENERAL REQUIREMENTS OF LIFE
SAVING APPLIANCES
All life saving appliances shall be of:
• Be constructed with proper work man-ship
and materials.
• Not to get damaged in storage condition
throughout the air temperature range -300
C to 650C.
• If they are likely to immersed in sea water
during their use, operate through the sea
water temperature range -300 C to 650C
• Should be where applicable be rot proof,
corrosion resistant and not be unduly
affectedy by sea water, oil or fugal attack.
• Where exposed to sunlight, be resistant to
deterioration.
107
• Be of a highly visible colour on all parts here
it will assist detection.
• The administration shall determine the
period of acceptability of life saving
appliances which are subject to
deterioration with age. Such life saving
appliances shall be marked with a means
of detemning their age or the date by which
they must be replaced.
REMEMBER THAT
• A Deck Officer or a certificated person
should be in-charge of each life boat and
life raft and with a similar qualification or
qualified person as second in command and
they must have crew list. A person capable
of operating the life boat engine and
someone able to operate the emergency
radio must be attached to life boats.
• Launching falls of every life boats are to be
turned end and to every 30 months in
renewed every 5 years.
• Life raft auto release hooks proof tested
every 5 years.
• All release gears are to be overhauled every
5 years.
• Falls on launching appliances can be
renewed at any time if more than 7 to 11
wires of a single stand’s found damaged,
or 11% of the total circumference is worn
out.
• Stainless steel fall may be kept for a longer
period provided that they are in good
condition.
• Line throwing apparatus must be renewed
every 9 years.
• Line throwing apparatus cartridge must be
renewed every 3 years and returned to the
manufacturer.
• All pyrotechnics such as distress rocket
parachute hand held red flares and smoke
signals floats should be renewed 3 years
after manufacture and should not be
thrown overboard or dumped into the sea
but should be returned to the manufacturer.
 Personal Survival Techniques
• Life jackets these are issued to every one
on board to support themselves in the
water until the rescue come.
• Lifebuoy is thrown to any person who falls
over board from a ship to support him to
cling to until rescue come.
• Buoyant apparatus are rigid structures
strong enough to be thrown from the place
where it stowed into the water without
suffering any damage or to float clear of a
ship when it founders.
• Rigid life raft are similar to inflatable life
rafts, except that they do not depend on
inflation fo their buoyancy.
• Inflatable life rafts are collapsible fabric rafts
which can be inflated manually or
automatically by means of pulling a cord.
• Life boats are specially constructed as a
secondary measure when the lives of people
threatened by the natural fources and which
sustain the life of people from the time of
abandoned ship until the rescue comes.
The solar convention lays down the required
complement of life boats and life rafts and
various other life saving equipments which are
to be carried on board various types of ships.
Some ships are permitted to substitute life rafts
for a portion of life boats while others are
required to carry more life boat capacity than
the number of persons on board. For example,
a cargo ship if damaged is liable to list heavily
on one of its side because of its large cargo
spaces and is therefore required to carry
sufficient life boats on each side of the vessel
to accommodate all the persons onboard,
while a passenger ship is only required to carry
sufficient life boats on each side of the ship for
half the number of persons onboard. A ship
may carry a maximum number of life boats of
same variety or a mixture of life boats depend
upon the service of the ship lie on the
requirement of the vessel, its size etc.
TYPE OF BOATS AND LIFE RAFTS
• OPEN LIFE BOATS
• Partially enclosed Lifeboats
108
• Self righting partially enclosed lifeboats.
• Self righting totally enclosed lifeboats.
• Self righting totally enclosed free fall life
boats.
• Self righting totally enclosed, self lowering,
with air support and sprinkler system, fire
protected life boats.
STANDARD LIFE BOAT EQUIPMENT
• Sufficient buoyant oars to make head way
in calm sea. Crutches or equivalent
arrangement shall be provided for each oar.
Pulling oars are normally between 3.05 and
4.26 m in lenth (10.14 ft.) they are generally
made of ash or elm wood and stowed with
their blades facing forward on both outer
side in the boat. A steering oar, which is no
longer specified, if carried, is usually
approximately (12 inches) 1.3 m longer than
the pulling oars. Its blades facesaft is
usually coated in a distinctive colour. It is
used extensively to provide additional
leverage in order to steady the boat’s head
when used in conjunction with the sea
anchor.
• Two boat hooks, to be left unlashed and
ready for use in fending away from the ship
side.
• A buoyant bailer and two buckets. These
are secured by lanyards to the structure of
the boat. Buckets are usually of a 2 gallon
size and manufactured in galvanized iron
rubber, stowed either end of the boat.
• A survival manual.
• Two axes (hatchet) stowed one at each end
of the boat. It is common practice to cover
the metal head of the axe with a canvas
protective cover to prevent the metal from
pitting and corrosion.
• A jack knife to be kept attached to the boat
by a lanyard. The blade is normally
incorporate a tin opener and screw driver,
and a small hand spike is usually attached.
• Two buoyant rescue quoits, attached to not
less than 30 meters of buoyant line. They
 Personal Survival Techniques
are normally stowed in the small gear
locker.
• Six doses of anti sea sickness medicine and
one sea sickness bag for each person on
the boat is permitted to accommodate. The
medicine is normally in tablet form.
• A manual pump usually fixed to the structure
of the boat. It is fitted with an easily
removable cover to allow cleaning and the
suction end contains a gauze filter to avoid
blockage of the system.
• A sea anchor of adequate size and attatch
with a line which is 3 time the length of the
boat fitted with shock resistant hawser and
tripping line. Tripping line which provides a
firm hand grip when wet. The strength of
the hawser and the tripping line shall be
adequate for all sea conditions. Tripping
line is 1.3m longer than the hawser.
• Four rocket parachute flares (red in colour
while burning)
• Six hand flares (red in color while burning)
• Two buoyant smoke floats (orange colour
smoke) range 5 to 7 miles burning period
3.5 to 4 min.
• One waterproof electric torch suitable for
Morse signalling, together with one spare
set of batteries and one spare but in a
water proof container.
• One whistle or equivalent sound signal.
Normally of plastic construction of the non-
pea type. This will allow its use in the cold
weather without discomfort to the user.
• One daylight signalling mirror with
instructions for its use for signalling to ships
and aircraft, range 5 miles.
• One copy of the life saving signals table on
a waterproof card or in a waterproof
container.
• Two efficient painters of a length equal to
not less than twice the distance from the
stowage position of the lifeboat to the
water line in the lightest sea going condition
and 20º list either side or 15m, whichever
109
is the greater. One painter attached to
the release device, placed at the forward
end of the life boat, must be capable of
being rleased when under tension. The
other painter shall be firmly secured at or
near the bow of the lifeboat ready for use.
• A binnacle containing an efficient compass
which is luminous or provided with suitable
means of illuminations. In a totally
enclosed boat the binnacle shall be
permanently fitted at the steering position
and any of the lifeboat, it shall be provided
with suitable mounting arrangements.
• When setting up a boat’s compass, the
mariner should bear in mind that it must
be visible to the coxswain and a fore and
aft line may have to be set up between
the stem and stern to provide reference
for means of aligning the boat’s head to
the lubber line. The lamp provided with
colza oil continuous burning for 12 hours.
• Sufficient tools to allow minor adjustment
to the engine and its accessories.
• Portable fire extinguishing equipment
suitable for extinguishing oil fires.
• A Search light capable of effectively
illuminating a light coloured object at night
having a width of 18 m at a distance of 1.3
m for total period of 6 hours and of working
continuously for not less than a 3 hours
period.
• Thermal protective aids which comply with
the regulations, in sufficient number of
10% of the total number of persons that
the boat and life raft permitted to carry.
• A water tight receptacle containing a total
of 3 liters of fresh water for each person
the life boat is permitted to accommodate.
One liter of this amount may be replaced
by a desalting apparatus capable of
producing an equal amount of fresh water
in two days. The water is 1/2 litter per
person per day. Water is issued in morning
mid-day and at the time of sun set.
• A rest proof dipper with a lanyard, used
for extracting fresh water from the
 Personal Survival Techniques
containers. The lanyard should be long
enought to reach the bottom of any water
trunk.
• 3 rust proof graduated drinking vessel.
• 3 tin openers.
• 1 set of fishing tackle, for passing time.
• A food ration totalling not less than
10,000kj for each person the lifeboat is
permitted to accommodate. These rations
shall be kept in air tight packaging and be
stowed in a water tight container.
• A first aid outfit in a water proof casing
capable of being closed tightly after use
should be renewed after 3 years.
All items of equipment of the life boat, with
the exception of the two boat hooks, should
be secured by lashing or kept in storage
lockers, or secured by brackets or other similar
mounting arrangements. Considerable
changes in standard equipment have taken
place with the 1983 amendment to the SOLAS
convention.
SHIP’S BOAT CHART
• Ship’s boat charts gives us simple indication
of winds, currents, ice and magnetic variation.
On the reverse side appears notes on charts
using winds, weather, currents and
management of boats.
• They may be installed in ships life boats for
use in the event of mariners finding
themselves in the position of having to
navigate such boats across oceans
stretches. The charts are printed on strong
papers and may be supplied in a water
proof wallet as a set oceans.
DESALTING APPARATUS
• Contents of the Permute sea desalting kit
(Approved by D.O.T.)
• 2 Cardboard container.
• 1 Storage bag of rubberized fabric with
securing card
110
• 1 Storage bag of rubberised fabric plug and
lanyard chemical charges each containing
4 cubes.
• After removing the contents of the pack a
meter plug is inserted in the purifier bag
outlet tube. The bag is then filled with sea
water to the level indicated and one
chemical charge of 4 cubes is added. The
contents are kneaded for 5 minutes and
then shaken occassionally during a period
of 30 minutes. The reaction between the
chemical charge and the dissolved salts in
the water is then, complete and clear
drinking water can be sqeezed through the
outer tube into the mouth or into a
container. Residual solids and salts are
retained by the filter pad in the purifier bag;
these deposits are rinsed from the bag
before the next desalting operation. Full
instructions are printed on the storage bag.
RESCUE BOATS
• A rescue boat construction is also the same
as general requirement of lifeboats.
Rescue boat may be either of rigid or
inflated construction or a combination of
both. They should not more than 8.5 m in
length and capable of carrying at least 5
persons and a person lying down position
of its carrying capacity the boat certified.
• Capable of manoeuvring at speed of 6
knots and can tow a 25 persons capacity
loaded life raft at a speed of at leaset 2
knots, and can be righted up by 2 persons
in case capsized.
• It should be enable persons to be retrieved
from the water. It is used for marshal life
rafts and be fitted with a bow cover
extending over not less than 15% of the
boats lengths, be equipped with thwarts,
benches or fixed chairs for every one that
the boat is designed to accommodate.
• A rescue boat shall be fitted either with an
outboard motor or an inboard engine with
rubber and tiller.
 Personal Survival Techniques
Carriage Requirements from (1st July
1986)
• Passenger shps 1500 persons capacity and
above one rescue boat on each side.
• Passenger ship 200 to 1499 capacity 1
Rescue boat.
• Cargo ship may carry one rescue boat or
an inflated boat fitted with an engine.
STOWAGE
• The rescue boat must be kept in a
continuous state of readiness for launching
in not more than 5 minutes. It can be
boarded and launched from the stowed
position. If it has a dual role a life boat on
a passenger ship, then it may be boarded
at the embarkation deck.
Launching and Recovery Boat
• Launching and recovery of rescue boat is
similar to other survival craft but these
boats can be launched with the ship making
speed upto 5 knots headway in calm water
by way of using painter. But after the
rescue of a person in the craft is very much
necessary.
• Details of the buoyancy and ship-division
requirements for inflated and rigid inflated
rescue boat are specified as under together
with other technical details constructions.
Rescue Boat internal fittings
• On automatic drain value, or plug,
• A rubber and tiller or some other suitable
means of steering.
• A buoyant life line is bucketed around the
outside of the boat.
• Handholds (bilge rails) on the underside of
the boats hull if the boat is not self righting.
• A release device to enable the painter to
be released when the boat towed along
with ship, when she is making up to 5 knots
headway in clam condition, or boat is to be
released when under tension.
111
• An effective means of bailing, if the boat is
not self bailing. Means of recharging search
light and emergency radio batteries.
Equipment
• A rescue boat have means of pulling with
oars of paddles.
• A buoyant bailer.
• A boat compass in binnacle which is
luminous.
• A sea anchor not less than 10 meter line in
length.
• A painter of 15 meter.
• One buoyant line not less than 50 meter
for towing a life raft.
• One water proof torch and one whistle.
• A first aid kit.
• Tow buoyant rescue quoits of 30 m in length.
• A search light of 30 m beam width, distance
1.3 m widt, distance 180 for a period of 6
hours working 3 hours continuously.
• One efficient radar reflector.
• A boat hook.
• A 9 liter galvanised bucket.
• A jack knife, a hatchet and in addition the
above said equipments required, the
normal equipments of every inflatable or
inflated rescue boat shall be consist of.
1. A buoyant safely knife.
2. Two sponges
3. An effective manally operated bellow or
pump.
4. A repair kit in a suitable container for
repairing punctures.
5. A safety boat hook.
CONSTRUCTION OF AN INFLATED RESCUE
BOAT
An inflated rescue boat shall be so
 Personal Survival Techniques
constructed in such a way that when
suspended by its bridle or lifting hooks, should
be:
• It is of sufficient strength and rigidity to
enable it to be lowered and recovered with
its full complement of persons and
equipment.
• It is of sufficient strengt to withstand a load
of 4 times the mass of its full complement
or persons and equipment at an ambient
temperature of +20º to 30º, with all relief
valves in operative condition.
• It is of sufficient strength strength to
withstand a load of 1.1 times the mass of
its full complement of persons and
equipment at an ambient temperature of
30º with all relief value operative.
• Rescued boat shall be marked with:
• Its serial number.
• The makers names of trades mark.
• Date of manufacture.
• Name of ship and port of registry.
• The buoyancy of an inflated rescue boat
shall be provided by either a single tube
sub devided into at least five seperate
compartment of approximately equal
volume or two separate tubes neither
exceeding 60% of the total volume. The
buoyancy tubes shall be so arranged that
in the event of any of the compartments
shall be able to support the number of
persons which the rescue boat permitted
to accommodate, each having an average
mass of 75 Kgs. When seated in their
normal positions with positive freeboard
each buoyancy compartment shall be fitted
with a non return valve of manual inflation
and mean of deflation.
EMERGENCY LIFE BOATS FOR RESCUE
BOATS
• In passenger ship’s above 1500 persons
ther must be on emergency or rescue boat
on each side fitted with search light, kept
ready at all time for emergency or for
112
immediate use while the ship is at sea.
These boats must be of an approved type
from 1.3 m and not more than 8.5 meter in
length. If they comply fully with the
requirements for lifeboats they may be
counted as part of the lifeboats
complement.
• A rescue boat is defined as a boat designed
to rescue persons in distress and to
marshal survival crafts. A lifeboat may be
allowed to have a dual role as a rescue
boat, provided that it meets all the
requirements of both craft including
launching and stowing arrangements. A
rescue boat may be fitted with out board
or inboard engine and capable of
manoeuvring at speed of at least 60 knots
for a period of at least 4 hours. Be capable
of towing the largest life raft carried on the
ships in a loaded state at speed of at least
2 knots.
LIFEBUOYS
An approved lifebuoy shall be capable of
floating in fresh water at least 24 hours with
14.5 kgs of iron suspended from it and must
be constructed of solid cork, synthetic material
or other equivalent. Its inner diameter is 400
mm or 16 inches and the external diameter is
32 inches or 800 mm, shall be painted a highly
orange visible colour. The major axis of the
section shall be 6 inches or 15 cm and the minor
axis shall be 4 inches or 10 cm. With 4 equal
distance bucketed to 9.5 mm of buoyant rope
must be seized round the outside edge.
• Lifebuoys must be readily available on both
side of the ship and at least one near the
stern of the ship.
• One on each side of the ship at mid ship
point, must have a buoyant line of length
equal to twice the dropping height or 30
meters whichever is the greater, Such
lifebuoys must be fitted with light maker
functioning for 2 hours, flashing or
continuous.
• While two lifebuoys shall be provided with
self activating light and orange smoke signal
 Personal Survival Techniques
and be capable of quick release from the
navigating bridge in case any person fall
overboard, burning period of light is 2 hours
and for smoke 15 minutes.
• Each lifebuoy shall be marked in block
capital letters the name of the ship and port
of registry on which it is carried.
• Have a mass of not less than 2.5 kg,
3,3.5,4,4.5,5.5 and not more than 6 kgs.
• Lifebuoy attached with light and smoke
marker should not be less than 4 kg of
weight and upward.
• Be fitted with 4 grabline not less than 400
mm in diameter, 4 times the outer diameter
and the grabline shall be secured at 4
equidistant points around the outer
circumference of the lifebuoy to form four
equal loop not less than 60 cm each.
• Light should not be less than 2 candle
power all around or 50 flashes per minutes.
• Buoyant line 30 M length, non sinking, 9 mm
diameter and breaking strength of not less
than one Kn force.
• Can be dropped from a stowage height or
30 meters and it should retain its shape.
• Be of a highly visible orange colour.
• It should not be adversely affected by oil
or any oil products.
• Life buoy should not be painted in any other
colour except these required for ceremonial
use.
• A lifebuoy should be of circular shape and
in made of
1. Polyarenthene or synthetic material.
2. Cork.
3. Copake or balasa wood.
4. Thermocol, in cased or covered in plastic
cover etc.
LIFEBUOY SENTRY
The lifebuoy sentry should normally be
placed or stationed as required but one sentry
113
must be aft. He acts as a stern lookout
covering an area on both sides of the ship and
have telephone communication with the bridge
and an alarm bell push. There is also an alarm
bell from the bridge.
In case man overboard, on hearing the
alarm bell the lifebuoy sentry must act smartly
and do the following.
• Cast overboard the lifebuoy on the side the
person fall overboard or Cast man
overboard smoke and light marker from the
bridge nearest to him. Then he presses
his alarm bell or push button to inform to
the bridge about the action has been taken,
by telephone, keeping the man who is
overboard, under constant watch or
ovservations
• Note : To release a 2nd lifebuoy may lead
to a confusion to he person who is in the
water, reason being that the person may
locate to see a longer distance lifebuoy and
may start swimming towards it.
• Should the lifebuoy sentry hear the cry man
overboard, or should be in sight of a person
overboard or should he hear a shout from
the water, lifebuoy sentry must raise the
alarm himself and he should cast overboard
the nearest lifebuoy or light and smoke
market and inform the bridge by pressing
the alarm bell, or buzzer and he should then
keep a constant watch on the man.
• On hearing the order or shout or Man
overboard starboard or port every person
should come up and should keep a constant
watch on the person.
• Meanwhile the rescue boat party man the
boat with a period of not more than 5
minutes when the ship is making headway
at 5 knot to pickup the person the water.
MAN OVERBOARD
If any person fall overboard or assuming
the accident to be observed, it is most
important for the ovserver to cry or shout ‘Man
overboard’ to port or starboard. On hearing
on telephone, the officer of the watch should
 Personal Survival Techniques
then carry out a few simultaneous actions.
• He should, ringing standby to engine room
and by way of putting the wheel hard over
towards the side from which the man fall
over board.
• And release a lifebuoy to which is attached
a self ignitting day and night, and orange
smoke and light marker. An orange smoke
burns for 15 minutes by day while all round
white light burns for 2 hours by night, will
be a great advantage to man in the water.
• Lookout should be posted preferably
supplied with binoculars.
• Emergency stationed should be sounded
and a rescue boat should be lowered with
the period of 5 minutes, when the ship is
making a head way at speed of 5 knots.
• In busy water International code flage
Oscar should be hoisted and a night two
vertical red light should be deployed on the
yard arm, and Master or the vessel should
be informed as quickly as possible.
• A second lifebuoy should not be released
because the man in the water may only see
or sight the longer distance one and
become helpless before he reaches it. Now,
if the vessels is stopped and as soon as
the man is clear from the stern in the
moderate weather a boat may immediately
be lowered and manoeuvred towards the
man. All rescue boat crew must have put
on their immersion suits.
• The boat should be taken on the leeward
side of the person for quick recovery but
never bring the boat on the windward side
of the person, boat may hit or heard of the
boat may run over the person.
• There some other useful methods in which
the man may be picked up.
• Always place a lookout in the boat who
keep on passing the range and direction of
the persons in the water.
• The crew must be very much altered and
familiar with the procedure.
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• The victim should always by recovered on
the first attempt or approach.
• Keeping in view the weather condition
however the coxswain himself should
decide to recover a man overboard on the
side of the boat especially the windward
side of the boat especially the windward
side of the boat which affords him greater
visibility and keeping the man well in sight
in his approach. The safest procedure is
always pick up a man against the wind and
current and never with the wind and
current.
• Note : Man overboard that may occur any
time at sea or in the harbour, is the loss of
a person overboard. To overcome this
question the answer is the only immediate
action can save the person. Of the several
method of recovery by a ship or boat,
depends on a skill and initiated taken by
every person and condition and elepsed
time after the accident.
HOW TO GET INTO A LIFEBUOY
• The simplest way to get into a lifebuoy in
the water is
• The man in the water, should swim to the
buoy and place his both hands on the top
side nearest to you.
• Your weight will then force the buoy down
and lift the farther side, thus enabling you
to insert your head and shoulders. Then
the wearer should resting his or your arm
on the sides of the lifebuoy. You will find
yourself supporting with your head and
should clear of the water till such time the
help comes to you.
LIFE JACKETS
• Every lifejacket must have a proper
workmanship and highly visible in colour
(orenge). A lifejacket is made of non
inflammable material and so designed that:
• It can be worn or don within a period of 1
minute without any help or assistance after
demonstration.
 Personal Survival Techniques
• From 1st July 1986 should be worn one
way only but old types of life jackets which
is still carried on board ship’s are being
worn inside out or both way and cannot be
donned incorrectly.
• Capable of turning the wearer to safe
floating position in still water within 5
second and support the head so that the
mouth shall be not less than 400 mm (6
inches) above the water.
• Unaffected by oil or oil products and it will
not sustain burning or continue melting
after being totally enveloped in a fire for a
period of 2 sec.
• Be fitted with a strong loop to facilitate
towing or rescue a man.
• Be fitted with an approved plastic whistle
attached by a lanyard.
• It allows the wearer to jump from a height
of at least 4.5 M into the water.
• It turns the body of an unconscious man
around over his back to an angle of 20º
from vertical and keeps his face 400 mm
clear of water.
• It shall allow the person wearing it to swim
and board a survival craft.
• Be fitted with a light of 0.75 candle power
for 8 hrs or 50 flashes per minute upto 2
hours and can be connected or
disconnected.
• A life Jacket which depends on inflation for
buoyancy shall have not less than 2
separate compartment
• It shall inflate automatically or immersion
or be capable of being inflated by mouth.
• It shall be marked with its serial number,
its trade marks: M.O.T. or D.O.T. stamp and
the word FRONT is to be printed on both
sides of the lifejacket. A child lifejacket
which support upto 32 kgs of weight is
marked as CHILD and 32 kgs and upward
which support the weight is marked adult.
Children lifejacket should be marked child.
• 5% extra carried on passenger ships and
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cargo ships should be stored on deck near
embarkation deck or at muster stations.
• Evrey ship must carry an approved type of
lifejacket or every person on board. Unless
these can be adapted by children a ship
must also carry a sufficient number of
lifejackets which are suitable for children.
• Be fitted with a retro reflective tapes or
material.
• Note : It is important to understand that
lifejackets are issued to every individual
person on board the ship which support him
in water until rescue comes.
HOW TO JUMP IN TO THE WATER WITH
LIFEJACKET ON
• As far as possible avoid jumping into the
water. Try to board a survival craft without
getting wet or getting into the water, by
ladder, ropes, nets lifeline, water hoses etc.
Lifeboats and davit launching life rafts are
boarded from the embarkation deck. If due
to any reason, it becomes necessary to
jump, you do so from a height of not more
than 4.5 m to 6 m. Make sure that the tapes
of the lifejacket must be tight. You must
jump only clear of propellers ie. stern or bow
on a higher side only. Before jumping make
sure that there are no obstructions in your
way and that you are not jumping on to a
boat or on the canopy of a life boat, life raft
or any such flotation.
• See around if any lifeboat or life raft is
nearer to you. Draw their attention by
calling lifeboat or life raft or using whistle,
then look parallel to the horizon, hold down
your lifejacket by one hand and block your
nose with other keep your feet
together and never jump head on drive,
jump feet first, and swim clear of the ship
or swim nearest to your boat or life raft or
board it. Do not try to swim much longer
distance. Try to attract attention by blowing
whistle provided in your lifejacket or swim
back stroke and wait to pick you by rescue
boat. If life boat or life raft is not seen then
you must swim at least 100 m, clear of the
 Personal Survival Techniques
vessel, you will be picked up by the rescue
boat in course of time.
IMMERSION SUITS
IMO general requirements for immersion suits
• The immersion suit shall be constructed with
water proof rubberised material such that:
• It can be unpacked and donned without
any assistance within 2 minutes taking into
account any associated clothing a lifejacket
if the immersion suit is to be worn in
conjunction with a life jacket.
• It will not sustain burning or continue
melting after being totally enveloped in a
fire for a period of 2 seconds.
• It will cover the whole body with exception
of the face, hands shall also be covered
unless permanently attached gloves are
provided.
• It is provided with arrangements to
minimize or reduce free air in the legs of
the suit.
• An immersion suit which also complies with
the requirements for a lifejacket may be
classified as lifejacket.
• An immersion suit shall permit the person
wearing it, and also wearing a lifejacket, it
the immersion suit is to be worn with a life
jacket, then the person should be able to:
• Climb up and down a vertical ladder at least
5 m (16.25 ft) in length.
• Perform normal duties during
abandonment.
• Jump from a height of not less than 4.5 (14.9
ft) 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.
• An immersion suit which has buoyancy and
is designed to be worn without lifejacket
shall be fitted with a light and a whistle.
• If the immersion suit is to be worn in
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conjunction with a lifejacket, the lifejacket
shall be worn over the immersion suit. A
person wearing such an immersion shall be
able to don lifejacket without distance.
THERMAL PERFORMANCE REQUIREMENT
FOR IMMERSION SUITS
• An immersion suit made of material which
has no inherent insulation shall be marked
with instruction that it must be worn in
conjunction with warm clothing.
• When worn in conjunction with warm
clothing, and lifejacket, the immersion suit
must continue to provide sufficient thermal
protection. Following jump by wearer into
the water from a height of 1.3 m (14.9 ft)
and when it is worn for a period of 1 hour
in calm circulating water at a temperature
of 5º C(42º F), the wearer’s body core
temperature does not fall more than 5ºC
Immersion suit made of insulating material
do not allow the body temperature fail more
than 5º C when a man in the temperature
of 5º C to 30º C for 6 hours.
THERMAL PROTECTIVE AIDS
Thermal protective aids are made of
water proof low convective, insulating material.
These will be required for all persons in open
lifeboats who have not been equipped with
immersion suits. These are light weight strong
plastic bag or suits with arms which cover the
whole of the body, with the exception of the
face. They are highly visible in colour and easily
donned. Their function is to reduce both
connective and evaporative heat loss from the
wearer’s body. They can be removed in the
water in 2 minutes. If the water finds it difficult
to swim. They provide thermal insulation to the
body in temperature ranging from 20º to -30ºC.
INFLATABLE - LIFE RAFTS
Construction
• The inflatable life raft is made of ruberized
material coated with synthetic fabric and it
shall have even number of buoyancy tunes.
 Personal Survival Techniques
They may be circular in shape oblong or
hexagon shape, usually double buoyancy
tube and both shall be independent of each
other. If any one of the tube is damaged,
the other shall be capable of suporting all
the persons the raft is certified to carry.
• Construction must include a canopy of
double layer of highly visible in colour will
protect the occupants against exposure
and shall have a means of catching rains
from which there is a tube leading into the
raft for collecting of rain water. Both the
inside and outside of the canopy have a
lamp, powered by separate sea water
activated batteries, burns at a 4 luminous
candela power for at least 12 hours. The
outside lamp could be fixed or flashing. The
power can be saved during day light by
disconnecting the batteries. Even life raft
includes double floor, double layers of
canopy, double buoyancy tubes and a
number of pockets which will fill with water,
when the raft is launched together with gas
bottle give stability to the raft in a sea way.
• Every life raft shall be so constructed as to
be capable to withstand exposure of 30
days afloat in all sea conditions and when
dropped in the water from its stowage
height of 18 meter, there will be no damage
to the life raft, and its equipment. If the life
raft is to be stowed at a larger height, it
must be satisfactorily drop tested from at
least from that height.
• The floating life rafts shall be collapsible of
withstanding repeated jumps on it from a
height of at least 4.5 meters above on its
floor with and without the canopy erected.
The life raft and its fitting shall be
constructed as to enable it to be towed at
a speed of 2 knots in calm water when
loaded with full complement and with one
of its sea anchor streamed. The life raft
shall have double layers of canopy to
protect the occupant from exposure which
is automatically set in place when the life
raft is launched and water borne.
• The sub-division of the buoyancy of the
compartment and the means of inflation are
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to be such that if only half of the
compartment is inflated, the raft will still
support its approved complement of
survivors. The gas used for inflation of the
raft must not be injurious to the occupants.
Inflation is to occur automatically by the
pulling of the painter attached with gas
bottle device. Means must be provided
topping up the buoyancy compartments and
must be capable of operating throughout
the temperature range, ranging from -30º
to +65º C. The raft must be stowed so that
readily available in an emergency, inflate
and break free from ship if ship sinks, no
extra lashings shell used to secure the raft
in its stowage position. They must be fitted
with an automatic release unit (HRU). The
life raft may be contained in GRP containers
or valises. They are kept or stored on
cradle or ramps specially built onboard ships
on the ship’s side and its painter must be
secured to a strong point onboard ship with
week-link attached to H.R.U.
• Retro reflecting tapes must be fitted on the
top side as well as bottom of the life raft.
The raft inflated with CO2 gas and some extra
gas at the ration of 3.5 gm nitrogen gas at
the rate of per person capacity of the life raft
is added which act as an anti freeze agent.
The gas contained in the gas cylinder is
depend on the size and type of the life raft
which is from 6 kg weight to 8.5 kgs weight.
The gas is non inflammable and non toxic,
through it can cause asphyxiation in case of
gas leak. Should the life raft capsize or
inflated upside down it is capable of being
easily righted up by one or two persons, by
means of righting strap is provide facing
towards the windward side. The raft is
provided with one or two opening. Every
opening is fitted with a ladder or boarding
ramp to enable survivors in the water to climb
aboard the raft. The total weight of the life
raft with its container should not exceed 185
kgs in cargo ships. Life raft carried in merchant
ships are from 12 persons 20 & 25 persons
capacity. The persons capacity life raft are
only supplied in such types of ships where
the place of work in 150 meters and more on
 Personal Survival Techniques

