0222-STM-0 Samba - Lsa Manual

SPRING MARINE MANAGEMENT S.A.
M/T “SAMBA”
LIFE SAVING APPLIANCES TRAINING MANUAL Page 1 of 125
SPRING MARINE
MANAGEMENT S.A.
L.S.A. TRAINING MANUAL
M/T “SAMBA”
IMO NO. 9310305
Issue No. 1 Issue Date: 12/02/19 Revision No. 0 Revision Date: - Approved by: DPA
SPRING MARINE MANAGEMENT S.A. M/T “SAMBA”
AMENDMENT RECORD
Amendment Amendment Approved

Description
Number Date by
TABLE OF CONTENTS
PAGE
VESSEL’S PARTICULARS.......................................................................................... 5
1. INTRODUCTION .............................................................................................. 6
1.1 SCOPE ............................................................................................................. 6
1.2 DISTRIBUTION OF L.S.A. TRAINING MANUAL .............................................. 6
2. COMMON SAFETY .......................................................................................... 7
2.1 ALARM SIGNALS ............................................................................................. 7
2.2 MUSTERING AND EMERGENCY STATIONS ................................................. 8
2.3 SAFETY NOTICES AND SIGNS .................................................................... 14
3. LIFE SAVING AIDS AND CLOTHING ............................................................ 16
3.1 LIFEJACKETS ................................................................................................ 16
3.2 IMMERSION SUITS........................................................................................ 17
3.3 THERMAL PROTECTIVE AIDS (TPAs).......................................................... 18
3.4 LIFEBUOYS, LIGHTS AND SMOKE SIGNALS .............................................. 19
4. EXPOSURE HAZARDS, CLOTHING, PROTECTION AND SIGNAL ............. 21
4.1 EXPOSURE HAZARDS, THE NEED FOR WARM CLOTHING, PROTECTION
AND SURVIVAL ............................................................................................. 21
4.2 PROTECTION ................................................................................................ 25
4.3 ACTION WHEN IN THE WATER ................................................................... 26
4.4 BOARDING SURVIVAL CRAFT ..................................................................... 27
4.5 FIRST ACTION TO TAKE AFTER BOARDING SURVIVAL CRAFT ............... 27
4.6 SUBSEQUENT ACTIONS IN SURVIVAL CRAFT .......................................... 29
4.7 INJURIES, AILMENTS AND TREATMENT..................................................... 32
4.8 LOCATION AND ATTRACTING ATTENTION ................................................ 48
4.9 WATER AND FOOD ....................................................................................... 49
5. LIFEBOATS ................................................................................................... 51
5.1. LIFEBOATS GENERAL REQUIREMENTS..................................................... 51
5.2. LAUNCHING LIFEBOATS............................................................................... 59
5.3. RESCUING OTHERS....................................................................................... 63
5.4. RECOVERING THE LIFEBOATS..................................................................... 64
5.5. LIFEBOAT EQUIPMENT AND RATIONS ....................................................... 65
5.6. PYROTECHNICS ........................................................................................... 70
5.7. EPIRB (EMERGENCY POSITION-INDICATING RADIO BEACONS) AND
HAND-HELD EPIRBs ON FREQUENCIES 1215 & 243 MHz ......................... 77
5.8. SEARCH AND RESCUE RADAR TRANSPONDERS (SARTs) ...................... 79
5.9. PORTABLE VHF (GMDSS) ............................................................................ 79
PAGE
6. EMERGENCY POSITION-INDICATING RADIO BEACON (EPIRB) AND

SEARCH AND RESCUE RADAR TRANSPONDER (SART) .......................... 80
6.1 EMERGENCY POSITION-INDICATING RADIO BEACON (EPIRB) ............... 80
6.2 SEARCH AND RESCUE RADAR TRANSPONDER (SART) .......................... 82
7. LIFERAFTS .................................................................................................... 83
7.1 REQUIREMENTS OF LIFERAFTS ................................................................. 83
7.2 LAUNCHING INSTRUCTIONS ....................................................................... 87
7.3 LIFERAFT EQUIPMENT AND RATIONS ....................................................... 87
7.4 WHEN ENTERING THE LIFERAFT ............................................................... 89
7.5 LIFERAFT MAINTENANCE ............................................................................ 90
7.6 HYDROSTATIC RELEASE UNIT (HRU) ........................................................ 91
8. RESCUE METHODS AND SIGNALS ............................................................. 92
8.1 USE OF ROCKET LINE THROWING APPARATUS & SHORE BREECHES
BUOY ............................................................................................................. 92
8.2 SHIP TO SHIP USE OF LINE THROWING APPARATUS.............................. 94
8.3 HELICOPTER RESCUE OPERATIONS ......................................................... 94
8.4 MAN-OVER-BOARD SITUATION................................................................... 96
8.5 RESCUE SIGNALS ........................................................................................ 96
9. MAINTENANCE OF LIFE SAVING APPLIANCES ......................................... 98
10. VESSEL’S LIFE SAVING APPLIANCES ....................................................... 99
10.2 IMMERSION SUITS...................................................................................... 101
10.3 THERMAL PROTECTIVE AIDS (TPAs)........................................................ 103
10.4 LIFEBUOYS, LIGHTS AND SMOKE SIGNALS ............................................ 105
10.5 LIFEBOATS .................................................................................................. 106
10.6 EMERGENCY POSITION-INDICATING RADIO BEACON (EPIRB) ............. 111
10.7 SEARCH AND RESCUE RADAR TRANSPONDER (SART) ........................ 115
10.8 PORTABLE VHF (GMDSS) .......................................................................... 118
10.9 LIFERAFTS .................................................................................................. 120
10.10 LINE THROWING APPARATUS .................................................................. 124
VESSEL’S PARTICULARS
Ship’s Name: SAMBA

Ship’s Type: Oil/Chemical Tanker
Flag: Panama
Port of Registry: Panama
Call Sign: 3EXV9
IMO Number: 9310305
Gross Tonnage: 11,118
Built by: Estaleiros Navais de Viana do Castelo S.A. - Viana do Castelo - Portugal
Year Built: 2005
Complement: 20P
1. INTRODUCTION
1.1 SCOPE
The Life Saving Appliances Training Manual (L.S.A. Training Manual) has been
prepared in accordance with the requirements of Regulation 35 to the Chapter III of
the SOLAS Convention and incorporates all the lifesaving appliances on board.
The Training Manual has been also designed to meet the relevant requirement of the
ISM Code and should be read in conjunction with the Company’s Management
System.
The purpose of this plan is to provide guidelines to saving life at sea for Masters,
Officers and ratings and instructions for using of life-saving appliances available
onboard the vessel, enabling Master, Officers and ratings on board and personnel
ashore to become familiar with this specific equipment.
Nothing in this manual removes from the Master his authority to take any steps and issue any
orders, whether or not they are in accordance with the contents of this manual, which he
considers are necessary for the preservation of life, the safety of vessel and her cargo or for
the protection of the environment.
The Master shall ensure that all Officers and ratings read and understand the contents
of this manual.
The Company also supplies each vessel with the latest British Merchant Shipping
Notices, appropriate IMO and Flag State Publications, including MARPOL 73/78 (with
annexes) and SOLAS Conventions for reference.
The booklet is written in English, which is the working language of the crew.
Life-saving appliances with which the specific vessel is equipped are described to
Section 10 together with their relevant instructions. Furthermore, the Maintenance of
the aforementioned appliances are included into Section 9 of the current Manual.
1.2 DISTRIBUTION OF L.S.A. TRAINING MANUAL
In order to prevent personnel following obsolete/out-of-date systems, procedures or

instructions, three Controlled Copies (one copy in Master’s Office and two copies in
mess rooms) of this manual are held on board the vessel, in the care of the Master.
The Company D.P.A. also holds a controlled copy. Unless written permission from the
Company is obtained beforehand, no unauthorised or uncontrolled copies of this
manual can be made or circulated.
It is the wish of the General Manager for all personnel to become familiar with the
contents of each manual in our documented CMS, thus helping the Company achieve
its objectives by maintaining uniform operating procedures on board all vessels.
Masters and department managers are responsible for making this manual available
to all personnel and to actively encourage its use as a source of reference.
This manual remains the property of the Company and must not be removed from any
vessel or office without prior permission of the General Manager.
2. COMMON SAFETY
The ship and the seafarer can encounter many different types of emergencies. Many
of these can be avoided with care and by knowledge of the potential dangers. For this
reason, it is important not to expose yourself or others to dangers because of
sloppiness.
• Know your duties in an emergency!

• Be prepared – an emergency can arise any time!
• Knowledge and training gives you the best chances to cope with an emergency!
Emergencies can arise for a variety of reasons, for instance:
Fire/Explosion can arise due to failure or faulty operation of equipment, to self-

ignition caused by carelessness with open fire or smoking in the bunk.
Collision can be caused by failure of machinery or rudder, inadequate watchkeeping

or by navigational errors.
Grounding or stranding, like collision, can be caused by navigational errors, failure

of machinery or rudder, bad weather or by the ship dragging its anchor.
Leakage occurs if the ship’s hull, deck or hatches are damaged.
Icing can be dangerous especially to smaller vessels. It reduces the stability of the
vessel, which may result in capsizing.
Man overboard: To rescue a person fallen overboard safely on board again, a fast
and efficient action is required by the crew.
All the above emergencies present danger to human lives; most of them eventually
can lead to the abandoning and loss of the ship. A happy ending of an emergency
implies that everyone onboard performs his duties with responsibility and care.
2.1 ALARM SIGNALS
When an emergency arises and during exercises, it is the alarm signals which
normally give the first warning and at the same time indicate which type of emergency
has arisen. It is therefore vital to know the meaning of the various alarm signals.
Apart from the main warning signal, no requirements exist regarding the sound of the
various alarm signals. Since it is considered sound practice to use the same signals
on all ships, the table below indicates which signals should be used, if possible.
As time is valuable in an emergency it is recommended that alarm signals can be

sounded automatically.
Type of alarm Signal Alarm given by

Ship’s whistle and fire alarm
Main alarm At least 7 short blasts followed
bells
by one long
Lifeboat muster As for main alarm

Fire muster Continuously for at least 10 bells
seconds
Man overboard 3 long blasts (letter “O”) bells
sounded at least times
Only by word of mouth from the
Abandon Ship
Master or his deputy
Whenever the above signals are heard, ALL personnel should proceed to their allotted
Muster Stations. These are shown on the EMERGENCY STATION BILLS or CREW
CARD and on notices posted in each cabin (usually on the inside of cabin door). All
personnel must be suitably dressed when proceeding to their muster station.
In the event the Master, or his authorised deputy, considers it necessary to muster all
hands at their Boat Stations to prepare survival craft etc, the BOAT STATION SIGNAL
- 7 OR MORE SHORT BLASTS FOLLOWED BY 1 LONG BLAST ON THE SHIP'S
WHISTLE REPEATED ON THE ALARMS will be made. This signal will not be
sounded prior to the emergency stations signal.
2.2 MUSTERING AND EMERGENCY STATIONS
The purpose of musters and emergency drills is:

1. To ensure that in a real emergency the ship's crew will respond in a disciplined and
controlled manner.
2. To familiarise crew members with the equipment provided to deal with emergency
situations.
3. To build up a shipboard organisation to deal with emergency by practising realistic
situations.
4. To give confidence in, and knowledge of the use and limitations of the equipment.
5. To provide a working check on the condition of the equipment.
For emergencies, each crewmember is allocated a duty, which will be determined to

some extent by his particular employment, age, experience and physical ability. The
emergencies for which these lists are drawn up are principally for onboard fire, and
abandonment of the vessel.
The muster list will include for each individual:

1. The boat number.
2. Boat preparation/launching duty.
3. Fire party muster station.
4. Fire party duty.
Copies of muster lists and Emergency Stations Bills are located in the following
positions:
- on the bridge.
- in the engine control room
- in the crew accommodation.
On change of crew, muster lists are updated with the names of new members joining.
The boat and fire station must be therefore checked for the on signer, prior to
proceeding to sea (for information a blank form of a muster list is included at the end
of the chapter).
Certain general requirements apply to the contents of these lifeboat and fire muster
lists, among other things that they are to contain information about when the various
alarm signals are to be used and what they sound like. It is vital that all those onboard
fully understand their tasks in the event of an emergency. For this reason it is the duty
of every crewmember carefully to study the lifeboat and fire muster lists as soon as
they sign on.
2.2.1 Man overboard muster list
If a person falls overboard it is vital to get him aboard again as quickly as possible
because in these cases the most frequent cause of death is death caused by cold.
To ensure the rapid recovery of persons who have fallen overboard, some ships have
special Man overboard muster lists (MOB muster lists). These muster lists consist of
only a small number of crew members, who in case someone falls overboard can
quickly launch the rescue board and save the person concerned. Some ships have
rescue boats specifically for this purpose. If this is not the case then the motor lifeboat
can be used. The man overboard muster lists should be placed near the lifeboat and
fire muster lists.
Out of consideration for your shipmates and yourself it is your duty to acquaint
yourself thoroughly with the muster lists – consider in particular:
- What is my task; do I understand what to do?
- Where do I have to appear?
- Where is the equipment to be used?
- Who gives the orders?
- To whom shall I report?
- What are the ship’s alarm signals?
The place of each crewmember on the muster list is given either by his profession,
name, crew number or room number.
To ensure that all onboard always know their duties in the event of an emergency,
drills shall be performed. It is during drills that things possibly not functioning quite
according to the purpose shall be found and it is during drills you ask the questions
you want to have answered.
• ASK while there is time to answer!