forward and aft then 6 persons capacity life
raft are provided on both sides to those
persons working there and they don’t have
enough time to reach their embarkation
stations and also they will get their life
jackets from these places.
• The life rafts are packed in its GRP (Glass
Fiber Reinforced plastic) containers or
canvas made valises is placed aboard ship.
The end of the rafts painter must be made
fast a strong point on the ship. It
sometimes happens that on tugging the
painter to activate the gas bottle for
inflation of raft only half the raft inflates.
This is probably due to that fract that some
life rafts have to gas bottles, therefore give
the painter another tug which will most
probably activate the second gas bottle and
inflate the raft completely.
• Remember that life raft must never be
inflated on deck because it might get
damage by friction or chaffing or by any
sharp objects.
• They should be thrown overboard before
inflation, when ordered abandon ship, davit
launched life rafter must be swimg out
outboard and then be inflated and boarded
at the embarkation deck level.
windward as per the size of the life raft, 12
persons and below one person and 13 and
above 2 persons are required to right up
the life raft.
Instructions of Immediate action in a life raft
• Upon entering the life raft, the instructions
on survival card, concerning immediate
action should be read carefully by the
incharge or any senior survivor to the other
survivors. The instructions should be
written in one of the official languages of
the country or in appropriate language and
or in English. After all the occupants have
boarded the life raft the lader should do
the following.
• Pull all the slacks of the painter towards
the ship and cut the painter and get clear
off the ship to a safer distance.
• Look for any survivor in water if any and
pick them up and get away from the ship’s
side as soon as possible with the help of
paddles ; and sea anchor. If the sea is
rough 2nd sea anchor can be used which is
kept in the emergency pack.
• close up all entrance flaps of the life raft if
the sea is roughor cold winds are blowing.