During an emergency, there is no time to answer questions!
• It is YOUR duty to participate in musters and drills.
2.2.2 Emergency party system
Training drills for emergency purposes are carried out on the basis of the Emergency
party system. The theory of the system is that the ship’s staff is divided into a number
of interdependent parties, depending on total crew numbers, to provide search, rescue
and fire-fighting services in a controlled manner, which endeavours to ensure
maximum effect and maximum safety to the emergency parties.
Each party has specific functions, which are detailed in the muster list and are also
briefly outlined below:
.1 Command team
When at sea sited on the bridge under the charge of the Master, the Command team
is in communication with the other parties by radio to organise control and record the
movements of the emergency parties in relation to a fire emergency, in addition to
exercising the control function, will take over the general navigation requirements of
the ship. If the emergency is such that the Master considers it desirable to shift the
muster position of the command team to another location, the requirements for safe
navigation must be observed.
When in Port the Command team may assembly at any alternative position at the
discretion of the Master. This alternative position must be provided with
communication means.
Among other functions the Command team will establish contact with shore authorities
should outside help be required.
.2 Engine room team
Under the charge of the Chief Engineer in the engine control room, this party
maintains the engine room, ensures that power is available and water for fire fighting
is provided. Regular inspections of engine room boundaries are made to ascertain
whether fire is approaching the engine room vicinity. In the case of an engine room
fire, control of emergency parties operating in the engine room will be under the Chief
Engineer whilst the actual movement of these parties will be recorded by the
command team.
.3 Emergency team
Form fire attack parties, or the parties involved in search and rescue, under the
direction of the command team. When there is a suitable number to form two parties,
one will be under the charge of a Deck Officer and the other of an Engineer Officer,
and there will be a suitable mix of engine and deck personnel in each party.
.4 Back-up team
Services the other parties and its functions include but are not limited to:
1. First aid services.
2. Recharging extinguishers.
3. Bringing up new equipment.
4. Boundary cooling.
5. If the state of emergency deteriorates to such a stage, preparing boats for
abandonment.
2.2.3 Communications
VHF handset radios are the main form of communication between the control and
emergency parties, whilst communication between control and engine room parties will
be by telephone or handset.
2.2.4 MUSTER LIST sample
2.2.5 STATION BILL sample
2.2.6 MAN OVERBOARD MUSTER LIST sample
2.3 SAFETY NOTICES AND SIGNS
For the benefit of safety, various notices and signs are placed at various locations on
board; these can be notices concerning the contents of various compartments,
containers or the like.
Safety signs can be separated into a system of mandatory signs, prohibition signs,
warning signs, emergency signs and fire fighting signs. These signs should all be
made in accordance with International standards, which often are symbols, pictures
and drawings making them more easily understood by all nationalities.
Escape routes are marked by green signs. A system of escape routes is arranged
from all rooms and sections of the ship and it is important all crewmembers to be well
aware of.
Maintain safety onboard and note if any escape routes are blocked – keep the
escape routes free so they serve their purpose, namely ESCAPE!
2.3.1 Means of escape
The design of a vessel should allow for passengers and crew to quickly and safely
evacuate any compartment and access the survival craft embarkation deck in the
event of a fire or other emergency. Escape routes are both routes for escape and
access.
There are general rules regarding the escape from all passenger and crew spaces
and from spaces in which the crew is normally employed. Stairways and ladders are
to be not less than specifically stated widths, there are limitations on the extent of a
continuous stair run, and regulations concerning the dimensions of stairs. Ladders of
rope or flexible chain or wire are not permitted to form part of an escape route.
Corridors and doorways giving access to and from stairways or open decks must be
wide enough to prevent congestion. Handrails at a height of 1m above the deck are
fitted to both sides of a corridor, except that only one rail is required in narrow
corridors.
The main escape routes from an area should be widely separated.
In older ships dead-end corridors are only permitted up to 7m length in cargo and
small passenger vessels and up to 13m length in larger passenger vessels. In larger
passenger vessels constructed after October 1994 dead-end corridors are not
permitted. Where a dead-end corridor leads to a crew communal space there must be
a suitable alternative emergency escape from the space. In newer vessels a corridor
or lobby from which there is only one escape route is not permitted.
Lifts are never to be regarded as means of escape, but escalators may be considered
as a normal stairway.
Some spaces, such as the Radio Office, may have no second means of escape; in
such cases a fully opening porthole or window may be accepted. Where an escape
window is not at deck level on the outside steel ladder rungs must be provided which
lead to an open deck with access to the survival craft.
.1 Hatches
Hatches may provide the second means of escape from some crew accommodation
or working spaces such as a pump room, or steering flat. Escape hatches must be
operable from both sides, not able to be locked, and accessed by a fixed steel ladder.
For ease of opening, escape hatches should be provided with a counter balance.
.2 Escape panels
These are to be arranged so that they may be easily kicked out, and only one escape
panel is permitted in any escape route. Escape panels must not permitted in escape
routes taking passengers to survival craft embarkation stations, nor are they permitted
in Class “A” bulkheads or doors.
.3 Inner bedrooms
Where a crew cabin or suite incorporates a bedroom, or other inner room, that is
accessed through a dayroom, and there is no direct access to the inner room from the
corridor, there should be an escape panel or window to allow emergency evacuation of
the inner room. However, if the dayroom is fitted with a smoke detector that is part of
the ship’s fixed fire detection system the inner room does not require a second means
of escape.
.4 Doors
Doors should normally open with the flow (i.e. in the direction of escape) except cabin
doors which will normally open into the cabin. Doors in vertical emergency escape
trunks will normally open out of the truck. In crew accommodation doors will normally
be hinged, although sliding doors may be permitted in some circumstances. Within
escape routes the surveyor may allow doors (in crew accommodation) to be locked for
reasons of security provided the use of the route for escape purposes is not impaired.
.5 Vertical ladders
Vertical ladders are not permitted in any escape route providing passengers access to
the evacuation embarkation positions.
.6 Machinery spaces
There shall be two means of escape from each machinery space, one of which shall
provide continuous fire shelter. Ladders are to be secured with insulated fixing points
so that heat from a fire cannot be transferred to the ladder. A control room within a
machinery space must have a means of escape, which does not necessitate entering
the machinery space.
.7 Spaces with gas cylinders

These are to be entered from the open deck, even if the space is in the tweendeck.
Vertical ladders and hatches are not permitted. Access doors must open outwards.
.8 Cargo ships and tankers

Accommodation: two means of escape between main bulkheads, one giving direct
access to the embarkation deck or higher deck. Doors may be locked provided escape
and access is not hindered and provided that they can be opened from both sides.
Tower blocks with no outside decks: all levels are to be connected to each other by an
external sloping ladder with at least one access door at each level. All levels must
also be connected by an internal enclosed stairway.
3. LIFE SAVING AIDS AND CLOTHING
3.1 LIFEJACKETS
3.1.1 General requirements
A lifejacket shall not sustain burning or continue melting after being totally enveloped
in a fire for a period of two seconds.
A lifejacket shall be so constructed that:

- after demonstration, a person can correctly don it within a period of one minute
without assistance;
- it is capable of being worn inside-out or is clearly capable of being worn in only
one way and, as far as possible, cannot be donned incorrectly;
- it is comfortable to wear;
- it allows the wearer to jump from a height of at least 4.5m (l4ft Gin) into the water
without injury and without dislodging or damaging the lifejacket.
A lifejacket shall have sufficient buoyancy and stability in calm fresh water to:
- lift the mouth of an exhausted or unconscious person not less than 120mm clear
of the water with the body inclined backwards at an angle of not less than 20
degrees and not more than 50 degrees from the vertical position;
- turn the body of an unconscious person in the water from any position to one
where the mouth is clear off the water in not more than 5 seconds.
A lifejacket shall have buoyancy, which is not reduced by more than 5% after 24 hours
submersion in fresh water.
A lifejacket shall allow the person wearing it to swim a short distance and to board a
survival craft.
Each lifejacket shall be fitted with a whistle firmly secured by a cord (pea whistles are
unacceptable).
3.1.2 Inflatable lifejackets
A lifejacket, which depends on inflation for buoyancy shall have not less than two
separate compartments, should be complied with except for requirements mentioned
to the above paragraph, but also should:
a) inflate automatically on immersion, be provided with a device to permit inflation by
a single -manual motion and be capable of being inflated by mouth;
b) in the event of loss of buoyancy in any one compartment be capable of complying
with the relevant requirements;
c) inflate by means of the automatic mechanism.
3.1.3 Lifejacket lights
Each lifejacket light shall:

- have a luminous intensity of not less than 0.75 cd;
- have a source of energy capable of providing a luminous intensity of 0.75 cd for a
period of at least 8 hours;
- be visible over as great a segment of the upper hemisphere as practicable when

attached a lifejacket.
If the light referred to in paragraph (a) above is a flashing light it shall in addition:
- be provided with a manually operated switch;
- not be fitted with a lens or curved reflector to concentrate the beam;
- flash at a rate of not less than 50 flashes per minute, with an effective luminous
intensity of at least 0.75 cd.
They provide a minimum of 155 Newton buoyancy in fresh water for 24 hours, they
must not be adversely affected by oil or oil products and shall be of a highly visible
colour. They shall be fitted with a ring or loop of adequate strength to facilitate rescue.
The fastening tapes are to be rot-proof. Metal fastenings when used shall be of a size
and strength consistent with the fastening tapes and of corrosion resistant material.
The lifejackets must be marked on one side with ‘ship’s name and port of registry’.
Because a lifejacket invariably turns its wearer into the wind and because a
considerable amount of body heat is lost through the head, some manufacturers now
produce lifejackets that are fitted with a stole containing a hood, sometimes with an
attached transparent visor, both to reduce heat loss from the head and to keep wind
and spray out of the survivors face. Even in a slightly choppy sea, wind and spray can
cause considerable discomfort to the wearer of a lifejacket in the water and may
shorten the possible survival period considerably.
3.2 IMMERSION SUITS
3.2.1 General requirements
a) The immersion suit shall be constructed with waterproof materials such that:
− it can be unpacked and donned without any assistance within 2 minutes,
taking into account any associated clothing, and a lifejacket if the immersion
suit is to be worn in conjunction with a lifejacket;
− 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 the 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;
− following a jump from a height of not less than 4.5 m (14.9 ft) into the water
there is no undue ingress of water into the suit.
b) An immersion suit which also complies with the requirements for a lifejacket may
be classified as a lifejacket.
c) An immersion suit shall permit the person wearing it, and also wearing a lifejacket,
if the immersion suit is to be worn with a lifejacket to;
− climb up and down a vertical ladder at least 5m (16.25ft) in length,
− perform normal duties during abandonment;
− jump from a height of not less than 4.5m (14.9 ft) into the water without
damming or dislodging the immersion suit, or being injured and
− swim a short distance through the water and board a survival craft.
d) An immersion suit which has buoyancy and is designed to be worn without a
lifejacket shall be fitted with an approved type of light and whistle.
e) If the immersion suit is to be worn in conjunction with a lifejacket, the lifejacket
shall be worn over the immersion suit. A person wearing such an immersion suit
shall be able to don a lifejacket without assistance.
3.2.2 Thermal performance requirements
a) An immersion suit made of material which has no inherent insulation shall be:
− marked with instructions that it must be worn in conjunction with warm
clothing;
− so constructed that when worn in conjunction with warm clothing, and
with a lifejacket if the immersion suit is to be worn with a lifejacket, the
immersion suit continues to provide sufficient thermal protection,
following one jump by the wearer into the water from a height of 4.5m
(14.9ft~ to ensure that when it is worn for a period of 1 hour in calm
circulating water at a temperature of 5°C (42°F), the wearer's body· core
temperature does not fall more than 2°C. (3.5°F) after a period of 6
hours.
b) An immersion suit made of material with inherent insulation, when worn either
on its own or with a lifejacket, if the immersion suit is to be worn in
conjunction with a lifejacket, shall provide the wearer with sufficient thermal
insulation, following one jump into the water from a height of 4.5m (14.9f't) to
ensure that the wearer's body core temperature does not fall more than 2°C
(3.5°F) after a period of 6 hours immersion in calm circulating water at a
temperature of between 0 and 2°C (32 and 35.5°F).
c) The immersion suit shall permit the person wearing it with hands covered to
pick up a pencil and write after being immersed in water at 5 °C (42°F) for a
period of 1 hour.
3.2.3 Buoyancy requirements
A person in fresh water wearing either an immersion suit or an immersion suit with a
lifejacket, a lifejacket, shall:
− be able to turn from a face-down to a face-up position in not more than 5 seconds;
− float in a stable face-up position acceptable to the Administration, with the mouth
not less than 120mm clear of the water.
3.3 THERMAL PROTECTIVE AIDS (TPAs)
A thermal protective aid shall be of waterproof material having a thermal conductivity