LAUNCHING OF LIFE RAFT

Preparations must be made before
launching a life raft such as:
• Removing all obstacle, railing etc.
• Rig the boarding ladder.
• Make sure that is painter must be secured
to a strong point or if it is brought launching
position, its painter must be secured before
throwing the life raft overboard.
• Pull all the slacks of the painter and give a
hard tug or pull, it will inflate within the
period of 20 to 30 seconds time and one
minute in between 5º C to 20º C. 3 minutes
in 0ºC to 30ºC.
• If the life raft inflate upside down, it can
righted up by one or two persons facing

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1. release valve 5. Rain water collection device

2. Floting knife 6. Rescue line with quoit
3. Inflation valve 7. Internal light
4. Water Sachets 8. External light

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• Ensure sea anchor streamed when clear of • Administer first aid if appropriate.
the ship’s side. • Arrange watches and duties.
• Read survivor instructions. • Check life raft for correct operation and any
HOW TO SURVIVE IN A LIFE RAFT damage and repair as required.

• Identify person’s incharge of the life raft. • If CO2 is leaking into the life rafts, ventilate
the life raft by opening up entrance flaps,
• Post of lookout. and detect the leak, repair it and top of the
• Open equipment pack. life raft by topping of pump.

• Issue anti-sea sickness medicine and sea • Check functioning of canopy lights and if
sickness bags. possible disconnect power during day time.

• Dry life raft floor and inflate floor if • Prepare and use detection equipment such
appropriate. as SART, EPIRB, including radio equipment.

• Maneuver towards other life rafts, secure • Gather up any useful floating objects.
life rafts together and distribute survivors • Protect against heat, cold and wet
and equipment between survival raft as conditions.
required.
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 Personal Survival Techniques
• Decide on food and water ration.
• Make proper use of available pyrotechnics.
• Prepare action for:
- arrival of rescue units.
- Being taken in tow.
- Rescue by helicopter
- Landing
- Beaching
Hydrostatic release unit (HRU)
• The lashing or securing strap of life raft
container on deck must be secured by an
automatic release mechanism.
• This usually takes the form of a hydrostatic
release.
RATIONS FOR LIFE BOATS AND LIFE
RAFTS (KHJ) KILO JULES
Totally food ration for each person should
not be lessthan10,000 KJ (kilo joules) is kept in
an air tight pack, capable for being opened
with wet or cold hands and stowed in water
tight containers per person. The ration shall
be readily divisible into four equal one day
portion per person and 3 liters of fresh water
per person, at the rate of 1/2 liter per day per
person supplied. No food and water to be
issued for the first 24 hours to any person
except injured or dehydrate persons after
abandoning the vessel or ship. In lifeboats and
rafts, one third of the water may be replaced
by desalting apparatus capable of producing
fresh water within 2 days or 48 hours. No food
or water is carried in rescue boats.
Equipment for inflatable life rafts : Solas
A pack
• Buoyant rescue quoit at least 30 meters of
buoyant line.
• Two sponges one salt free for collecting
condensation.
• One safety knife with a buoyant handle for
12 persons or below and 2 safety knifes 13
127
persons and above.
• One buoyant bailer, for 12 persons or below
and two buoyant bailer 13 persons and above.
• Two sea anchors, one premanently
attached. Second sea anchor can be
secured in case of rough weather.
• Two buoyant paddles.
• One rust proof graduated drinking vessel.
• One survival instruction manual / card.
• Instructions for immediate action.
• A puncture repair kit and topping of pump
or bellows.
• One first aid kit in water proof casing.
• One plastic whistle
• One water proof electric torch
• One radar reflector or on (SART)
• One day light signalling mirror or heliograph.
• One set of fishing tackle.
• One set of life saving signals.
• Six anti sea sickness tablets and sea
sickness bag for each person
• Thermal protective aids sufficient for 10%
of carrying capacity of the raft or minimum
of two.
• Six hand flares.
• Four rocket parachutes.
• Two buoyant smoke signals.
• A food ration totalling not less than 10,000
KJ for each person.
• Water 1.5 litres 1/2 litre per person of which
1/2 litres may be replaced by desalting
apparatus in 2 days.
• SOLAS B Pack : Ships on short international
voyage of coastal cargo shipyard coastal
passenger ship may carry SOLAS B Pack and
will not carry item 7-16, pyrotechnics)
• Three tin openers.
 Personal Survival Techniques
RADAR REFLECTOR
• A radar scanner is only as effective as
reflector which turns its signal. Therefore
for a reflector a signal, the reflector must
visible to the scanner.
• Large high sided ships such as VLCC’s
particularly when they are proceeding light,
will have a large area ahead which is
screened from the scanner, by the bows.
Moreover, they will probably be proceeding
ahead at a fast speed. Obviosly then unless
an object is seen by the scanner, will ahead
the ship or it may not be seen at all. But the
time it is sighted by the look out man (if
needed it is sighted) it may be too late for
the ship to alter course, should it be on a
collision course with a small boat or the raft.
• It is therefore essential that a radar
reflector is mounted as high as possible. A
minimum height of 4m (13ft) above sea
level will give an effective coverage over a
minimum radius of 5 miles. The reflector
should if at all possible, never be mounted
any lower than this. It should be mounted
in as near a vertical position as possible
and should not be masked by a metal part
of the superstructure (metal masts will not
create enough shadow to cause concern)
• Some life raft now include radar reflective
strips in their canopies.
• When life rafts, life boats and sailing yatchs
are not provided with a radar reflector, the
only alternative is to keep the sails or
canopy wet with sea water. However, the
actual effectiveness of a wet sail or canopy
is very dubious while the continued effort
required would mean that it could only be
carried out when a vessel was sighted.
MARKING ON THE LIFE RAFT CONTAINER
• Every container or valise shall be marked
with : The marker’s name or trade mark its
serial number, name of approved authority
number of persons it is certified to carried
(SOLAS, PACK A OR PACK B). Date when
last serviced, length of painter, maximum
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stowage height above water line. In case
of rigid life rafts name of the ship and port
of registry is to be marked on the container.
MARKING OF INFLATABLE LIFE RAFTS
The life raft shall be marked under side or
over each entrance with:
• Maker’s name or its trade mark.
• Serial number.
• Date of manufacture and name of approving
authority and name and place of servicing
station where it was last serviced and
number of persons it is certified to
accommodate.
SHARKS
• If there is shark infested area then the
people should group together (not lash
other) facing outwards. Retain all clothing
especially on legs and feet. Keep quite and
as stationary as possible and only move to
keep the shark in sight. Bind bleeding
wounds and if necessary strokes. Getting
into an oil patch will help you, but our best
defence is get into the bot or life raft, if this
is possible. Never try to temper with shark
or whale or trial your hand in the water from
the boat or life raft.
PYROTECHNICS
• All pyrotechnics must be kept in a weather
tight container and have a storage life of 3
years with their date marked on them. The
out dated pyrotechnics must not dumped
or disposed off at sea but should be
returned to the manufacturer only.
1. Rocket Parachute Flares:
• At least 12 rocket parachute per vessel on
board a passenger ship and cargo ship to
be carried and in addition in those required
in the lifeboat and life raft under the new
1986 LSA Regulation. Although only 2 and
carried in lifeboat and life raft on short
international voyages. At the time of firing
a rocket parachute flare, it should be fired
 Personal Survival Techniques
at an angle which obtained an altitude at
least of 300 meters. Decent rate 5 meter /
second burning time at least 40 second
totally extinguished at a height of 45 to 50
meters above the sea level.
• Luminous intensity not less than 30,000 to
40,000 candla power and extinguish above
the sea at about 45 to 50 meters.
• When an observer see a rocket in the air
time or in low visibility they must take the
bearing. Rocket parachute flares draw the
attention of ships, ashore people,
helicopter, search and rescue plan indicating
htat survivors are there. Remember rocket
parachute flare should not be fired when
any helicopter or plane is approaching.
• Under normal conditions rocket parachute
flares can be fired vertically if there is no
wind, if a strong wind is blowing they should
be fired at some angle about 10-15 degree
according to the speed of wind. If fired into
the wind the rocket will tend to seek the
wind directed at a larger angle and will not
reach to a required height of 300 meters,
this will reduce its chanc of visibility. If low
visibility or low clouds are there rocket may
be fired about an angle of 45 degree
downward direction. I has approximate
range of about 20-25 miles but in very clear
visibility it may be seen about 35 miles
range, if a plane flying at 3000 feet height.
Hand held red flares:
• These hand held red flares, 6 per lifeboat
and life raft are carried in long international
voyages but 3 in number in lifeboat and life
raft in short international voyages.
• Luminous intensity - 1500 candla power.
• Burning Period 55-60 sec.
• Range of visibility 5-7 miles.
• Hand flares should be held up at leeward
side at arms length.
Buoyant smoke signals
• 2 per life boat and life raft omitted thick
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orange smoke for a period of not less than
3 to 3.5 to 4 minutes while the signal is
floating in calm water. One buoyant smoke
float is carried in solas B pack. It has low
effect in case of strong wind. A very effective
day time signal especially when viewed from
above approximate range 5 to 7 miles.
• Note : Distress signals burning red in colour
are also known as red distress signals such
as rocket parachute and hand held red
flares.
LIFE SAVING ARRANGEMENTS FOR
SEARCH AND RESCUE AND DISTRESS
CALL:
• Most maritime countries of the world
provides lifesaving service for persons in
distress in their coastal areas. One of the
biggest factor in providing assistance is
that, they maintained a 24 hours radio
watch on the international distress
frequencies and also a certain classes of
ships are also required to keep a watch at
sea. For this, ships are fitted with suitable
radio equipment of these distress
frequencies to provide immediate life saving
service for the rescue of people in distress
within their reach around the coasts by
playing an important part by way of
assistance or saving of the life of people.
• Provides that the master of vessel shall so
far as he can do so without serious danger
of his own vessel her crew and passengers
render assistance and to every person,
even if such person be an enemy who is
found at sea in danger. If he fails to do so,
he is guilty, of a misconduct behaviour. If
the master of any ship is distress
requisitions any ship that has answered his
call, it is the duty of the master of the
requisitioned ship to comply with the
requisition by continuing to proceed with
full speed to the assistance of the vessel,
aircraft or person is in distress at sea must
be made or written in official log book.
 Personal Survival Techniques
STATUTORY DISTRESS SIGNALS
These are :
• A gun or other explosive signal fired at
intervals of about a minute.
• A continuous sounding with any fog
signalling apparatus.
• Rockets or shells throwing red stars fires
one at a time of short intervals.
• A signal made by R/T or by radiotelephony
or radiotelegraphy or by other signalling
method consisting of the groups (S O S) in
the Morse code.
• The international code signal of distress by
N.C.
• A signal consisting of a square flag having
above or below it a ball or anything
resembling a ball.
• Flames on the vessel burning tar, oil barrel
etc.
• A rocket parachute flare or hand flare
showing a red light.
• A smoke signal giving off range colour
smoke.
• Slowly and repeatedly raising and lowering
arms outstretched to each side.
• The radio auto alarm signal (12 dashes) on
500 KHZ.
• The radiotelephone alarms signal (two
tones on 2182 KHZ.
• Signal transmitted by (EPIRB) emergency
positioned indicating radio beacons.
• A piece of orange coloured canvas with
either a black square and circle for
identification from the air.
• A dye market such as in green or orange in
colour.
AUTHORITY TO USE DISTRESS SIGNALS
• No signal of distress should be used by any
vessel unless master of the vessel is in
serious and imminent danger or that
130
another vessel or aircraft is in serious and
imminent danger and cannot send distress
signal by itself.
• Masters are also reminded of the need to
cancel or revoke a distress call if the ship is
no longer in danger. Failure to do so on
such occasion resulted in serious loss of
time.
LIFE SAVING AND DISTRESS SIGNALS
The importance of instantly recognizing a
distress signals and being fully conversant with
their use, together with the procedure for
rendering assistance cannot be too strongly
emphasized. Most maritime countries provide
life saving service to persons in distress in thier
coastal areas. One of the biggest factors in
providing assistance is the 24 hours radio
watch required to be maintained by vessels of
500 tones gross and upwards. These watches
are kept on a frequency of 500 KHz radio
telegraphy (R/T). The watch is to be maintained
at all time except when operator is performing
other necessary work and to keep a loud
speaker watch. Silent periods are laid down
for 15 to 18 and 45 to 48 minutes past each
hour of GMT, during which the frequency of 500
KHz must not be used except for distress,
urgency safety signals. In the case of R/T the
silent periods for 2182 KHz are from 00 to 03
and 30 to 33 minutes passed each hours of
GMT, During the silent period vessels which do
not come under the merchant shipping Radio
Rules require to maintain a watch.
When an operator hears a distress call
he must answer it. At the same time allowing
a sufficient intervals of ships to acknowledge
it which are close to the distressed vessel. He
must then inform his master for all call, whether
other ships acknowledge it, and position of
those ships. Master may then instruct him to
repeat the call on the distress frequency,
acknowledge it. These units are able to
transmit on 500 and 8364 KHz and to receive
on 500 KHz. They are also able to
automatically transmit on 500 KHz. The auto
alarm signal 12 dashes of 4 seconds each
having one second intervals, all made within a
minute followed by SOS set three times,
 Personal Survival Techniques
together with a subsequent long dash of 10
to 15sec. So that listeners can take a radio
bearing of the transmitter. On 8364 KHz the
same signal is automatically keyed with the
exception of the auto alarm signal. Coast radio
station who keeps watch on 500 and 2182 KHz
and VHF channel 16. A reply call is relayed on
500 KHz and also on 2182 KHz.
• The signal must be revoked if assistance is
no longer required.
• Failure to this may cause unnecessary
waste of time and anxiety to the other
person, such as search and rescue aircraft
airship.
PROCEDURE FOR TRANSMITTING
DISTRESS OR URGENT SIGNALS
• Frequencies used are 500 KHz (RT) and
2182 KHz (RT). Any other frequency may be
used however, timely assistance may be
summoned more quickly on that frequency.
The (RT) alarm signal is automatically keyed
and sends 12 dashes in one minue. This
operates the auto alarm of the other ships.
It indicates to ship and cost radio station
that a distress call is about to be
transmitted. It is immediately followed by
SOS sent three times and 10 to 15 second
long dashes on auto alarms so that
operator may take bearing of the R/T
distress call, after a period of 2 minutes
which following operators to stand by for
an important call or message.
• The call consists of SOS sent three times,
followed by the word ‘DE’ followed by the
ships call sign sent three times. Then
follows the message, which consists of the
ships name, position, nature of distress and
assistance required, including in this, for a
vessel if drifting, direction of drift, fire
flooding, ran ground etc. Lastly there should
be sent two 10 to 15 second dashes to
enable radio bearing to be taken. Other
signal, visual and sound should be used in
the darkness and poor visibility. On 2182
the R/T alarm signal consists of two tones
transmitted alternately and automatically
over a period of 30 seconds to one minute
131
should be used. After 2 minutes the R/T
distress call should be sent, consisting of
the distress signal MAY DAY spoken word
three times, followed by the word DE, this
is followed by the ship’s name and spoken
three times. This distress message is then
send as per R/T procedure.
ACTION TAKEN BY VESSEL IN DISTRESS
A ship in distress should transmit an
appropriate distress alarm signal followed
by distress message.
• Identification of the vessel in distress.
• Position of the vessel in distress in
longitude and latitude.
• Nature of the distress and the assistance
required.
• Other relevant information to facilitate the
rescue, number of persons number of life
boats and life rafts being lowered serial
number of life boat.
• Weather conditions.
• Details of casualities and state of injuries.
• Total number of crew and passengers.
• Emergency location aid available at the
scene of distress and aboard survival craft.
PORTABLE RADIO APPARATUS ONBOARD
SURVIVAL CRAFT (EMERGENCY RADIO)
• Every ship must carry at least one portable
radio apparatus for its own survival craft.
It should be stowed in protected and easily
accessible position ready to be taken into
any survival craft in an emergency without
any delay. The emergency radio in a
passenger ships are fitted in the life boat
with a place for the operator.
• Passenger ships of 1500 persons capacity
and above will carry two radio sets fitted in
a lifeboat carried on each side of the vessel.
• One emergency radio fitted in a passenger
ship of 1499 persons capacity and less.
• Rest all the ships on voyage of such duration
 Personal Survival Techniques
that in the opinion of the administration
may carry portable apparatus for survival
craft the administration may allow to carry
one set of such equipment.
• If the vessel is threatened by any natural
forces such as fire, ship ran aground,
flooding, ship list, ship’s engine stop etc.
and the master of the vessel has decided
to send the distress call then he can do so
without any delay. But, if the situation come
under control and when complete radio
silence is no longer necessary on a
frequency which is being used for distress
traffic, the station which has controlled the
traffic shall transmit.
• In radiotelegraphy CQDE call sign of station
sending message the time of handling in of
the message the name and call sign of the
ship is distress QUIZ or QUM.
• In radiotelegraphy or radiotelephony MAY
DAY, HELLO ALL STATIONS THIS IS name of
the station sending the message. The
name or call sign of the ship in distress
PURDONE. If distress working continuous
on other frequencies these will be identified
the transmission.
• Seelonce Mayday-Imposing silence by
station cotrolling distress traffic.
• Seelonce Distress-Imposing silence by
stations other than those controlling
distrees traffic.
• Prudunce-Resteicted working may be
resumed.
• Seelonce Feenee-Radio silence is no longer
required.
(Applicable on2182khz and VHF channel 16
radio telephone frequencies.)
COMMUNICATIONS
• To carry out any rescue operation, efficient
communication between all parties are
essential and they may be established in
many forms, but radiotelephone and VHF
are the best. Should these be unavailable
132
owing to damage, loss or power, or weather
interference, alternative methods must be
adopted. These may be one or more a
combination of the following.
• Shouting works of mouths, distance and
weather permitting.
• Morse code by flashing or sound.
• International flag (hoisting) hoists.
• Morse by flags.
Facilities
• To Transmit : ON 2182 KHz power output 3
watt approximately range 40 nautical miles
(maximum power output 15 watt)
• To receive : On 2182 KHz or radiotelephony.
• SILENCE PERIOD FOR 2182 KJz : Ships
listening period is for 3 minutes between
00 to 03 minutes past each hour of GMT
(Greenwich time)
• To transmit on 500 KHz (Radio telegraphy
or Morse distress). Power output 3 watts
approximate ly (range 90 nautical miles)
and maximum 15 watts.
• To receive 500KHz (Radiotelegraphy)
Silence period)
• To ships listening period is for three minutes
between 15-18 minutes and 45-48 minutes
past each hour of GMT.
• To transmit 8364 KHz (Morse distress) :
Range 200 nautical miles power output 3
watt and maximum 15 watt approximately
receive 8364 KHz (Morse Only)
OPERATING INSTRUCTION FOR
EMERGENCY RADIO
• The operating instructions to operate the
emergency radio will be found on the
weather proof operating instruction card
inside the lid of the emergency radio.
• After opening the lid and installation, turn
one or both cranking handles to keep both
lights on during sending/ receiving and
testing. All transmission can be heard in the
 Personal Survival Techniques
earphone.
• How to send automatic distress signal on
500 KHz.
• Turn yellow or green frequency change
switch knob to 500 KHz and transmit as
required.
• Turn blue knob to auto key and press auto
key start button. The automatic distress
signal (alarm signal SOS will be transmitted
three times and two long dashes of 10 to
15 seconds) is sent out automatically taking
about two minutes to enable radio officer or
operators to reach their apparatus and take
the bearing of the transmission and bring it
to operation. The radio telegraph distress
signal indicates that a ship is threatened by
grave and imminent danger and request
immediate assistance so that ships nearer
to the stations in distress can answer and
acknowledge the call without any
interference. The radio officer or operator is
then at once to inform the master and
whether he has heard other ships
acknowledging the ‘DISTRESS MESSAGE’ and
what is their relative position if they have
given them. He will then act upon the
Master’s instructions on the action if any
which he has to take in regard to the
repetition of the distress message on 5090
KHz, 2182 KHz or VHF channel 16 as the case
may be. All the message to be inter in the
official log book.
• Adjust red knob for maximum deflation on
meter. The last adjustment may be obtained
when the auto key light is indicating two long
dashes.
• Auto key start button must be pressed to
start each automatic transmission.
• The automatic distress signal should be send
particularly during silence period a quarter
to and quarter past each hour of GMT (E.E
15-18 minutes to 45-48 minutes past each
hour).
Manual Morse
• Set yellow knob to 500 KHz transmit or 8364
KHz transmit as required.
133
• Set blue knob to Morse Key and send
message by operating.
Telephony alarm (Two tone) on 2182 KHz
• Turn yellow knob to 2182 KHz transmit.
• Turn blue knob to 2 tone alarm.
• Adjust red knob for maximum deflection on
meter particularly during silence period at
the hour and half hour GMT ie. 00-03 minutes
and 30 minutes to 33 minutes past.
• Receive 500 KHz
• Turn yellow knob to 500 KHz received and
get green knob to maximum until reply is
received.
• Telephony (speech) on 2182
• Turn yellow knob to 2182 transmit.
• Turn blue knob to speak and check that red
knob is adjusted for maximum deflection on
meter.
• To transmit distress call as follows.
• MAYDAY - MAYDAY - MAYDAY, this is (name of
the ships or its call sign three times) Repeat
call three times and add your position, in
latitude 57 degree North or South, longitude
110 degrees East or West (Nature of
distress) whether on fire flooding, ran
around etc. number of life boats and life raft
in the water, number of persons in each
lifeboats or life rafts serial number of the
life boats, life rafts etc. and assistance
required over.
To receive 2182 KHz
• Turn yellow knob to KHz received and set
green knob to maximum until reply is
received.
• Turn the knob to 8364 KHz receive and set
the green knob to maximum. Turn the black
knob to 8364 KHz reception, reduce the
green knob setting when a reply is received.
It may be necessary to listen to another HF
receive frequency after contact has been
established. In the cases turn the knob to
 Personal Survival Techniques
maximum and turn the black knob until the
transmission on the new frequency is
received.
PROCEDURE FOR RADIO TELEPHONE
For use only who immediately assistance
required.
• Ensure transmitter is switched on to 2182
KHz.
• If possible transmit is switched on to 2182
KHz
• Then say MAYDAY, MAYDAY, MAYDAY, DE, this
is ships name or call sign three MAYDAY,
followed by ships name or call sign once
again, position in latitude North or South
and longitude East or West.
• Nature of distress, such as on fire, number
of boats or people in the boat, Assistance
required over.
• Then listen for a reply and if no reply is
heard then, send the same above said
procedure, particularly during the 3 minute
silent period commencing at each hour of
GMT.
• Example : sometime ALARM SIGNAL may
followed by : MAYDAY, MAYDAY, MAYDAY THIS
IS RAJA, RAJA, RAJA, MAYDAY, RAJA
• Position : 54º - 24’ North 16º - 34’West, I
am on fire, request immediate assistance
over.
GLOBAL MARITIME DISTRESS SAFETY
SYSTEM (G.M.D.S.S.)
IMO began work on the Global Maritime
Distress and Safety System in the 1970s and
its introduction marks the biggest change to
maritime communications since the invention
of the radio.
It has been introduced in stages between
1993 and 1 February 1999. The basic concept
of the system is that search and rescue
authorities ashore, as well as ships in the
vicinity, will be rapidly alerted in the event of
an emergency.
134
The GMDSS makes great use of the satellite
communications provided by INMARSAT but also
uses terrestrial radio.
The equipment required by ships varies
according to the sea area in which they
operate ships travelling to the high seas will
need to carry more communications equipment
than those which remain within reach of
specified shore based radio facilities. In
addition to distress communications, the
GMDSS also provides for the dissemination of
general maritime safety information (Such as
navigational and meteorological warnings and
urgent information to ships)
COSPAS SARSAT SYSTEM
Introduction
The COSPAS-SARSAT (COSPAS : Space
system for search of Distress Vessels, SARSAT
Search and Rescue satellite - Aided Tracking)
system is a satellite - aided search and rescue
(SAR) system designated to locate distress
beacons transmitting on the frequencies 121.5
MHz or 406 MHz. Certain beacons also
transmit on 243 MHz, but this signal is relayed
only by SARSAT satellites and not all LUTs are
equipped with 243 MHz receivers, it operates
in the same manner as 121.5 MHz system. It
is intended to serve all organizations of the
world with responsibility for SAR operations
whether a distress occurs at sea, in the air or
on land.
COSPAS - SARSAT is a joint international
satellite-aided search and rescue system,
established by organizations in Canada,
France, The United States and Russia.
The COSPAS-SARSAT system has
demonstrated that the detection and location
of distress signals can be facilitated by global
monitoring based on low-altitude satellites in
near-polar orbits, It has been used successfully
in a large number SAR operations world-wide.
Unless, as an alternative, a ship is provided
with a L-band satellite EPIRB operating in areas
A1, A2 and A3 only, the carriage of a float-free
satellite EPIRB operating on the 406 MHz in
 Personal Survival Techniques