of not more than 7800 W/(m²K) and shall be so constructed that, when used to
enclose a person, it shall reduce both the convective and evaporative heat loss from
the wearer's body.
The thermal protective aids shall:

(a) cover the whole body of persons of all sizes wearing a lifejacket with the
exception of the face. 'Hands shall also be covered unless permanently attached
gloves are provided;
(b) be capable of being unpacked and easily donned without assistance in a survival
craft or rescue boat, and
(c) permit the wearer to remove it in the water in not more than 2 minutes, if it
impairs the ability to swim.
The thermal protective aid shall function properly throughout an air temperature range
of minus (-)30ºC to plus +20ºC (-22 to 63ºF). The locker in each boat containing the
TPAs must be suitably marked. Liferafts have TPAs already included in the liferaft
stores.
3.4 LIFEBUOYS, LIGHTS AND SMOKE SIGNALS
A certain number of lifebuoys, dependent on the length and the type of the ship, must
be carried in every vessel.
The lifebuoys are placed in such a way that they are easily accessible on both sides of
the ship. The lifebuoys must be ready for being rapidly cast off. They must by no
means be permanently fastened.
The lifebuoys have to be equipped with reflection tapes. The name of port of registry
of the ship shall be marked on each lifebuoy in legible block letters.
The maximum weight of lifebuoys should not exceed 6.1 kg with a minimum weight of
not less than 2.5 kg. The lifebuoys used for automatically releasing the light/smoke
signals must be at least 4 kg weight or heavier, as specified by the signal
manufacturer.
Have an outer diameter of not more than 800mm and an inner diameter of not less
than 400mm.
Net sustain burning or continue melting after being totally enveloped in a fire for a
period of 2 seconds.
Be constructed to withstand a drop into the water from the height at which it is stored
above the waterline in the lightest seagoing condition or 30 m, whichever is the
greater, without impairing either its operating capability or that of its attached
components.
Grab line be fitted with a not less than 9,5mm diameter and not less than four times
the outside diameter of the body of the buoy in length. The grab line shall be secured
at four equidistant points around the circumference of the buoy to form four equal
loops.
3.4.1 Lifebuoys attachments

At least one lifebuoy on each side must be equipped with a line. Buoyant lifelines
required shall:
i) Be non-kinking
ii) Have a diameter of not less than 8mm
iii) Have a breaking strength of not less than 5 kn.
At least one half of the number of lifebuoys must be provided with self-igniting light,
giving a constant or flashing light for a period of at least two hours. Be such that they
cannot be extinguished by water. Be of white color and capable of either burning
continuously with a luminous intensity of not less than 2cd in all directions of the upper
hemisphere or flashing (discharge flashing) at a rate of not less than 50 flashes and
not more than 70 flashes per minute with at least the corresponding effective luminous
intensity. Be capable of withstanding the drop test required by SOLAS.
At least 2 of the lifebuoys provided with self-igniting light also have to be provided with
a self-activating smoke signal emitting a smoke of distinctly visible colour for a period
of at least 15 minutes. It must be easy to release these lifebuoys from the bridge. Most
ships have a combined light and smoke buoy, a so-called Manoverboard buoy. Not
ignite explosively or emit any flame during the entire smoke emission time of the
signal. Continue to emit smoke when fully submerged in water for a period of at least
10 sec., not be swamped in a seaway, and be capable of withstanding the drop test
required by SOLAS.
At least 2 lifebuoys must be provided with a float with a pole and a marking flag.
3.4.2 Using the lifebuoys
If man overboard, shout as loud as possible MAN OVERBOARD!!! STARBOARD /

PORT SIDE! Throw out a lifebuoy at once and give the alarm to the bridge. There is
hope that the man overboard will get hold of the lifebuoy and at the same time the
man overboard-place has been marked and this facilitates the search. Throw several
lifebuoys, if necessary.
At quay or at anchor a lifebuoy with a line must always be ready near the gangway.
When embarking or disembarking the pilot, a lifebuoy with a line must always be
ready near the pilot’s ladder.
Be always aware of the location of lifebuoys and the various attachments – and
how they work!
4. EXPOSURE HAZARDS, CLOTHING, PROTECTION AND SIGNAL
4.1 EXPOSURE HAZARDS, THE NEED FOR WARM CLOTHING, PROTECTION

AND SURVIVAL
Cooling as a result of stay in cold water is the most frequent cause of death by
accidents at sea. Investigations of ship disasters have shown that the risk of dying
from cold exposure is greater than the risk of drowning. Knowledge about the
protection against cold exposure and treatment of persons who have been exposed to
cold is therefore of great importance.
The temperature of the water plays an important part in the chances of survival. There
is no universal rule, as the resistance of people to cold and their instinct for self-
preservation differs widely.
The following table based on statistics may, however, give an indication of the
possibilities.
Approximate time in hours until

Water temperature °C Exhaustion or
Death
unconsciousness
0 ¼ ¼ - 1½
10 ½-1 1–2
15 2–4 6–8
20 3–7 20 – 30
25 12 more than 30
An understanding of how your body reacts to cold air or

water exposure, and knowing the steps you can take to
help your body delay the damaging effects of cold
stress, will help you in your struggle to stay alive, in the
event of cold water exposure.
Imagine your body to consist of an inner core and an

outer layer. Within the core, your body produces a
great deal of heat as a result of normal body functions,
such as physical exercise and digesting your food.
Nature required that your body core be kept to an ideal

temperature of 37ºC. A network of blood vessels
running through the core and the outer layer of your
body, picks up the heat produced by the “furnace” within the core, and distributes the
heat throughout the body. Nature also gives your body a very accurate system to
regulate automatically the core temperature at 37ºC.
For example, if the temperature around you is high, as on a warm day or in a hot
boiler room, the blood vessels near the skin of your body will enlarge, allowing more
blood to flow to the outer layer and increase body heat loss. This will keep you
comfortable and keep the core temperature from rising. If the surroundings are cool,
your body will narrow the blood vessels in the outer layer and keep that valuable body
heat from being lost too rapidly.
This regulatory system strives to keep the core

temperature of the body constant despite variations in
ambient temperature around you. The body can only
do this within certain limits. There are levels of cold
exposure when the body must have help in maintaining
the core temperature at nature’s choice of 37ºC. You
must give it that help by taking correct actions and
wearing protective clothing.
Body heat loss and insulation
The body gives off its heat to the surroundings in the

following ways:
 Conduction is the transfer of heat by direct contact

with cold water or other materials. Heat passes from
your body, which is at a relatively high temperature
to a substance, which is lower in temperature.
Certain substances are better conductors of heat
than others. Water conducts heat many times faster
than air.
 Convection is the transfer of heat by air or water

currents. Moving air is far cooler to the body than
still air. Cooling by wind is known as the “wind-chill”
effect. Similarly, disturbed or moving water around
your body is more chilling than still water at the
same temperature.
 Radiation is the transfer of heat by rays of energy

without direct contact with other substances, such as
a radiator heating a room.
 Evaporation is the vaporization or drying up of

liquid, such as sweat or moisture from wet clothing.
When the body gets too hot, sweating will occur and
the evaporation of this sweat can be very useful in
providing you with a comfortable cooling effect on a
hot day, evaporation of moisture from clothing can
rob you of valuable body heat on a cold day.
In almost all parts of the world, man cannot survive without

the aid of clothes. Clothes by themselves do not warm the
body; the body is actually warmed by its own heat production.
The body heat warms the layer of air trapped between the
skin and clothing. It is this layer of air that provides insulation.
If the layer of air is lost, then the insulation is diminished. This
layer of trapped air between skin and clothing may be
disturbed by movement or displaced by water. In either case,
valuable warm air is displaced and skin temperature will fall.
Heat from the body core will then be used in an endeavour to maintain skin
temperature. If heat loss from the skin remains unchecked, the body core temperature
will fall.
Falling into cold water the arms and legs might very quickly be paralysed, making it
difficult for the person fallen overboard to grasp and hold on to a line throwing at him.
When in the water, you can do something yourself in order to survive. If the possibility
exists try to get out of the water as much as possible. Water is cooling 5-6 times more
than air, even at high wind velocities. If you are in cold water and can’t swim to
anything near by, keep your clothes on, avoid movements and await rescue. In cold
water don’t overestimate your ability to swim. If you are wearing a lifejacket, which
keeps your head and neck out of the water, the cooling of the body will be slower, as
the main artery to the head is less exposed to cooling at the place where it runs close
to the skin.
As you see, wearing a life jacket is not only a question of

avoiding drowning, but also a question of surviving for a
prolonged period.
An extra help to reduce cooling can be achieved by pressing
the lifejacket against the breast, keep the arms close to your
body, bend the thighs up against the life jacket and keep your
legs together (fig.1).
With several people the same effect can be achieved by

huddling as shown on figure 2. Besides this position, also renders psychical support.
The aim of both procedures is to protect those parts of the body which are most
vulnerable to cooling – the breast, the neck, the back of the head and the groin
It is an old and very common understanding that alcohol

gives heat. This is completely wrong. Alcohol enlarges the
blood vessels of the skin and gives you a false feeling of
heat. It is true that the skin becomes warmer, but the heat is
taken from the internal organs like the brain and the heart.
Exactly the same thing will happen if you give massage to a
cold-water survivor. The blood of the skin is put into
circulation, but the heat is taken from the internal parts of
the body, resulting in a dangerous cooling of the internal
organs.
Treatment of a cold-water survivor must first of all aim at preventing further loss of
heat. The wet clothes should be removed and replaced by dry clothes. If this is not
possible, the free water of the clothes must be wrought out. Now heat should be
conveyed from the outside to the body in order to raise the temperature. This is the
biggest problem in the treatment of cold-water survivors. When the skin is warmed the
blood vessels will be enlarged and the same thing will happen as if you were drinking
alcohol. The heat from the body is led to the surface while the blood cooled at the skin
is led to the internal organs.
Re-warming of a survivor can take place in various

ways. Three different principles of re-warming are
provided hereby:
1. If the cold-water survivor is conscious, hot drinks

are given and he is wrapped in a blanket after a hot
bath, if possible. But remember – never try to give
something to drink to an unconscious – he might be
choked if it stuck in his throat.
2. If the cold-water survivor has been exposed to a
long cooling – or is perhaps unconscious – you
have two possibilities of treatment:
a) Quick re-warming: the best kind of revival is

to give the cold-water survivor a hot bath. The
whole body, arms, and legs must be under the
water. The head must be supported. The
temperature of the water must be 39-40°C (it
corresponds to a normal hot bath). When he is
conscious and the shivers have stopped he is
taken to bed and covered with blankets.
b) Slow re-warming: if you have no possibility of

making a hot bath the injured person is
wrapped in blankets with a plastic covering
inside, if possible. Arms must be kept
separated from the body (fig.4). The blankets
must not be heated and it is important that the
head is properly covered (see fig.5). He is
placed in a room, which is not too hot (15-
20°C). When he is conscious, hot drinks are
given.
A person can be cooled so much that even a doctor
might find it difficult to decide whether death has
occurred. Therefore one always has to start the
treatment even though no signs of life can be found.
One must not take a severe cold-water survivor into a
hot room. It might result in an opening of the blood vessels in the skin, which can tap
the deeper organs of the body (heart, brain) for the last heat.
If one has to treat several cold-water survivors at a time one must especially take care
of the injured persons who show no visible signs of shivers. Persons who still have
shivers will have such a high body temperature that the body has not yet given up the
fight against the cold – as a rule they will quickly come around when they have been
put to bed and had something hot to drink.
Regardless of how near rescue services may be - YOU MUST TAKE ACTION FROM
THE BEGINNING to safeguard your life from the elements.
The guiding principles for survival can be summarised as:

a) Protection - This has the highest priority - above all else.
b) Location - This is the second priority and details of the equipment appear
throughout this Manual.
c) Water - You can survive for days without water.
d) Food - You can survive for weeks without food.
4.2 PROTECTION
Initial actions to be taken when the BOAT STATION SIGNAL is given.
4.2.1 Warm Clothing
a) Wool clothing is best.