the COSPAS - SARSAT system is required on all
SOLAS ships.
OPERATIONAL DETAILS
The worldwide communication coverage of
GMDSS is achieved by a combination of satellite
(INMARSAT) and terrestrial systems, Based on
the range limitations of each system the four
seas have been defined according to the
coverage of VHF, MF, HF, Cost Radio Services
and INMARSAT services. The type of radio
equipment required to be carried by a vessel
is therefore determined by its are of
operations.
BASIC CONCEPT OF THE SYSTEM
There are at present three types of
beacons, namely Emergency Locator
Transmitters (ELT) (airborne), EPIRB s
(maritime) and Personal Locator Beacons
(PLBs)(land). These beacons transmit signals
that are detected by COSPAS-SARSAT polar
orbiting satellites equipped with suitable
receivers/processors. The signals are then
relayed to a ground receiving station, termed
a Local User Terminal(LUT), which processes
the signals to determine the beacon location.
An alrert is then relayed, together with location
data and other information, through a Mission
Control Centre (MCC) either to a national RCC,
another MCC or to the appropriate SAR
authority to initiate SAR activities.
WATCH ON FREQUENCIES
A. Coast Stations
Those coast stations assuming a watch
keeping responsibility in the GMDSS shall
maintain an automatic digital selective calling
watch on frequencies and for periods of time
as indicated in the information published in the

Area- Survival
Distance Radio Frequencies *EPIRBs
Description Craft

A1 wihin range of Depends on VHF 156-525 MHz (Ch Either 406 MHz 9 GHz radar
shore based VHF antenna height at 70) for DSC 156.8 COSPAS-SARSAT transponder
stations shore based VHF MHz (Ch16) L-Band (1.6GHz) VHF portable
station. about 20- radiotelephone or VHF EPIRB radio (Ch 16
100 n miles February 1999) (after other and one
frequency)
A2 within range of about 100-300 n MF as above 406 MHz as above
shore based MF miles VHF plus2187.5 KHz COSPAS-SARSAT
stations DSC KHz or L-band (1.6
radiotelephone GHz)
2174.5 NBDP 518
KHz NAVTEX

A3 within 70°N - 70°S HF As above pllus 406 MHz as above

Geostationary 1.5-1.6 GHz COSPAS-SARSAT
MF
Satellite range alerting or as A1 or L-band (1.6
(ie. INMARSAT) VHF and A2 plus all GHz)
HF frequencies

A4 othe areas North of 70°N - or HF 406 MHz as above

(ie. Beyond South of 70°S
MF COSPAS-SARSAT
INMARSAT
Range) VHF
* Emergency positon indicating Radio Beacon
135
Personal Survival Techniques

136
Personal Survival Techniques

137
 Personal Survival Techniques
List of Coast Stations.
B. Coast Earth Stations
Those coast earth stations assuming a
watch-keeping responsibility in the GMDSS shall
maintain a continuous watch for appropriate
distress alerts relayed by space stations.
C. Ship Stations
Ship stations complying with the provisions
of the chapter shall, while at sea maintain an
automatic digital selective calling watch on the
appropriate distress and safety calling
frequencies in the frequency bands in which
they are operating. ship stations, where so
equipped, should also maintain watch on the
qppropriate frequencies for the automatic
reception of transmissions of meteorological
and navigational warnings and other urgent
information to ships. How ever, ship stations
shall also continue to apply the appropriate
watch-keeping provisions of distress and
safety communications.
D. Ship earth Stations
Ship earth stations in use for the reception
of shore-to-ship distress alert relays should
maintain watch except when communicating
on a working channel.
SAR (Search & Rescue)
• Search and Rescue was globalized into
international program, known as COSPAS
and SARSAT. Which is the major contribution
from the USA, France, Canada, USSR. It
helps people every where around the glob.
In 1981, a program started to use satellite
to detect Radio Beacons. AT 121.5 MHz.
The program was successful as an
experiment that it is now an international
program and that has been saving people
throughout the world who are in distress
out at sea.
• The system consist of COSPAS SARSAT
satellite system is, there are 3 different
types of beacons : (1) Emergency located
beacon on board for individually to be
activated manually (3) Emergency position
indicating radio beacon for ships activate on
138
immersion in water. Signals from these
beacons are received by space craft and
transmitted back to Earth where they are
received by local users Terminals called LUTs.
LUTs processes these signals to local
distress signal and transmits these
information to their Mission control centre
know as MCC, which validates source and
passes on their distress alert messages and
location to the designated. Rescue
Coordinate Centre know as RCC. The RCC
coordinates search and rescue operation
through a number of SAR agencies such as
NAVY, Airforce, Coast, Guard of other
assigned agencies and coast Radio Stations.
• An inter agencies committee was organized
by the Indian Space Organisation to
consider the ways and means of how to
essentially benefit from the new
development in space technology. After all
the agencies agreed to the proposal that
the Government as a whole should
participate in the COSPAS SARSAT system.
• These are preferably two, LUTs : One
situated in Bangalore and other in Lucknow,
Based on these recommendation India
Joined the COSPAS, SARSAT system in 1987
and action were immediately taken to follow
the program emphasized by the inter
agencies committee. The first LUT at
Bangalore, as well as the control centre
know as MCC, was set up another LUT in
Lucknow so that we can cover the entire
area of the Indian continent.
• A significant element in this system is the
use of 406 MHz beacons especially designed
to work with COSPAS, SARSAT satellite.
When compared with conventional 121.5
MHz beacons, these 406 MHz beacons
transmits the high power digital signal with
the beacons identity, including country or
aircraft and type of emergencies. These
beacons can operate in extreme
enironmental conditions. The sapce craft
stores and transmits these distress signals
to all the LUTs in the world circulating in the
global alert. False alarms are reduced to
a minimum. These beacons are now being
 Personal Survival Techniques
developed in India. With theavailability of
the satellite based system, early detection
and location of distress makes for operation
timely and effective.
• During distress the beacons is activated
COSPAS, SARSAT, Satellite transmits beacon
signal to India LUTs. These LUTs are
automated system which through tracking
each satellite pass, receive a signal. The
signals are processed to locate the vessel
or processed to locate the vessel or aircraft
in distress. LUTs transmits the processed
information to the Indian MCC at matches
the date with information from other LUTs
and MCC. It generates the distress
messages, to be transmitted by telex to the
designated RCC nearest to the sight of the
incident. To ensure effective communication
between RCC & MCC a reddendum channel
the Aeronautical fixed telecom network has
established. The message received by RCC
sets the SAR operation in notion.
• The SAR agencies such as the coast guard
when informed by the RCC activates its
infrastructure to provide relief. The resume
process involves equipping the rescue team
according to the type of emergencies, fire
explosion, medical health and so on. Indian
LUTs can receive beacon signals organizing
from a large area stretching from East Africa
to Indonesia. Hence service area under
Indian MCC includes 12 countries, in
accordance with COSPAS, SARSAT data
distribution plan. The COSPAS,SARSAT data
distribution plan. The COSPAS, SARSAT
program is managed council and joint
committee with representative from all
participating countries in the program.
These groups meet periodically to review
system performance and formulate future
plans including addition of new entrance to
the program. Satellite aided system for
search and rescue is at the service of all
those who needed. It has the capability to
provide immediate information in minimum
time.
EMERGENCY POSITION INDICATING
RADIO BEACON (EPIRB)
139
• Emergency position indicating radio beacon
is basically a 406 MHz transmitter operating
through the COSPAS, SARSAT search and
rescue satellite system. EPIRB transmits a
coded distress signals in the UHF band
406.025 MHz for alerting search and rescue
(SAR) authorities via a low power signal at
121.5 MHz and 243.0 MHz in VHF band as
receiving frequency to assist in search and
rescue operations. The EPIRB is activated
either manually or automatically.
• To activate the EPIRB manually, pull the
locking pin at the top of beacon. When the
beacon is put in the water, or released
automatically and will stop when the
beacon as lifted out of the water, or
released automatically and will stop when
the beacon as lifted out of the water. Once
the EPIRB is switched on it should not be
switched off. On all ships other than those
operting within VHF range of coast station
and equipped with VHF, EPIRB hasa float
free arrrangement. This will operate in the
406 MHz and which will allow its location by
polar orbiting station of the COSPAS,
SARSAT system. The EPIRB signal will
include a short coded message which will
give SAR authority an information concerning
the type of beacon. It has to be capable of
transmitting continuously for a period of not
less than 48 hours and have batteries that
do not need replacing at more than 5 years
storage life. It must be of a highly visible
colour, fitted with retro reflecting material
and be capable of floating upright in calm
water.
• Great care should be taken while handling
the EPIRB False alarms initiated by mususe
of any emergency beacons contributed to
the biggest signal increase in the type of
jobs we were called to and therefore to the
cost of the rescue service we provide.
• Sometimes what happens of (SARSAT)
search and rescue satellite alarms which
turned out to be caused by careless or
throughtless use of beacons, jumped from
45 to 52 in 1991. This means we need
lessly expanded more than power or hours
 Personal Survival Techniques
and search and rescue aircraft/ helicopters
flying time than before while we looked for
people we throught were in distress. The
helicopter and (nimrods) patrol aircraft,
used on search and rescue duties, while
most beacons were switched on
accidentally by means of carelessly knocked
over the beacon while careless handling or
while keeping in a cupboard. Be careful as
SARSAT equivalent can receive EPIRB of
121.5 and 243 MHz are also used for
homing purposes of Civil / search and rescue
air craft. On no account should they be
tampered with or apart from authorized
test, activates. However, we certainly hope
they will not be, and one way of ensuring
this is to prevent the transmission of
spurious signals: The EPIRB, important
milestone for use in life rafts, lifeboats as
mounted in its brackets on board ship to
release itself automatically from a special
mounting bracket when the ship is
submerged to a depth. A hydrostatic
mechanism free the EPIRB enabling it to the
surface and become activate.
There are three types
• 121.5 : Known as Emergncy Locator
Transmitter (ELT) for test aircraft. It activate
manually or by acceleration forces during
an aircraft crash.
• 243 : Personal (Emergency) Locator Beacon
(PLB) it is the hand held essentially used
for land and operated manually.
• 406.025 : EPIRB : Used onboard ships (ship
borne) activated manually or if a shop sink
it is released automatically from depth of
1.3 m to 4m depth and of as a result or
floatation taken, the ship sink it transmitting
the coded message of the ship.
• The system used for satellite is two
provided by SARSAT and two provided by
COSPAS. The SARSAT.COSPAS is a satellite
aided system in which the satellite are polar
orbiting north / south direction. The system
uses four satellite with a view to effect a
search and rescue operation, a radio
beacon from a distressed ship transmits
140
alert signals which are picked up by the polar
orbiting satellite. These satellites are
suitably equipped to transmit the received
alert signals to a relay of ground receiving
stations known as local user terminals
(LUTs) which process the incoming signals
from the satellite and pass them to the
mission control centre e (MCC) and alert
SAR authority known as (RCC) Rescue
Control Centre.
• The EPIRB operates on 406 MHz ann
transmit digital encoded message
consisting of nationally and identification of
the ship/air craft in distress with position
computed by Dropper shift in the associated
subsystems or serve the primary puropse
of homing. Once the EPIRB is operated its
transmission remain upto 48 hours. The
purpose of the beacon is to help determine
the position of the survivors in a search and
rescue operation and also it provide a
secondary method of distress alerting if, first
distress signal is not made or received. The
LUTs via the MCC convey the distress alert
and location data search and rescue (SAR)
authorities.
• The EPIRB is located in the monkey island
on the bridge attached with (HRU)
Hydrostatic release until mechanism. It
should be carried to the lifeboat or if not, if
ship sink. the EPIRB is automatically
released by HRU mechanism when
submerged in water a depth of 1.5 m to
4m, the EPIRB thus automatically released,
floats to the surface and transmits the
identity codes ie. nationality, its serial
number and its radio call sign.
How to Operate the EPIRB
• EPIRB can be operated manually or it can
be operated by throwing it in the water or
if the ship sink. It automatically release by
HRU unit when submerged in water a depth
of 1.3m to 4 m depth. In the lower bottom
part, two screw heads are fitted. As the
EPIRB is released and float free from the
sinking ship, a lithium battery get operated
and EPIRB get activated and automatically
 Personal Survival Techniques
start transmitting the coded message every
50 to 60 second in interval.
• EPIRB can be operated manually also.
Remove the safety pin provided in the upper
part by putting the cord and remove the
auto/on switch to ON to operate the EPIRB.
EPIRB can be kept in the lifeboat or in the
water. If EPIRB is operated automatic and
if it is lifted from the water it will switched
off automatically.
EPIRB can be tested by way of the test
switch provided in the EPIRB. Press the test
switch for one to two second then release it.
The red lamp will burn and it starts flashing
briefly. After a few seconds the 2nd lamp will
be switched off automatically and the last lamp
will continue to flash for the duration of the
test period of about 75 seconds. EPIRB should
be sent every 12 months for servicing of tis
battery or battery replacement. If cannot send
then service period can be extended to 5
month and during this 5 months time servicing
should be completed and certificate to be
obtained.
SART (SEARCH AND RESCUE RADAR
TRANSPONDER) IN LIFEBOAT OR LIFE
RAFT
• Enables a survival craft to show up on a
search vessels radar display as an easily
recognized series of dots. As most vessels
of any size carry radar, then the appeal fo
SART, is that the nearest ship can be used
to locate a lifeboat or life raft, without the
need for special direction finding equipment.
The SART transmit on 9.2 GHz and 9.5 GHz
and a typical ships radar will transmit a
stream of high power pulses on a fixed
frequency between 9.2 GHz to 9.5 GHz. It
will collect the echoes received or the same
frequency appears on the ships display until
with echoes dotted around which shows
the ship itself at the center of the screen
and the relative or true bearing of each
echoes pulses from the search and sending
back 12 series of pulses in response, which
the radar will then display as if they were
normal echoes. A series of dots is therefore
141
shown on the display must be easier to
spot than a single echo. Detection of echoes
depends upon the height above sea level.
There fore ranges of echoes appear
between 8 nautical mile to 10 nautical miles.
Air borne detection of SARTS at ranges upto
40 nautical miles given an initial search
height of 3000 feet.
DISPLAY UNIT SHOWING THE ECHOES
RECEIVED FROM A SARTS
• The portable radio apparatus should if
possible be placed in a survival craft. It is
made to withstand a drop into the water
and so that in an extreme emergency it can
be dropped overboard, to be picked up
later by a boat. Although it will with stand
a drop intt water, it may be damaged by
striking floating debris and would cause
serious injury if it struck a person in the
water. The radio officer will be busy with
distress message on the ship’s equipment
until the last moment. Each trainee should
demonstrate how to operate the radio and
should be required to make a MAYDAY call,
giving appropriate information. Great care
must be taken that alarm and distress
messages are not transmitted during the
practices. Survival craft EPIRBs are not
activated by being placed in the water
(121.5 and 243 MHz)
• They must be manually activated. Ships
float free satellite EPIRBs operating on 406
MHz are automatically activated in the water
and can also be manually activated and
deactivated. No transmission should be
possible from the EPIRB used for
demonstration purposes. All passenger
ships and cargo ships of 500 tones gross
tonnage (GRT) and upward will require at
least 3 portable two way VHF
radiotelephone and in addition a radar
transponder on each side of the ship,
stowed so that they can be rapidly placed
in any surviavl craft other than the
additional life raft or lifeboats, that must be
carried when the survival craft are more
than 100 meters from the stem or stern.
Cargo ships of 300 grt and upwards but
Personal Survival Techniques