b) As many layers as possible.
c) An anorak or oilskin as the outer layer.
d) If it should be necessary to enter the water on abandoning the ship the initial
'cold shock' may prove disabling, or even fatal. Extra clothing will markedly
reduce this shock effect, while a waterproof outer layer could prevent it
entirely.
e) The extra clothing will prolong your survival time by reducing loss of body
heat. It will not weigh you down, the opposite is true. When you enter the
water the air trapped between the extra layers of clothing will help your
lifejacket keep you afloat.
f) Even if you do board the survival craft without getting wet the extra clothing
will help to save your life while awaiting rescue.
g) COLD, not lack of food and water, is the greatest killer.
h) Don't delay - adjustments to clothing etc. can be made on the way, or at, the
lifeboat muster station.
4.2.2 Put On Lifejacket
a) Tie all tapes with a double bow. If they come undone later you may be too
cold to re-tie them.
b) Without a lifejacket even good swimmers will have difficulty in staying afloat in
cold water because of the disabling effects of cold, shock and cramp.
c) A lifejacket will keep you afloat without effort or swimming no matter how
much clothing is worn. If unconscious, a lifejacket will keep your mouth clear
of water.
4.2.3 Go to Your Muster Station
a) The signal is for mustering only, it is NOT THE ORDER TO ABANDON SHIP
- this will be given by word of mouth by the Master or his deputy.
b) Follow the instructions given in the Emergency Station Bill for preparing the
ship's survival craft.
c) Remember the ship itself is the best lifeboat. It may or may not be necessary
to leave the ship so only abandon ship when told to do so.
d) Collect TPAs and/or don immersion suits.
4.2.4 Leaving the Ship
The decision to abandon ship is made by the Master. You can contribute to a
successful operation by knowing what to do and by knowing the dangers you will be
facing.
Records show that many ships sink in less than 15 minutes. This affords little time to
formulate a plan of action so careful preplanning is essential to be ready in an
emergency.
Here are some sound pointers for you to remember when abandoning ship:
1. Put on as many layers of warm clothing as possible, including foot protection,
making sure to cover head, neck, hands and feet. Fasten, close and/or button up
clothing to prevent cold water flushing through the clothing.
2. If an immersion suit is available put it on over the warm clothing.
3. If the immersion suit does not have inherent flotation, put on a lifejacket and be
sure to secure it correctly.
4. If time permits all persons should, before boarding the survival craft or in any case
immediately after boarding, take some recommended anti-seasickness medicine
in a dose recommended by the manufacturer. Sea-sickness will interfere with your
survival chances as vomiting removes precious body fluid, and sea-sickness in
general makes you more prone to hypothermia and impairs your will to survive.
5. Avoid entering the water if possible, e.g. board davit-launched survival craft on the
embarkation deck or by the marine escape system. If davit-launched survival
craft, a marine escape system or other means of dry-shod embarkation are not
available use overside ladders or, if necessary, lower yourself by means of a rope
or fire hose.
4.3 ACTION WHEN IN THE WATER
Unless it is unavoidable do not jump from higher than

5 meters into the water. Try to minimise the shock of
sudden cold immersion. A sudden plunge into the cold
water can cause rapid death or an uncontrollable rise
in breathing rate, which may result in an intake of
water into the lungs. On occasions it may be
necessary to jump into the water; if so, you should
keep your elbows to your side, cover your nose and
mouth with one hand while holding the wrist or elbow
firmly with the other hand. One should not jump into
the water astern of the liferaft in case there is any
remaining headway on the ship.
Once in the water, whether accidentally or by ship

abandonment, orientate yourself and try to locate the ship, lifeboats, life rafts, other
survivors or other floating objects. If you were unable to prepare yourself before
entering the water, button up clothing now. In cold water you may experience violent
shivering and great pain. These are natural body reflexes that are not dangerous. You
do, however, need to take action as quickly as possible before you lose full use of
your hands; button up clothing, turns on signal lights, locate whistle, etc.
While afloat in the water, do not attempt to swim unless it is to reach a nearby craft, a
fellow survivor, or a floating object on which you can lean or climb. Unnecessary
swimming will pump out any warm water between your body and the layers of clothing,
thereby increasing the rate of body heat loss. In addition, unnecessary movements of
your arms and legs send warm blood from the inner core to the extremities (arms and
legs) and thus to the outer parts of the body. This can result in very rapid heat loss.
Stay calm and take up a good position to prevent drowning.
The body position you assume in the water is also very important in conserving heat.
Float as still as possible with legs together, elbows close to your side and arms folded
across the front of your lifejacket. This position minimises the exposure of the body
surface to the cold water. Try to keep your head and neck out of the water.
Try to board a lifeboat, raft or other floating platform or object as soon as possible in
order to shorten the immersion time. Remember, you lose body heat many times
faster in water than in air. Since the effectiveness of your insulation has been seriously
reduced by water soaking, you must now try to shield yourself from wind to avoid a
wind-chill effect (convective cooling). If you manage to climb aboard a lifeboat,
shielding can be accomplished with the aid of a canvas cover of tarpaulin, or an
unused garment. Huddling close to the other occupants of the lifeboat or raft will also
conserve body heat.
Keep a positive attitude of mind about your survival and rescue. This will improve your
chances of extending your survival time until rescue comes.
4.4 BOARDING SURVIVAL CRAFT
a) Boarding a survival craft unaided from the water is a difficult operation.

b) Make maximum use of foot and handholds bearing in mind that, when cold, the
thigh muscles are the strongest, and can be used to exert most leverage.
c) It may help to push yourself under the water and use the extra buoyancy of the
lifejacket to help you 'bob up' higher. The same technique can be used by
those in the survival craft to assist in bringing a person on board, on his back.
d) Persons in the water should be taken into lifeboats over the weather bow or
quarter by the same method.
4.5 FIRST ACTION TO TAKE AFTER BOARDING SURVIVAL CRAFT
If your boat is still afloat, remain secured to it unless fire or some other danger means
that you must cut the painter. There are two good reasons for remaining attached to
your boat.
- It may not sink, and as long as it remains afloat it is a potential form of shelter. If
it sinks in shallow water, it may serve as an anchor for the life raft.
- Staying close to your boat keeps you closest to your distress position and makes
you easier to spot both visually and on radar.
4.5.1 Clear the Ship
a) In lifeboats, slip the toggle painter.

b) In liferafts, cut the painter as far from the raft as possible. A safety knife is stowed
near each entrance. The knife is designed to prevent accidental damage.
c) Using the engine, oars or paddles, manoeuvre clear of the ship's side and well
clear of any floating obstructions, which may damage the craft.
4.5.2 Collect Together
Motor lifeboats or even a boat under oars should then collect all survival craft together
and carry out a search for survivors in the water.
If there is more than one raft in the water, tie them together with a doubled rescue line.
Again, there is safety in numbers. You will have: more survival gear between the two,
and it is easier to spot two rafts than one.
4.5.3 Protection
a) Close the life raft entrance when everyone is inside to keep out the cold and
wet and keep in the warmth generated by the occupants. Leave only a small
opening for ventilation.
b) Rafts are made so that you have the choice of pumping the floor up with air
or not. This is because in tropical climates, the water under the raft will help
cool the inside. In northern latitudes, regardless of the time of the year, you
should pump up the floor with the hand pump inside the raft. Some rafts have
seating positions, which also must be pumped up by hand.
c) In open lifeboats, rig the exposure cover. This helps to keep OUT the cold
and wet and keeps IN the warmth created by the occupants.
d) Remove wet clothing, wring out and put back again. This will reduce the loss
of body heat. Don TPAs.
e) Bale out any water. Inflate the floor of rafts for insulation against the cold.
f) Inspect for damage. If there are leaks, use the repair clamps.
4.5.4 Sea-sickness
Take seasickness tablets as early as possible in a dose recommended by the

manufacturer. These are in the equipment box. Most people, however experienced,
suffer from seasickness in survival craft. This results in loss of body fluid and
incapacitation.
4.5.5 Treating Injured
Maintain a clear airway to unconscious survivors. You must assess and treat serious
injuries, with one exception. You cannot perform the chest compressions required for
cardio-pulmonary resuscitation (CPR) because of the soft floor of the raft. A
suggested method of performing chest compressions is to place the victim on his
back, on top of another crewman. The man on the bottom wraps his arms around the
victim's chest, locks his hands and performs the chest compressions as if he is giving
a bear hug.
Where crewmen are recovered from the water apparently drowned, mouth-to-mouth
rescue breathing should be started immediately and continued until help arrives, or
you are too exhausted to continue. In cold water (below 70 degree F.), near-drowning
victims have been revived after being submerged for as long as an hour because of a
body response known as the mammalian diving reflex. It is the same response that
enables whales and seals to remain underwater for tong periods. Don't give up on a
near drowning victim.
4.5.6 Order – Leader
a) Obey orders at once.

b) An Officer will normally be in charge but in his absence a leader will have to
be appointed or elected as soon as possible.
c) Preferably the leader should have knowledge of the craft and its use and
normally be the holder of at least a Certificate of Proficiency in Survival Craft
(CPSC).
4.6 SUBSEQUENT ACTIONS IN SURVIVAL CRAFT
4.6.1 Survival
Immediately after abandoning ship and gaining the shelter of a life raft, survivors are
likely to be cold, wet, exhausted, and suffering from varying degrees of shock. Mental
and/or physical letdown leading to collapse is likely at this stage, but you must
maintain your self-control and your will to live if you are going to survive.
At this point, you will be faced with multiple problems and you must decide the order in
which you deal with them. Inventory and shelter are high priorities. You must be sure
that all survivors have found the life raft, and make it a real shelter by insulating it
against the cold. You must treat serious injuries and seek to prevent seasickness.
And, you should examine the equipment and supplies carried aboard the life raft, and
read the instructions for their use. If there are enough hands, several actions may be
accomplished simultaneously.
Good leadership and high morale are crucial for survival. Good leadership creates
high morale, and the leader must take on the responsibility of keeping the other
survivors as organized, calm and comfortable as possible.
The vessel's officer will normally be the leader aboard the life raft, unless he is injured
or missing. In some survival circumstances, however, unlikely leaders emerge. The
leader should be the person who is in the best physical and emotional shape to
establish priorities and maintain morale. It is important for morale that survivors should
be kept busy and their minds occupied consistent with reducing physical exertion to a
minimum.
If you are in charge, it is important for you to communicate with the other survivors.
You must reassure them and assess who is best able to carry out vital tasks. Do
everything you can to reduce fear and panic. Use the materials in the life boat or raft
to show the survivors that there is shelter, means of signalling, water and food. Try to
establish a sense of companionship and a firm but positive level of discipline. If you
must deal with someone who has lost his emotional control, don't let him disrupt the
rest of the crew. It may help to give him an aimless task. One survival instructor
suggests rigging a fishing line (if in life raft, with a weight but no hook -which might
tear the raft), throwing the weighted end over the side and instructing the man to catch
a fish.
While the leader has the greatest responsibility, each survivor must strive to maintain
a positive attitude and carry out the tasks, which he is assigned. The survival of the
group depends on each man's contribution, and it is here that preparation and training
pay off. A man who has knowledge of survival procedures and can focus his mind on
constructive tasks is much more likely to make a positive contribution than one who
has only his panic for company.
Establish a routine for duties and set watches to cover

- Lookout and care of injured,
- Craft maintenance and baling and
- Navigation, keeping records and so on.
4.6.2 Roll Call and Log
a) A roll call should be made to establish the likelihood of other survivors being
found, the number available for watches, injured and the expertise available.
b) If possible, record the circumstances leading up to abandoning the vessel

and attempt to account for as many persons as possible.
c) Thereafter, keep a log of events with times, duties organised, rations issued,
first aid given and condition of survivors.
4.6.3 Sharp Objects
Collect together and stow properly all sharp objects.