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 Personal Survival Techniques

not less than 500 grt will require at least
two, two way VHF radiotelephones and one
radar transponder. The requirements for
radar transponder may be most by having
a transponder stowed in each survival craft,
in which case they would raplace the radar
reflectors required under the existing rules.
The radar transponder is triggerred by radar
pulses in 9GHz band 3 cm wave length of
transmit a signal showing as a row of dots
on the display of the radar which triggered
it . An audible or visual signal will indicate
to survivors that the transponder has been
triggered. Distress alerting will be carried
out by the ship’s satellite EPIRB which would
be transferred to a survival craft on
abandoning the ship.
• Be provided with a low light 0.75 candla
power by darkness to indicate its position
and not affected by sea water or oil and
prolonged exposure to sunlight.
• The battery should have sufficient capacity
to operate the satellite EPIRB for a period
of at least 48 hours.
• The satellite EPIRB should be so designed
as to be operated under any:
- ambient temperatures of 20ºC.
- Icing
- Relative wind speed upto 100 knots.
- After stowage at temperature between 30º C to
+65ºC

• Have local manual activation, remote

IN GENERAL : 406.025 MHz EPIRB activation may also be provided from the
navigatingbridge, while the device is
• The Satellite EPIRB should be capable of
installed in the float free mounting
transmitting a distress alert to a polar or
navigating bridge, while the devices is
orbitting satellite and be automatically
installed in the float free mounting.
activated after float free.
• Be designed to release itself and float free
• The EPIRB should be of an automatic float
before reachig a depth of 4 m at a list or trim
free type. The equipment mounting and
or upto 45º.
releasing arrangements should be reliable
even under extreme conditions. • Should have LABELLING for
• Be so designed that the electrical positions - Brief operating instructions.
are water tight at depth of 30 m for at least
5 min, and if there is water leakage it should • A unique ship station identity should be
not affect the performance of the beacon. made part of all messages and once it is
switched on should not be switched off.
• If time permits, should be carried to the one
• Periodic inspection and testing of EPIRB shall
of the lifeboats and be capable of manually
at intervals not exceeding 12 months and if
activating and manually deactivating and be
necessary have their source of energy
capable of floating upright in calm water
replaced. However if cases where it appears
and have positive stability.
proper and reasonable, the administration
• Be capable of being dropped into the water may extend this period to 5 months.
without damage from a height of 30 m.
USE OF ROCKET LINE - THROWING
• Be capable of being tested, without using
APPLIANCES AND LANDING SIGNALS
the satellite system to determine that EPIRB
is capable of operating properly. • Under the safety convention rules life saving
• Be capable of highly visible yellow / orange stations will reply to a vessels distress
colour and be fitted with retro reflective signal as followed.
material and be equipped with a buoyant
lanyard of about 30 m suitable for use as a Landing Signals
tether when floating free.

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 Personal Survival Techniques
• By day with an orange smoke signal or
three thunder light’s fired at minute
intervals or, by night with three white stars,
fired at minute intervals. These signals
indicate that the vessel has been seen and
that assistance will be given as soon as
possible.
• In many countries the following signals are
used when small boats are landing survivors
of wrecked vessels.
• By Day : a vertical motion of a white flag or
the arms and
• By Night : the vertical motion of white light.
• To mean : This is the best place to land.
• A second white light may indicate a direction
of landing or alternately, a green star or ‘K’
in morse.
• By day, the horizontal motion of a white flag
of the arms extended horizontally, By night,
the horizontal motion of a white light To
mean landing here is highly dangerous.
• Alternatively the letter ‘S’ may be used in
morse or a red star rocket. To mean :
landing here is highly dangerous. A more
favourable place lies in the direction
indicated.
• By day A white flag is moved horizontally
and is then affixed in the ground. A second
white flag is then carried in a certain
direction.
• By night a similar procedure is carried out
wih white lights. Alternatively, a white star
rocket in a certain direction of ‘S’ in Morse
followed by ‘L’ or ‘R’ to mean alter course
left or right.
LINE THROWING APPLIANCES
• To be carried abroad both passenger and
cargo ships engaged in long international
voyages. The apparatus is a completely self
contained unit and the set of four units
normally carried by ships, to be placed at
strategic positions in the vessel. Each unit
can be fired independently as required. The
144
unit consists of a plastic body launching,
incorporating the handle trigger assembly,
and containing the rocket, igniter and 1.3
m of ready flaked line. The unit is weather
proof, being sealed at both ends by
transparent polythene caps. This enables
the date of manufacture, of the rocket and
the igniter to be checked without removal
of cap. Full pictorial instructions are printed
on both sides of the plastic body and can
be readily used by either right or left handed
users. When firing a rocket, for tanker or
vessel with inflamable spirit, it may be
extremely dangerous to fire a rocket across
such vessel due to liability of flammable of
the taner and fire a rocket only when it has
been ascertained that it is safe to do so.
When such a risk of ignition, exists, the
distressed tanker should fire rocket line to
the rescuing vessel and hoist code flag B
at the mast at day time and use a red light
in the same position by night. In the poor
visibility by sounding the international code
group ‘GU’ on the following signalling
apparatus.
a) Signal affirmative-Green star signal or the
vertical motion of a white flag of the arms
or a white ligh at night etc. means rocket
line held.
b) To mean negative, slack away, a vast
haulling or rocket lien is no held etc.
Signal : A red star signal or the horizontal
motion of a flag or white light at night, or
the arms extended horizontally.
c) When possible, the coasts guard will fire a
rocket across the ship with a line attached,
sucha as an 9 mm hamp line. If the crew of
a ship fire a rocket ashore first, the coast
guard will get hold of this rocket line and
attach a stronger line to it. When they
signal affirmative, a crew should have on
their rocket line in order to get this stronger
line aboard.
As soon as either the stronger line or the
shore rocket line is held, signal affirmative
and then wait for a similar signal from
ashoer. As soon as it is seen, heave it on
 Personal Survival Techniques
the line, and a tailed block with an endless
line reeved through will be heaved onboard.
This is called the whip and may be 12mm
fibre rope, jackstay about 12 mm dia manila
rope be secured to the becket of the tailed
block which may be 1.3 m long rope. Often
with another 1.3 m which can be secured
using a special sleeve which the traveller
can pass over.
d) As soon as all gear onboard, ‘Make the’
tailed block fast at a convenient position to
a stronger point, as far away from the
breaking sea as possible with a clear
working area around it making sure that
the whip does not chafe on any part of the
ship. Cast off the rocket line and give signal
affirmative, as soon as this is seen the shore
party will set the jackstay tight and haul off
the breeches buoy to the ship by means of
a traveller pulley. The out haul fo the whip
is called the weather whip and the haul is
being known as the lee whip. While this is
being done, the officer incharge should
instruct all hands in the procedure for using
the buoy. The weight of the buoy should
be taken partly by the elbows on the buoy
itself, the person should normally face the
shore and be prepared to bear off with his
feet if crossing reefs or finally surmounting
cliffs.
e) If a tally board is not sent out the ship with
the tailed block or buoy, the officer in charge
must make sure that each person leaving
ship is correctly tailed so that he does not
finally leave a ship with people still aboard.
Ther person in the buoy should sit well down
and grasp the steadying line. When he is
secure, signal affirmative, and the coast
guard will haul him shore and then return
the buoy in the ship. With regard to injured
persons, the way in which they are handled
will depend on the state of their injuries
and in such cases Neil Robertson stretches
may be used.
HOW TO USE THE LINE THROWING
APPARATUS
145
1. Remove the front cap, attach free end of
line to a strong point in the ship and
attached second end which is fire proof end
to be attached with the projectile loop.
2. Hold candle horizontally, allowing unit to
naturally assume and correct firing angle.
3. Remove safety split pin and squeeze trigger
lever. When rocket fibers, hold container
until line is paid out, and then pass the
jackstay gear such as:
• Attached messenger line 8 mm dia, tail
traveller, breeches buoy.
• Endless line 12 mm dia
• And a jackstay about 12 mm dia manila rope.
4. Rocket and igniters should be replaced
every three years, and apparatus after nine
years in service on a ship.
5. The length of the container is 330 mm, dia
190 mm and weight 4.6 kgs. The line has a
diameter of 8 mm and the force which gives
1 kg and acceleration of one meter per
second
MAN OVERBOARD SMOKE LIGHT MARKER
It is combined day and night marker, safe
to use on oil or petrol covered water. It is
designed to be attached to a lifebuoy by means
of a lanyard about 3.5 meter in length and
when released from its position in the water
producing dense orange smoke for periods od
2 hours. It is kept on both sides of the
navigating bridge in the wooden casing and
released by pulling toggle or it can be
connected to a bulk head mounted lifebuoy
and released manually. If any person fall
overboard. The weight of the lifebuoy should
not be less than 4 kgs.
The light marker lifebuoy is also similar
attachment installed seperate light, mounted
on brackets, and released manually produced
a light of 2 candela power for a period of two
hours, used if any persons overhead especially
at night close to the ship side.
The man over board smoke and light marker
is carried in all merchant ships and is mounted
 Personal Survival Techniques
in such a position that it can be released from
its stowage to fall unobstructed into the sea,
or can be easily cast into the sea to give a
seamark by day or night for a man overboard
casualty. The markers are sited on both bridge
wings and on noth sides of the after part of
the ship. Large ships carry additional markers
amidships.
BREECHES BUOY AND ROCKET LINE
SAVING SIGNALS
Signalling should be established by radio
or Morse lamp but where this is not possible
the following may be used.
After firing the line throwing apparatus, to
mean, affirmative rocket line is held. Tail block
is fast, hawser is made fast, man is in the
breeches buoy or heave away. Signal to be
checked. A reverse such as sending fire
brigade aboard a ship to inspect expensive
and gaseous cargoes.
USE OF BREECHES BUOY
Whenever any vessel ran aground near
coasts or vessel on fire and lifeboats and life
raft cannot be lowered to abandon the ship
due to its high coast, cliffs or rocky ashore, in
such circumstances to rescue the people from
the vessel breeches buoy is rigged. This is a
very doubtful position and would be extremely
difficult to carry through successfully. The
operation is complicated and well practiced and
experienced in the ways and methods to
transfer the replenishment at sea and it would
be unlikely for the average merchant vessel
to have the required expertise and equipment
to complete such an operation.
Sometimes rescue vessel may go alongside.
It may be an appropriate option when the free
boards of both vessels are different, so that
the height of the forecastle deck is above that
of the distressed vessel. Survivors may be
recovered in fact that the rescue is being at
tempted, if at all would indicate that the ship
will almost certainly may break up with loss of
life if the attempt is not made. In these
circumstances, any person rescued must be
146
considered fortunate. It is a saying, better to
have tried and failed than never to have tried
at all may be appropriate.
HELICOPTER RESCUE TECHNIQUES
The primary role of the search and resuce
(SAR) helicopter force is to save the lives of
personnel in distress. The availability of SAR
helicopter has a beneficial effect on the morale
of seafares.
1. The Helicopter
There are various types of helicopter in use
for SAR operations: They are normally painted
yellow and carry the markings. “RESCUE”.
Each is equipped with a hydraulic rescue winch,
which can be controlled either from the pilot’s
position or by the winch operation from the
cabin door position.
2. Helicopter Rescue Equipment
The standard strop is made of flax webbing
and is cushioned with rubber. It is attached to
the winch hook by means of 2 “D” ring and
quick release fitting (See fig 1). The harness
gives the winch man comparative freedom to
manoeuvre when suspended from the winch
hook.
3. Helicopter Rescue Strop
The standard strop is made of flax webbing
and is cushioned with rubber. It is attached to
the winch hook by means of 2 ‘D’ rings and a
sliding toggle is provided to secure the strop
around the body of the survivor. A handling
loop is normally attached to the back of the
strop. The rescue strop is shown in Fig.
4. The Grabbit Hook
The Grabbit hook consists of a ‘D’ ring, a
short length of losed link steel chain and a
steel hook with a spring loaded keep. When
the survivor is wearing suitable equipment (a
life preserver) the grabbit hook may be used
to attach the survivor (by the baskets) to the
winch hook for the lift; or it may be used to
secure the survivor until the rescue strop is
fitted.
5. The extension strop
 Personal Survival Techniques
The extension strop is a 6-foot length of
terylene webbing, with a ‘D’ ring and a hook
at one end and a second hook at the other
end. It permits the winchman to separate
himself from the load of the helicopter.
Connection of the harness , trops and Grabbit
hook to the winch hook at the other end. It
permits the winchman to separate him self
from the load on the helicopter. Connection of
the harness, trops and Grabbit hook to the
winch hook is slow in fig.
5. The Neil Robertson Stretcher
This stretcher is made of canvas and is
stiffened with close. It is strapped around the
body of a survivor to immobilize him and to
support him for the lift. It is attached to the
winch hook by means of steel ring and 4-strap
harness.
When it is not posssible for the helicopter
to land adjacent to the survivor, the aircraft,
which is used to lift the survivor from the
surface/sea. Different lifting procedures are
used to meet different situations
WINCHING
The operation of winching equipment is an
important part of various types of lift. When
winching, the cable must be taut and vertical;
winching is always stopped when a large swing
develops to permit the winch operator to damp
the swing quickly. Besides operating the winch,
the operation has to monitor the height and
position of the aircraft in relation to the survivor
and pass corrections to the pilot who can not
usually see for himself what is happening
below. In addition there are standard hand
signals used for communication between the
winchman and the winch operator. These are
given in the Table 1. If for any reason it is
necessary to server the cable, the pilot or winch
operator will use the code word ‘CUT CUT’ on
the intercom, and operate either the cartridge
or manual cable cutter.
Static Electricity
A survivor may feel the effects of the build
up of static electricity in the helicopter during
147
winching operations. The winchman will have
taken steps to disperse this during the rescue
but it can build up again rapidly. There is no
cause for alarm if it is experienced.
Behaviour of Survivors
Most search and rescue training is based
on the assumption that a survivor will be in
capable of assisting in the rescue. There are
two main reasons for this - the survivor may
be injured and also experience has shown that
survivors sometimes take action to help, which,
in fact, has the opposite effect. When the
helicopter has located the survivor, he should
leave the rest to the crew - they are highly
trained experts. However, there are certain
helpful actions that can be done before the
rescue starts although the helicopter crew will
cope even if nothing is done, alarm if it is
experienced.
Rescue Lifts
The standard types of lift used by RAF SAR
helicopters are
a. The Double Lift
b. The double lift using the Grabbit hook.
c. The double lift with extension strop.
d. The single lift
e. The stretcher lift.
f. The rope lift.
The helpful actions are
The survivor should check that the life raft
drogue is streamed and the canopy and floor
are not over-inflated. These actions help the
helicopter pilot to trap the lift raft under the
rotor downwash.
The survivor should always stay in his liferaft
until winched out. It is unwise to jump into the
water even if the life raft until winched out. It
is unwise to jump into the water even if the life
raft appears to be blown away by the
downwash and the spray is reducing visibility.
The helicopter crew is able to take care of these
 Personal Survival Techniques

problems. When the lift has started, the
survivor must not attempt to enter the cabin of
the aircraft without the assistance of the crew.
They will ensure that further injury is not caused
by collision with the airframe. They will also
expect the survivor to sit where he is told, as it
is important that unprotected parts of the
aircraft are not affected by salt-water corrosion.
Types of lift used by RAF SAR helicopters are:
a. The Double lift.
b. The double lift using the Grabbit hook.
c. The double lift with extension strop.
d. The single lift.
The Double Lift : This is the standard
method use by SAR helicopters to effect a
rescue. Provided the survivor is not seriously
injured, it is suitable for water, life raft, deck
and land rescues. The winchman and his
euqipment are winched out of the helicopter
and down to the survivor. He places the strop
over the survivor’s head and under his armpits,
and secures him by adjusting the sliding toggle.
He then turns the survivor face to face and
wraps his legs around him in a “Scissors” grip.
When he is ready for the lift he indicates by
hand signal to the winch operator. During the
lift he protects the survivor from contact with
the underside of the aircraft. At the cabin
entrance, the winchman positions himself to
face the helicopter and so places the entrance.
Grasping the handholds at the cabin entrance
and placing his feet on the doorsill, one on each
side of the survivor, the winchman uses his
body to push the survivor into the cabin, switch
and operating it as required. Various phases
of the double lift from a life raft are illustrated
in Fig.
The Double Lift Using the Grabbit hook
If the survivor is wearing equipment with
suitable lifting points such as the beekets on
a life preserver or the chest strap of a skeletal
type parachute harness, the Grabbit hook may
be used instead of the strop to effect a pickup.
This permits a more rapid rescue and is of
particular value in heavy sea conditions or
148
when a survivor is wearing bulky clothing.
When the Grabbit hook is used to lift a survivor
the normal double lift procedure is employed
but it may be more difficult to bring the survivor
into the cabin because of the lower position in
which he is suspended.The Grabbit hook may
also be used to secure a survivor whilst the
normal strop is being fitted.
The Double Lift withe Extension Strop
This procedure is employed when it is
necessary for te winchman to free the survivor
from etangled equipment. Before being
lowered to the survivor, the winchman
connects one end of the extension strop to
the winch hook and the other end to the lower
“D” ring of the rescue harness. The upper
“D” ring of the harness extension strop. When
the survivor ha secured by the rescue strop or
Grabbit hook, the winchman disconnects the
upper “D” ring from the upper snap-hook of
the extension strop, thus giving himself
freedom to move around whilst remaining
attached to the winch hook by the length of
the extension strop. The winchman clears or
cuts away any entanglements. When the
survivor is free, both he and the winchman,
suspended 6 feet below the survivor on the
extension strop, are lifted clear of the area and
the lowered back to the surface. The winchman
then reconnects the upper “D” ring of hsi
harness to the upper snap hook of the
extension strop and a normal double lift is
carried out. The use of the extension strop is
illustrated in Fig.
The Single Lift
The single lift is used principally as a training
exercise to give winching experience to other
aircrew. It is not normally used for actual
rescue operations. The strop is erthed by
being lowered to touch the sented to the
trainee survivor by the winch operator. The
survivor takes the strop, places it over his head
and under his armpits, and secures himself by
adjusting the sliding toggle. When he is ready
to be lifted the survivor will look up at the winch
operator and give the “thumbs up”. During
the lift the survivor should keep his elbows to
 Personal Survival Techniques

his side and maintain a firm grip of the strop is taken up vertically, until the winchman is
just above the toggle. When he is level with suspended by the rope clear of the ground.
the cabin door, the winch operator turns him The helicopter is then manoeuvred to bring the
to face away from the helicopter, puts his arm winchman to the survivor. The winch being
around his waist or seizes the strop handling used for final adjustments. Having secured
loop and pulls him into the cabin. Note : The the survivor, the recovery to the cabin is usually
single lift could be sued operationally when a the reverse procedure. The rope lift is not used
large number of survivors are to be lifted from in training.
one point. In such a case the winchman,
having been lowered to the survivors, would Summary
disconnect himself from the winch hook
completely and then secure each survivor into Search and rescue helicopter crews are
the strop in turn, for a single lift. The last highly trained in the role of saving life. They
survivor would be picked up by a double lift. expect little from the survivor except, perhaps
the absence of stupidity. The knowledge
The Stretcher Lift gained from this chapter should enable aircrew
to participate the actions of the views and to
When the survivor is injured or unconscious make their tasks easier by an understanding
and condition permit, the lift is carried out using of the problem involved if the normal methods
the Neil Robertson stretcher. The winchman is of recovery cannot be carried out.
lowered with the stretcher to the deck of aboat
or to the position of the patient on land. He
unhooks himself and the stretcher and the
aircraft then moves away to stand off over a
convenient position where rotor downwash will
not cause difficulty to those working on the
surface. The injured person is strapped in the
stretcher and when the winchman is ready for
the lift, he signals the helicopter to approach.
He arranges the head the stretcher to be on
his left and ensures that the stretcher ring and
his own rescue harness ring are securely fitted
to the winch hook. During the lift he fends off
the stretcher from the aircraft if a swing or turn
develops. At the top of the lift he takes control
of the winch switch as for a normal double lift
techniuue. The winch operator then takes the
head of the stretcher and, with the assistance
of the winchman, guides it into the cabin.

The Rope Lift

If, during land operations, the survivor is in
accessible merely because of the length of the
winch cable, the rescue rope may be used. The
winchman is landed nearby the survivor ahd
ties the “D” ring of his harpness and the rescue
strop to one end of the rope and the winch
hook to the other. Once secure, the helicopter

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150