4.6.4 Watches
a) Watches should be set in pairs for about one hour at a time with one person
on outside lookout and the other on watch inside the lifeboat.
b) The person on the inside of the survival craft is responsible for:
− Supervising the boat management whilst others rest.
− Maintain the survival craft (bailing, drying, ventilation, etc.).
− Attend to injury victims.
− Maintain equipment.
− Keep rations.
− Keep the minds of the survivors occupied during waking hours, but don't
overdo it.
− Avoid unnecessary work.
c) The person on the outside of the survival craft is responsible for the following:
− Look for ships, survivors, aircraft and useful wreckage.
− Flash the signalling mirror all around the horizon when there is sunshine.
Someone else can see your mirror before you can see them.
− Look for land. At night, listen for surf.
d) Depending upon the number of survivors, an engineer's and a helmsman's
rota should be arranged in addition to the inside and outside watches in
lifeboats.
4.6.5 Lookouts
a) Post a lookout, with frequent changes so they do not get too cold.
b) The outside lookout should be suitably dressed and protected from the
elements as well as being secured to the craft. The immediate duties of the
lookout are to listen for whistles or cries for help, look for other survivors in
the water, signalling lights and lights of other rafts, ships or aircraft If it is
necessary to swim to a survivor, use a safety line because the raft will drift
faster than you can swim. The lookout should also report the presence of any
immediate dangers or debris, which could be of use.
c) Lookouts should be properly briefed in their duties regarding the collection of
useful debris, how to keep a lookout, sector searches and the use of
pyrotechnics, including when to use them.
d) Keep the distress signals dry but readily available.
4.6.6 Survival Instructions

All survivors should read the survival instructions contained in the survival craft's
stores.
4.6.7 Body Functions

a) Urine retention can be dangerous, so overcome the embarrassment as early
as possible. Survivors should urinate within the first few hours in the craft.
Thereafter at least once a day so that any harmful wastes do not build up in
the body. If retention occurs, dipping your hands in the water may help.
b) Urine will become dark and smoky after a few days in survival craft due to
reduce water intake - this is normal.
c) Urination will be increased and made easier if the water supply can be
supplemented by rainwater, dew or condensation.
d) Whenever possible survivors should also attempt a bowel movement within
the first 12-24 hours. Very little waste residue results from eating the
emergency rations in survival craft and survivors should not worry if they
become constipated.
e) No bowel movements will also prevent the loss of valuable body water.
4.7 INJURIES, AILMENTS AND TREATMENT
A first aid kit is supplied with every lifeboat and liferaft. A leaflet describing simple first
aid is enclosed with each kit.
4.7.1 Treatment of the immersion survivor

The treatment of hypothermia will of course depend on
both the condition of the survivor and the facilities
available. Generally speaking, survivors who are rational
and capable of recounting their experiences, although
shivering dramatically, merely require removal of all wet
clothes or blankets. If possible, they should be taken from
the water horizontally and carried this way, or else be
returned to the horizontal (or better still, to the
unconscious position illustrated on next page) as quickly
as possible and kept this way. Hot sweet drinks should
be given but only if the victim is fully conscious with gag
and cough reflexes. Rest in a warm environment not
exceeding 20°C (normal room temperature) is also
recommended. Alcohol or smoking, as well as massaging
or rubbing the cold skin, should be avoided. However,
always bear in mind that even conscious survivors can
collapse and become unconscious shortly after rescue.
They should therefore be kept resting horizontally, with
their legs slightly elevated (the “shock position”) and be
watched.
In more serious cases, where the survivor is not shivering

and is semi-conscious, unconscious, or apparently dead,
immediately first aid measures will be necessary to
preserve life while awaiting medical advice on more
detailed management procedures.
The recommended first aid measures for such an
immersion survivor are as follows:
1. On rescue, always check the survivor’s breathing, carotid pulse for one minute (as
per drawing) and papillary reaction.
2. If the survivor is not breathing, make sure the airway is clear (remove dentures, if
any) and start artificial respiration immediately (mouth to mouth or mouth to nose).
If the heart appears to have stopped beating then cardiac resuscitation may be
applied. However, you should be certain that there is no pulse at all (remember
that hypothermia slows and weakens the pulse greatly and, once started, it must
be continued properly until the patient is either fully re-warmed or delivered to a
hospital).
3. If the survivor is breathing but unconscious, lay him in the unconscious position as
illustrated here. This is necessary to ensure that the person’s breathing is not
obstructed by his tongue or by vomit.
4. Avoid all manhandling which is not necessary to determine whether there are any
serious injuries; do not even remove wet clothes; do not massage.
5. Prevent further heat loss through evaporation and from exposure to the wind.
Wrap the patient in blankets and/or a casualty bag or large plastic bag and
transfer immediately to a (wind)-sheltered area or below deck to a compartment
between 15°C and 20°C, keeping him horizontally, slightly head down.
6. Only a doctor should normally give advice on re-warming and decisions regarding
further treatment. If no medical advice is immediately available, continue to apply
the essential life-saving procedures given in paragraphs 1 to 5 above. In addition,
if the rescued person is cold and appears dead, or if he deteriorates and/or the
pulse and breathing are lost, warming should be attempted immediately.
• “Active” method of warming: this is done preferably in a bath of warm water
(38°C to 40°C- hand hot) or alternatively using heated blankets or sheets
(about 45°C, but not hotter);
• “Passive” method of warming: cut the person’s clothing so that it can be
removed with the minimum of disturbance. Then wrap the person in blankets
to reduce further heat loss. Do not attempt to warm the person by vigorous
actions. Apply heating pads or hot water bottles under the blanket, to the
person’s head, neck, chest and groin – but never place these warm objects
against the bare skin, as cold skin is easily burned.
If active or passive methods of warming are not available then apply body warmth by
direct body-to-body contact with the rescued person. In addition wrap a blanket around
both the rescued person and the person or persons supplying the warmth.
In all cases try to monitor the pulse and breathing. The above basic guidelines on first
aid treatment are illustrated diagrammatically here below.
Start (rescue)
Breathing
Yes No
1. Insulate to prevent further heat loss 1. Clear airway. Check carotid pulse
through evaporation and exposure and pupillary reaction.
to wind. Avoid unnecessary 2. Start artificial respiration
manhandling-leave wet clothes on immediately (mouth-to-mouth,
and enclose in blankets and/or mouth-to-nose). If a pulse cannot
plastic bag. Move to sheltered be detected, commence cardiac
location. resuscitation.
2. Lay down in the unconscious 3. Insulate to prevent further heat
position whenever possible. loss through exposure to wind.
3. Oxygen should be given if Avoid unnecessary manhandling
available. – leave wet clothes on and
4. If water was inhaled, encourage enclose in blankets and/or plastic
deep breathing and coughing. bag. Monitor pulse, breathing and
5. Request medical assistance. consciousness of victim and
6. Watch person closely until actively re-warm if the person
shivering starts. In the absence of appears dead or if the person’s
medical advice re-warm the person condition deteriorates.
by either the “active” or “passive” 4. Seek medical advice. If medical
method described above. advice is not available, continue
resuscitation until the patient is
either fully re-warmed or
delivered to a hospital.
1) Gently shake the victim’s shoulders and shout to see if he is conscious

2) If the victim does not respond, tilt the head and lift the chin to clear the tongue
cut of the airway.
3) Listen for the sound of breathing.
4) Give two successive full-lung breaths (huffs) into the victim’s mouth within five
seconds.
5) Check the victim’s carotic pulse at the neck. If there is a pulse continue rescue
breathing at the rate of 12 times per minute (once every five seconds).
6) Feel for the lower and of the breastbone with 2 or 3 fingers.
7) Place the heel of one hand just above your finger’s so that the heel rests on
the lower half of the breastbone.
8) Place the other hand on top of the first. Keep your arms straight.
9) Compress the breastbone straight down 1½ to 2 inches (for adults).
4.7.2 Rescue breathing
4.7.3 Shock
a) May be caused by severe bleeding, injuries, burns, infections, heat exhaustion or

may be due to nervous reaction.
b) It results in a state of collapse due to a reduction in the volume of blood circulating
in the body caused by loss of blood, serum or fluids. The pulse becomes rapid
and feeble. Dizziness, fainting and unconsciousness can occur.
c) Control bleeding and, if possible, treat to relieve pain due to injuries. Ensure
maximum supply of blood (and oxygen) to the brain by raising legs with patient on
his back if conscious. Reassure and encourage the patient.
d) If unconscious, place in coma position and ensure clear airway. Prevent patient
from shivering, without warming him too much.
4.7.4 Bleeding
Control of gross bleeding is an urgent matter. Arterial bleeding from a major blood
vessel can cause the victim to bleed to death in a very short time. Rapid loss of as
little as 1 quart of blood can cause shock. Bleeding from veins or capillaries may
scare you even when it isn’t an urgent priority. It is important to be able to recognize
gross bleeding.
Treatment of bleeding
a) Use the palm of your hand to apply direct pressure over the wound.
b) Clean the wound before applying the dressing if it is badly contaminated by dirt
etc. Large foreign bodies can be removed gently.
c) Use a thick pad of cloth as a dressing between your hand and the wound. It
should be sterile, or at least as clean as possible. Use clothing, if nothing better is
available.
d) It is important to avoid risk of subsequent infection to the wound by applying
antiseptic cream and clean dressings as the wound heals.
e) Raise injured arms or legs to a level higher than the heart unless movement will
cause further damage (in the case of fractures, for example).
f) Never remove the dressing even if it becomes blood-soaked. Instead, add
another dressing on top of the first one and continue applying direct
pressure and elevating the part.
g) A pressure bandage can replace direct hand pressure on most body parts.
Center the bandage over the dressing, wrap the ends around the body part and
tie the knot directly over the dressing.
h) After bleeding has been controlled with a pressure bandage, check frequently for
swelling and other indications of excessive pressure.
Be sure the pressure bandage has not become a tourniquet.
Warning signs for excessive pressure include swelling next to the bandage site,
numbness to touch, sensation of pins and needles, the limb becoming white or purple
and pain beyond the site of the injury.
Direct pressure is effective in stopping the bleeding from nearly all wounds. It
almost always eliminates the need for a tourniquet.
Pressure points
Using pressure points is a temporary means of controlling gross bleeding until a
pressure bandage can be applied. Pressure points are specific areas where an artery
passes over a bone and a pulse can be felt.
Use pressure points in combination with direct pressure and elevation. A conscious
victim can apply pressure to his own wound so that you can attend to other injuries or
treat other victims. Pressure is always applied between the wound and the heart.
Tourniquets
Remember: the tourniquets are NEVER put on unless the bleeding is so severe that it
cannot be stopped by any other means.
Direct pressure by hand will control bleeding in nearly all cases. If it doesn’t, a
tourniquet may be a last resort for saving the victim’s life. A tourniquet can only be
used on an arm or leg and represents a trade-off probable loss of the limb in an
attempt to save the life.
- Place the tourniquet just above the wound, if the wound is in a joint, put the
tourniquet just above the joint (1)
- Use a wide band so it doesn’t cut into the tissue.
- Apply a pad over the artery to be compressed (2).
- Take two tight wraps around the limb and tie an overhand knot (3).
- Place a short, strong bar on the overhand knot and tie a second overhand knot
above it (4).
- Twist the bar until the bleeding stops, no tighter.
- Secure the bar in place (5).
- Record on the victim’s forehead the time when the tourniquet was applied (6).
- Don’t loosen the tourniquet until a doctor tells you to.
- Treat the victim for shock and get medical attention immediately.
A victim wearing a tourniquet should be evacuated.
Internal bleeding
Internal bleeding is not always obvious. Suspect it if the victim has suffered a hard fall
or a heavy blow to the body.
Symptoms: - Vomit that looks like “coffee grounds”

- Coughed-up blood that is bright red or bubbly.
- Paleness.
- Rapid, hard-feel pulse.
- Light-headedness and restlessness.
- Thirst.
- Confusion.
- Dizziness, weakness, fainting.
Immediate treatment - Check the airway, breathing and circulation.

- Treat for shock.
- Seek medical advice.
- Do not give the victim anything to eat or drink.
- Look for injuries such as broken bones which may have
caused the bleeding.
- Stay calm and measure reassure the victim.
Additional treatment for bleeding

Shock is always present in victims who have lost blood. Even if the symptoms of
shock are not visible, treat for it as a preventative measure.
In all cases of bleeding, keep the victim quiet to assist blood clothing. Don’t move the
victim unless it is absolutely necessary. If you must move him, handle him gently.
Keep the injured part elevated as long as doing so doesn’t cause further injury or pain.
Keep him as comfortable as possible.
4.7.5 Burns
a) All burns provide raw tissues susceptible to infection. They may be caused by 'dry'
heat such as fire, flames, sunburn, contact with hot objects or 'wet' heat from hot
water or steam.
b) The larger the area of body burned the greater the shock and more seriously ill
the patient.
c) All burns are serious but if the burned area exceeds 10% of the body surface they
are dangerous. Those exceeding 33% of the body surface are often fatal.
d) Superficial burns affecting only the outer skin layers should be cleaned and
covered with a sterile or paraffin gauze dressing.
e) Deep burns have penetrated and destroyed all the skin and burned the underlying
fat and muscle, which will present a yellowish/white appearance.
f) Wash the area thoroughly after removing any clothing covering it. Apply clean dry
dressing. Loosen dressing if swelling occurs.
g) Treat patient for shock and if conscious give small sips of fresh water to help replace lost
body fluid.
4.7.6 Broken Bones – Fractures
Unless expert medical attention is available little can be done in the survival craft
except to immobilise the fracture with bandages, slings or splints.
Make the patient as comfortable as possible, provide pain-killing tablets and treat for
shock. Place the patient between two fit survivors if possible to prevent movement with
the rolling of the survival craft.
4.7.7 Fuel oil Contamination
Survivors who have spent time in the water which has been contaminated by fuel oil
are likely to be affected by:
- Swallowing the oil: Swallowing fuel oil usually causes vomiting and its effect will
wear off in a few days. Milk or additional water should be given to replace body
fluid lost due to vomiting.
- Clogging of skin pores: Oil on the skin should be cleaned off as far as possible.
The skin is unable to perspire or breathe and can be the cause of death if the
patient is totally smothered in oil.
- Pollution of lungs: Little can be done in the craft for a patient who has polluted his
lungs with oil fuel. It can be dangerous and lead to pneumonia. Rest, warmth and
fresh air are about the only treatment.
- Inflammation of the eyes: Eyes should be washed out and protected from bright
sunlight until the inflammation has gone.
4.7.8 Cold injury
Another condition which may affect individuals exposed to cold environments is acute
cold injury. Such injuries usually result from exposure to low temperatures; especially
in damp conditions and when wind speeds are high. Cold injuries may be of a freezing
or non-freezing variety.
.1 Freezing cold injury (frostbite)

Frostbite is the term given to the condition when tissue fluids freeze in localized areas
of the body; the hands, face, ears and feet are particularly susceptible.
Cause: Exposure, particularly of bare skin to low temperature, especially when

combined with movements of moist/humid air. Lookouts in liferafts or survivors in open
boats are particularly prone to this injury. Accordingly, consideration should be given
to the length of watch period.
Diagnosis: Early signs of frostbite are:

1. extreme waxy pallor of the skin;
2. initial local tingling and stiffness – it is difficult to wrinkle the face or
wiggle affected toes or fingers;
3. complete absence of sensation in the area affected; and
4. local hardness due to freezing of the flesh.
Prevention: If bare skin has to be exposed to the elements, the periods of exposure
should be kept to a minimum and freezing winds be particularly avoided. Moderate
exercise and massage at an early stage will help to prevent the onset of cold injury.
DO NOT smoke; smoking reduces the blood supply to the hands and feet. Alcoholic
drinks should not be consumed.
Treatment: On detection of the above signs, immediate steps should be taken to re-
warm the frozen part before permanent damage occurs. Get out of the wind. Re-warm
the frozen part before permanent damage occurs. Get out of the wind. Re-warm the
frozen areas by applying them to warmer part of the body, e.g. hands under armpits,
cupped hands over cheek, nose, ear, etc. the frozen areas can also be re-warmed by
placing them in water with a temperature of not more than 40ºC. Once freezing has
occurred, DO NOT rub or massage affected areas.
.2 Non-freezing cold injury (immersion foot)

Immersion foot is the term given to the condition when the temperature of local tissues
in the limbs (usually the feet) remains subnormal but above freezing for a prolonged
period. It is commonly encountered by shipwreck survivors who have been adrift and
cold for several days. Usually the feet have been wet and immobile, but this injury can
also occur in dry conditions. Other contributory factors are tight footwear and sitting
still with the feet down as when sitting in a chain for prolonged periods.
Diagnosis: Feet become white, numb, cold and frequently are slightly swollen. When
returned to warmth, the feet become hot, red, swollen and usually painful.
Prevention: Every effort should be made by survivors to keep their feet warm and dry.
Shoelaces should be loosened, the feet should be raised and toe and ankle exercises
encouraged several times a day. When possible, shoes should be removed and feet
kept warm by placing them under the armpits, but outside the clothing, of an adjacent
occupant. Alternatively, unwanted spare clothing may be wrapped round the feet to
keep them warm. Smoking should be discouraged.
Treatment: After rescue, every effort should be made to avoid rapid rewarming of the
affected limbs. Care should be taken to avoid damaging the skin or breaking blisters.
Elevate the lower legs to reduce swelling and cover lightly. Remember that numb
limbs do not feel heat or any other pain and are very easily burned. DO NOT massage
affected limbs.
4.7.9 Sunburn
Avoid excessive exposure to the sun by keeping under cover. Keep head, neck and
other exposed areas covered. A very gradually acquired suntan may be beneficial.
4.7.10 Salt Water Boils
These are due to the skin becoming sodden with seawater. Do not squeeze or burst
boils. Keep them clean and cover with a dry dressing. Keep the area as dry as
possible to avoid chafing.
4.7.11 Dry Mouth and Cracked Lips
Swill water around your mouth prior to swallowing. Suck a button. Smear lips with
cream or soft petroleum jelly.
4.7.12 Swollen Legs
This is common and due to long periods spent in a sitting position. It will subside
without treatment after rescue.
4.7.13 Hypothermia
The loss of body heat is one of the greatest hazards to the survival of a person at sea.
The rate of body heat loss depends on water and air temperature, wind speed, sea
conditions, the length of time spent in the water, the protective clothing worm, the
body type of the survivor, and the manner in which the survivor conducts himself. An
abnormally low body core temperature can be recognized by a variety of symptoms.
Very early during exposure, the body

tries to combat the excessive heat
loss both by narrowing its surface
blood vessels (to reduce heat transfer
by blood to surface) and by shivering
(to produce more body heat).
However, if the exposure is severe,
the body is unable to conserve or
produce enough heat. Body cover
temperature begins to fall. When
body core temperature is below 35°C
the person is suffering from
“hypothermia”.
By then, discomfort, tiredness, poor

co-ordination, numbness, impaired
speech, disorientation and mental
confusion are well established. As the
internal temperature decreases below
31°C, unconsciousness may occur;
shivering is usually replaced by
muscle stiffness and the pupils of the
eyes may be enlarged. The heartbeat
becomes irregular and weak and the
pulse is barely detectable. Although
death may occur at any stage of
hypothermia, when a person’s
temperature is below 30°C it is very
difficult to be sure whether he is alive
or dead. Death by hypothermia is then
defined as a failure to revive on re-
warming.
Precautions: If you don’t know whether the victim is in the advanced stages of
hypothermia, use a conservative approach and assume that it may be advanced.
Rescue attempts should be made in such a way as to limit the amount of exertion by
the victim. Even small amounts of physical activity by the victim produce further heat
loss and worsen the condition. A crewman wearing an exposure suit and safety line
should be ready to go into the water to assist with the rescue. Handle the victim
gently. Rough treatment could cause his heart to stop. Keep the victim in a horizontal
position to prevent shock.
4.7.14 Heat, Heat-stroke or Hyperthermia
In warm or tropical climates excessive exposure to the sun and heat can cause
extremely bad cases of sunburn and hyperthermia (or heat-stroke).
The effects of hyperthermia are similar to hypothermia except that, in this case, the
body cannot lose heat fast enough. The body core temperature rises and eventually
affects the nervous system leading to unconsciousness and possibly death.
You must therefore protect yourself from heat by:

a) Rig exposure cover on lifeboats as protection against the sun and raise the sides
to allow a 'breeze' through the craft.
b) Turn liferaft entrances into the wind to allow a breeze through the craft. This can
be done by altering the position of the drogue attachment to the raft by pulling the
drogue line round near the entrance and making it fast.
c) Wet clothing early in the day and allow the heat to dry it out. Contrary to popular
belief, clothing as much of the body as possible rather than being naked is cooler.
Ensure clothing is dry by nightfall when relatively much lower temperatures can be
expected, even in the tropics.
d) Do not move about more than absolutely necessary, it just makes you hotter.
e) Splash or spray water on the exposure cover or liferaft canopy.
f) Occasional small sips of water or even damping the lips are beneficial during the
day. Salt water MUST NOT be used for this purpose.
4.7.15 Dehydration
Normal loss of water from the body each day is at least 1 litre when neither food nor
water is taken. The body contains about 40 litres of water of which 25 litres must be
maintained for life to continue.
In theory a person would therefore survive for at least 10-14 days if there was no
additional loss of water. Longer with the availability of the water rations supplied in the
craft.
Accelerated water loss from the body will be caused by:

a) Sweating due to exertion or heat.
b) Vomiting and diarrhoea.
c) Drinking urine - this contains poisonous waste products which the body has
discarded. It is of no use and urine must not be drunk.
d) Drinking seawater - the salt in seawater must be dissolved using water from the
body so that the kidneys can pass the salt into the urine. This sets up a vicious
circle - the more salt water is drunk the more fresh water is taken from the body
cells to dissolve the salt. Continued drinking of seawater is fatal.
e) Eating or sucking Fish, Sea Birds and Seaweeds - these are also salty to a
greater or lesser degree.
Seaweed and Fish should NEVER be EATEN unless EXTRA WATER (at least 1 litre)
more than the ration is available.
Fish and Birds are also salty and require that additional fresh water be drunk. The
spinal fluid of fish contains fresh water and can be safely sucked out and drunk.
4.7.16 Artificial respiration
A person can stop breathing for many reasons, but drowning, electrocution, being
overcome by gas or fumes or entering an unventilated compartment are the most
common accidental causes.
Immediately a person stops breathing the blood starts to become deprived of oxygen
and if the brain is starved of oxygen for approximately four minutes irreversible changes
begin to take place and eventually the person dies. The aim of artificial respiration is to
oxygenate the blood to prevent such damage. It is essential that it is started as soon as
possible, DELAY CAN BE FATAL.
To determine whether a victim is breathing or not:
a. Look for movement of the chest or upper abdomen, where the ribs divide at the
lower end of the breast bone.
b. Listen with your ear close to his nose and mouth. Even in a noisy area you feel his
breath on your ear.
c. A small pocket mirror could prove useful in this case, if the mirror is held in front of
the mouth, if the patient is breathing, moisture should appear on the mirror face.
IF THE VICTIM IS NOT BREATHING COMMENCE ARTIFICIAL RESPIRATION AT ONCE
The best method of artificial respiration is the mouth-to-mouth-to-nose method

commonly known as the "Kiss of Life". When a person breathes normally only a small
proportion of the oxygen in the air breathed is used and ample oxygen remains in the air
breathed out to sustain life. The "Kiss of Life" transfers the exhaled breath into the
lungs of the unconscious person.
This method has many advantages - it is easy, does not require strength and can be
administered quickly with the casualty in any position, he does not have to be laid out flat
and it can be coupled with external cardiac massage.
Remove the casualty from any external source of danger to his life i.e. gaseous
atmosphere, electrical apparatus or moving machinery, in view of the four minutes
irreversible changes hazard, the circumstances may dictate the "Kiss of Life" being
administered before and/or during the casualty being moved.
Check with a finger that mouth and throat are clear of obstructions, the open the airway
by pressing the head backwards with one hand and with the other pushing the lower jaw
upward and forward. Occasionally the casualty will give a gasp and start breathing when
this is done. If the actions as listed above do not revive the victim:
a. Take a deep breath, seal your mouth round that of the casualty and close his nostrils
by pinching them together with your fingers. Blow into the casualty's lungs until you
see the chest rise.
b. Remove your mouth from that of the casualty and let the chest fall. Repeat six
times, as quickly as possible, then inflation should be at the rate of twelve per
minute. It must be maintained until the casualty resumes normal breathing.
c. If the casualty is in a state of spasm so that the mouth cannot be opened or has no
teeth, or if his mouth is badly cut it might be necessary to inflate the lungs by the
mouth-to-nose method.
d. Extend the head as before seal your mouth widely around the casualty's nose and
close the mouth by placing your thumb on the lower lip. Proceed then as before.
If the victim continues to be unable to breath carry out artificial respiration for a least one
hour or until told to stop by a medical office. Once a casualty has started to breath there
is no guarantee that he will continue to do so.
An unconscious but breathing casualty should be placed in what is known as the

unconscious position. That is lying on one side with the uppermost leg and arm bent and
the head to one side. Do not support the head with a cushion.
Where the victim has also been in a fall and has received injuries to limbs and/or torso,
maintain respiration, stimulate circulation and control external haemorrhaging where
necessary. Cover with warm blanket but do not apply external heat. Do not manipulate
injured limbs but immobilizing support may be given by the use of a pillow or board. Do
not attempt to give anything by mouth. Smelling salts may be used.
4.7.17 External cardiac massage
If a casualty's heart has stopped beating, it does not necessarily mean he is dead,
though he certainly will be if something is not done about it very quickly. The heart
pumps the oxygenated blood to the brain and despite artificial respiration; if the heart is
not beating the brain will continue to be starved of oxygen.
Should the heart cease to function, it is essential that external cardiac massage (a
method of restarting the circulation) be combined with artificial respiration. It is possible
this will cause the heart to function again.
External cardiac massage is not without its dangers and the technique should only be
used if you are sure the heart has stopped beating. If the casualty is not breathing,
artificial respiration by the "Kiss of Life" method must be performed; if there is no
improvement after 10 or 12 breaths (the face and lips should lose their bluish tinge)
check quickly to find out if the heart is beating. Listen at the casualty's chest with your
ear over the heart, look at the eyes and note the size of the pupils. If no heartbeat can
be detected and the pupils are dilated (enlarged) then external cardiac message must
be started immediately.
a. First strike the casualty one sharp blow with the fist on the front of the chest, over the
heart. The sudden shock may be enough to restart it beating.
b. If this is not immediately successful, maintain artificial respiration and if possible
place the casualty on his back on a flat firm surface. Locate the bottom half of the
breast bone and place the ball of one hand on it with the second-hand covering the
first.
c. After each inflation of the lungs apply 6 to 8 sharp presses at the rate of one a
second. The aim is to depress the breast bone by 25-35 mm and no more (the
pressure needed will vary from person to person). This will compress the heart and
force it to pump blood around the body.
This technique combined with artificial respiration is more easily carried out by two
persons but one person can do both if necessary. Check the heart frequently and if it
starts beating again stop the external cardiac massage but continue artificial respiration
until normal breathing is resumed.
4.7.18 Resuscitation
The vessel has onboard special apparatus for use in resuscitation. This apparatus can
be of a number of different types. It is important that personnel are aware of its presence
and that instructions are given in its use.
The instructions provided with it should be clearly displayed onboard ship in the following
places:
a. With the Apparatus;
b. In the Officers' Accommodation;
c. In the Hospital or Medicine Locker.
The apparatus and the contents of cylinders should be checked periodically - adequate
spare bottles should be carried.
For detailed operating instructions of vessel’s resuscitation equipment please refer to

Part B chapter 10.
4.7.19 Rescue from enclosed space
.1 When a victim is still breathing

On reaching an incapacitated person, unless he is gravely injured, e.g. broken back, he
should be removed from the space immediately. It is emphasized however that
restoration of air supply is the first priority.
The rescue team will enter the enclosed space wearing self contained breathing
apparatus carrying one resuscitator pack per victim. They should also be wearing safety
harness and lifelines. If the configuration of the enclosed space is such that a lifeline will
hamper movement during the search for the victim the lifeline may be unclipped and
kept handy.
The lifeline should be immediately reconnected before ascending any ladder or crossing
any intermediate platform.
Upon reaching the victim one of the rescuers will assist his breathing by using a
resuscitator. The victim may be unconscious or only partly conscious but when full
consciousness is regained he will probably vomit and may well react violently therefore a
close watch on the victim should be maintained.
Three MUSTS for an unconscious patient:
⇒ MUST have a clear airway

⇒ MUST be kept in the unconscious position
⇒ MUST NEVER be left alone
The maintenance of a clear airway is essential and requires the patient to be kept in the
unconscious position. The head must always be kept back with a chin up position when
actually turning and at no time must the head be allowed to bend forward with the chin
sagging. This is both to help to keep a clear airway and to prevent neck injuries. If you
suspect that the jaw is broken or that the person has fallen from a height and may have
a neck or spinal injury you should be especially careful.
.2 If the victim has stopped breathing

First check the patient's airway and remove any possible obstruction keeping the victim's
head elevated as detailed above and then apply artificial respiration and, if necessary,
heart compression as laid out in the ship's medial guide. Have the ship's oxygen
apparatus in attendance for use.
During any rescue operation an additional member of the rescue team should be ready
to enter the confined space with self contained breathing apparatus. Notwithstanding
this, always keep the number of personnel in the space to a minimum. Where possible
an analyzer should be used to check the gas and oxygen concentrations in the confined
space, especially near the victim using the extension sampling line.
On NO account may any person enter the space without breathing apparatus until the
Master or Chief Officer has declared the space SAFE FOR ENTRY.
When a person has been overcome by hydrocarbon gas the regular supply of oxygen is
to be supplied to the victim within a sort period of time. This will depend on the
concentration of gas and the condition of the victim.
ON NO ACCOUNT SHOULD THE PERSON STATIONED AT THE ENTRANCE TO

THE
SPACE ATTEMPT TO ENTER BEFORE ADDITIONAL HELP HAS ARRIVED.
NO ONE SHOULD ATTEMPT TO RESCUE WITHOUT WEARING
BREATHING APPARATUS, RESCUE HARNESS AND IF POSSIBLE A LIFELINE.
.3 Rescue techniques
Before attempting any rescue, you must first get out of the hazardous area yourself,
sound an alarm, don breathing apparatus then rescue the victim. Take this approach
because, while you want to get the victim out, you do not want to become the second
victim.
Your initial response when someone is knocked down by H2S must not be to rush in
applying some form of resuscitation. You must first assess the situation and the
physical layout of the facility to determine which rescue techniques and equipment
should be sued. A casualty may have to be carried downstairs, or lowered from a
platform.
There are a large number of rescue techniques available. You should know at least
some of the basic ones. The following basic techniques can be used to remove a victim
from an H2S exposure:
a) The two-arm drag

This technique is performed by one person to rescue an individual victim who can
be either conscious or unconscious. The two-arm drag can be used if victim is not
seriously injured. The two-arm drag can be used in horizontal areas such as
walkways, outside areas, horizontal vessels, and lower tank manways. Regulations
require that harnesses be worn when entering confined spaces and that proper
rescue equipment and personnel be available.
The rescuer approaches the victim from behind, lifts the victim up by the back and
props the victim up with the rescuer’s leg against the victim’s back. Then the
rescuer reaches under the victim’s arm pits, over the victim’s arms and grasps the
victim’s forearms; the rescuer then drags the victim to safety.
b) The clothes drag

This is a technique performed by one person to rescue an individual victim who may
be conscious or unconscious. This technique is good for quickly moving an
individual without flexing or bending the victim’s body. It is useful for rescues on
horizontal surfaces.
The rescuer firmly grasps the victim’s coat or shirt collar and drags the victim out of
the danger zone.
c) The two-man extremities carry

This technique is used when you have more than one rescuer. The victim may be
conscious or unconscious. This technique is useful in many confined area rescue
situations and it is useful for rescues on horizontal surfaces.
Two rescuers position themselves in front of and behind the victim, both facing the
same direction. One rescuer reaches under the arm pits, over the victim’s arms and
grasps the victim’s forearms, as in the two arm drag. The other rescuer grasps the
victim behind the knees, then the rescuers lift together and walk forward, carrying
the casualty feet first to safety.
This technique can be used when the rescuers are wearing SCBA’s. It may,
however, be necessary for the rescuer who grasps the knees of the victim to face
the other rescuer. This makes it much easier to do the leg lift and protects the
victims head from coming in contact with the rescuer’s SCBA.
4.8 LOCATION AND ATTRACTING ATTENTION
a) Do not attempt to sail away from the area of the sinking ship. Search for
survivors will commence at the last known position of the ship.
b) Survival craft should be kept together to provide a bigger location target; there
will also be more survival aids to share.
c) Where a survival craft portable radio is available, 'distress' messages should
be transmitted, following the simple instructions provided on the equipment.
Rescuers can 'home in' on these signals.
d) Distress flares and rockets should be used only when a potential rescuer is
likely to be in the vicinity or can be heard or seen. If the sun is shining the
heliograph can be used to attract attention.
e) If sighted by a searching aircraft, it may be sometime before rescue is at hand
but your location will be known.
f) From the air, on a fine sunny day, the maximum distances a lifeboat or liferaft
are likely to be sighted are 8 km and 5 km respectively; slightly less from a
searching ship. These distances will be considerably reduced in bad weather
or poor visibility.
g) To attract attention of search aircraft and ships the above ranges of visibility
will be extended by the use of the signalling equipment on board the survival
craft. These are:
i. Radio equipment up to 100 km.
ii. For use by night - rockets 20-30 km and hand flares (up to 10 km). For
use by day - orange smoke signal (up to 10 km).
iii. Heliograph. The reflected sunlight from a heliograph mirror can be
seen up to 30 km in good conditions.
In bright sunshine it is probably one of the most effective visual signals
available. Instructions for the use of a signalling mirror are included
with equipment in the survival craft.
Easiest to use when the sun is in the same direction as the target.
Attempt to flash the reflected light onto, then away from the target
repeatedly. Normally the movement of the survival craft will provide
sufficient flashing effect. Direct flashes towards the sound of an
aircraft if only the noise can be heard.
If you believe a search is in progress flash the heliograph around the

horizon at regular intervals.
iv. Signalling torch for use at night (about 5 km). A flashing light is more
likely to be sighted such as repeated flashing of the Morse signal SOS
(•••---•••).
v. An oil lantern is provided in lifeboats. It can be shown as a flashing
light if put into and out of a bucket.
vi. Lights on liferafts can be visible up to 3 km.
vii. Exposure covers and canopies are designed to be highly visible and
may be sighted up to 8 km in fine weather.
viii. Retro-reflective tape will reflect the light of searchlights from ships or
aircraft (keep it clean).
ix. The whistle provided in survival craft and on lifejackets may prove
invaluable in very poor visibility and has a better range than the human
voice.
4.9 WATER AND FOOD
Water is the one essential ration for survival. Lifeboats carry 3 litres of fresh water for
each person the boat is certified to carry. Liferafts carry 1½ litres for each person.
4.9.1 Issue of the Water Ration
a) No water should be issued in the first 24 hours except to sick and injured.
b) A ration of 500ml (½ litre) should then be issued daily. It is recommended that
the daily ration be issued in three parts: at sunrise, mid-day and sunset, in
160ml (6 fluid oz) lots to each survivor. The ration should be drunk slowly.
Holding water in the mouth and gargling before swallowing helps to get the
most value from it.
c) The last day of the water ration in a liferaft will be the 4th day. If no other
water is obtained the ration should be halved on or before day 2.
d) The last day of the water ration in a lifeboat will be the 7th day. If no other
water is obtained the ration should be halved on or before day 3.
4.9.2 Supplementing the Water Ration
The importance of supplementing the water rations cannot be overstressed. If

additional water can be obtained the rations in the craft should be kept as a reserve.
Rainwater is the main source for supplementing the ration. Lookouts should be briefed
to inform survivors of impending rain so they can be prepared to collect it.
a) In liferafts the canopy has drainage tubes leading inside through which
rainwater can be directed into containers, plastic bags, empty water tins, etc.
Bear in mind the early rainfall will wash salt and dirt etc, from the canopy and
this should be discarded or used to further wash the canopy down.
b) In lifeboats use whatever methods are available, in particular the exposure
cover. Pierce one or two holes and pull the cover down to act as a
catchment. Buckets, bailers, the exposure cover bag and small containers
can all be used to store water.
c) If rainfall persists, drink as much water as possible and use excess for
personal hygiene.
Water may also condense on the underside of the liferaft canopy or exposure cover.
Collect this water with sponges or cloths used only for that purpose and not
contaminated with salt water.
4.9.3 Food
Food is not essential for survival over a short period of time. However, it assists the
body to provide energy and so economises on water, it is also a good morale booster.
The food in survival craft is chosen on the basis of the water used for their breakdown
in the body.
Barley sugar, glucose and biscuits are the most common survival craft food rations.
4.9.4 Issue of Food Rations
a) No food should be issued in the first 24 hours.

b) In liferafts the daily ration of food should be 100 - 125 gms per person.
c) In lifeboats the daily ration should total between 170 and 225 gms per
person.
d) The daily food ration should be divided into three and issued at the same
time as the water ration. In the case of barley sugar, milk or glucose tablets
they could be issued twice per day to be sucked or chewed between 'meals.'
e) It is suggested that one food container is opened at a time and the contents
counted out.
4.9.5 Supplementing the Food Ration
The sources of additional food at sea are limited to: Fish, birds, seaweed, turtles,
shellfish and possibly plankton.
It is IMPORTANT for survivors to realise that it is VITAL for ADDITIONAL WATER to

be available before eating these foods.
5. LIFEBOATS
5.1. LIFEBOATS GENERAL REQUIREMENTS
Lifeboats are to be constructed with rigid sides and have ample stability in bad
weather, sufficient freeboard when fully loaded and flooded and be sufficiently strong
to allow them to be safely lowered into the water when fully loaded with persons and
equipment. They are required to be fitted with internal buoyancy and may be
manufactured from wood, aluminium alloy, galvanized steel or glass reinforced plastic.
Lifeboats built of wood may be either clincher (overlapping planks) or carvel built. A
wood lifeboat certified to carry 85 persons or more is required to be carvel built with
the planks laid diagonally and in two thicknesses.
As wood lifeboats have a tendency to dry out in dry weather with the result that the
seams are liable to open up, a little water should be kept in the bottom of the boat in
hot weather. However, the plug should always be pulled out and the boat allowed
draining whenever there is any possibility of frost or ice.
Clincher built boats has the advantage of the fact that the edges of the overlapping
planks increase the freeboard.
Aluminium and galvanised steel lifeboats are constructed in much the same way as a
wood lifeboat. The fittings are of wood, because under extreme conditions, metal
would burn the survivors.
Great care must be taken with aluminium alloy boats in order to avoid corrosion. The
buoyancy tanks must be made of aluminium alloy or expanded plastic foam
substituted. Other metals should not come in contact with the boat. All paint used
should have either a zinc chromate or zinc oxide base; copper and lead paints have a
detrimental effect on aluminium. In the equipment, the buckets should be made of
heavy duty plastic and the gripe wires must be sheathed.
Glass reinforced plastic (GRP) lifeboats are sometimes moulded in two halves and
joined together by riveting onto an alloy keel frame, which has attachments for the
lifting hooks. The bilge grab rail and all interior fittings are made of wood. In others,
the boat is moulded in one piece and wood is only used for the bottom boards and
thwarts. Buoyancy is supplied by blocks of expanded plastic foam and in some cases
is actually built into the boat, though in older boats, alloy air tanks were fitted.
These boats are not proof, fire-resistant, non-corrosive and do not sweat. Glass
reinforced plastic, however, has very poor resistance to abrasion. Every effort has to
be made to prevent gripes and lashings from scrubbing and the heavier gear inside
the boat should be choked off as well as being lashed down so that it cannot rub with
the ship's movement. Apart from this, a fibreglass lifeboat should be free of the
necessity for any special care always remembering that there are some metal and
wooden parts, which may require painting from time to time.
Viking fibreglass lifeboats are equipped with plastic foam buoyancy, which is
positioned under the side benches during construction and no attempt should be made
to inspect or remove it. Authority for not removing this buoyancy is to be found above
the Administration stamp situated on the bow nameplate. This form of buoyancy
makes the boat unsinkable even when badly damaged. Moreover, when the boat is
inspected, nothing has to be opened up or removed.
Repairs to a fibreglass boat can be achieved by using raw fibreglass and resin
materials so that the surface shows little or no sign of damage. To make such repairs
requires experience in handling fibreglass and polyester resin and temperatures and
humidifies by no means always found on the boat deck or quayside. Any repair kits
supplied by boat builders must be kept "in date."
In almost every case therefore, a far stronger and neater job can be made using
ordinary skills and well-known materials. The most useful fastening for light repairs,
such as a tingle, is an assortment of stainless steel self-tapping screws. For stronger
fixing use ordinary through fastenings, rivets, nuts and bolts etc. Ordinary putty or
sealing compounds is satisfactory for smoothing and jointing and the job can be
finished off by painting in the ordinary way.
Air tanks are normally made of muntz metal or copper and filled with either kapok
contained in plastic bags or expanded plastic foam. Air tanks made of yellow metal
should be wire brushed and coated with either clear varnish or linseed oil whenever
the lifeboat is being overhauled.
Stretchers are required to be portable in order that they can be easily removed for the
purpose of paying injured survivors on the bottom boards.
All lifeboats are required to be at least 12 inches (30cm) clear of the ship's side, when
being lowered with the ship upright.
All lifeboats are to have a whaler stern so that alley will rise to a following sea and can
be either hove-to or rowed stern first. Except that all mechanically propelled and motor
boats may have a transom stern to assist in protecting the propeller.
5.1.1. Construction of lifeboats
a) All lifeboats shall be properly constructed and shall be of such form and
proportions that they have ample stability in a seaway and sufficient freeboard
when loaded with their full complement of persons and equipment. All lifeboats
shall have rigid hulls and shall be capable of maintaining positive stability when
in an upright position in calm water and loaded with their full complement of
persons and equipment and holed in any one location below the waterline,
assuming no loss of buoyancy material and no other damage.
b) All lifeboats shall be of sufficient strength to:
i. Enable them to be safely lowered into the water when loaded with their
full complement of persons and equipment; and
ii. Be capable of being launched and towed when the ship is making
headway at a speed of 5 knots in calm water.
c) Hulls and rigid covers shall be fire retarding or non-combustible.
d) Seating shall be provided on thwarts, benches or fixed chairs fitted as low as
practicable in the lifeboat and constructed so as to be capable of supporting
the number of persons each weighing 100kg (2201bs) for which spaces are
provided in compliance with the requirements of paragraph 2 (b) (ii) of this
Regulation.
e) Each lifeboat shall be of sufficient strength to withstand a load, without residual
deflection on removal of that load:
i. in the case of boats with metal hulls, 1.25 times the total mass of the
lifeboat when loaded with its full complement of persons and equipment;
or
ii. in the case of other boats, twice the total mass of the lifeboat when loaded
with its full complement of persons and equipment.
f) Each lifeboat shall be of sufficient strength to withstand, when loaded with its
full complement of persons and equipment and with, where applicable, skates
or fenders in position, a lateral impact against the ship's side at an impact
velocity of at least 3.5 m/s and also a drop into the water from a height of at
least 3m. (9ft. 9in.)
g) The vertical distance between the floor surface and the interior of the
enclosure or canopy over 50% of the floor area shall be:
i. Not less than 1.3m (4.25ft.) for a lifeboat permitted to accommodate nine
persons or less;
ii. Not less than 1.7m (5ft. 7in.) for a lifeboat permitted to accommodate 24
persons or more;
iii. not less than the distance as determined by linear interpolation between
1.3m and 1.7m for a lifeboat permitted to accommodate between nine and
24 persons.
5.1.2. Parts of lifeboats
Apron A doubler inside the stem and sternpost to which the ends of the
planking are fastened.
Bilge The curve of the hull of the boat
Bow sheets The area inside the bow of the boat
Bottom boards Light boards in the bottom of tile boat, running fore and aft.
Place there to protect the skin of the boat.
Breast hook "V" shaped tie piece in the bow or stern.
Buoyancy tanks Airtight tanks fitted under the side benches.
Chain plate Eye plate, bolted on the gunwale on either side of the boat, to
take the mast stay lanyards when the mast is stepped.
Cleat Metal fitting with two horns, attached inside the gunwale for the
purpose of assisting in the control of the sheets when under sail.
Deadwood Scarped between the apron and keelson, it strengthens the
scarps between the keel and stem and between the sternpost.
Forefoot Curved part of the stem below the waterline
Gang board A plank or piece of metal in both the bow and stern through
which the shank of the lifting hook passes. It prevents sideways
movement of the shank.
Garboard strake The plank next to the keel on each side of it.
Gunwale The top edge of the hull of the boat.
Hog piece A broad plank placed on top of the keel and to which the
garboard strake is fastened.
Keel Strong fore and aft member on the bottom of the boat.
Keel grab rail or A rail half the length of the boat, fitted amidships and running
Bilge grab rail fore and aft, just below the waterline. Fitted for survivors to cling
to on a capsized boat.
Keel plates Plates under the keel bolted through to the sling plates.
Keelson Strong fore and aft member in the bottom of the boat,
placed on top of the timbers, in line with the keel.
Mast clamp Steel clamp on the after side of the mast thwart, used to clamp
the mast in position when it is stepped.
Mast shoe A socket to take the heel of the mast when it is stepped.
Plug hole A drain hole, its position is marked on the side bench.
Rising Fore and aft hull plank inside the timbers.
Rove A copper washer placed over the end of a copper nail from
which the point has been nipped. The nail is hammered flat on
the rove to give a riveted effect. Wood lifeboats are fastened
with copper nails and moves.
Rudder A loose extension to the sternpost. Used for steering.
Rudder post A vertical rail on the after side of the sternpost, used to support
the rudder
Sheer strake The topmost plank on each side of the hull.
Side benches Seats running fore and aft along each side of the boat.
Stem A vertical post forming the bow of the boat.
Sling plates Attach the shanks of the hooks to the keel plates.
Sternpost A vertical post forming the stern of the boat.
Stern sheets Area in the stern of the boat, abaft the after thwart.
Stretchers Low cross-seats, sometimes known as lower thwarts.
Tabernacle Alternative to a mast shoe. Three vertical plates, bounded on
the fourth (after) side by a bolt.
Tank clearing A vertical bulkhead or grating between the inboard side of the
side benches and the bottom of the boat. Encloses the space
occupied by the buoyancy' tanks.
Thwarts Cross-seats at the same level as the side benches.
Thwart knees Brackets attaching the thwarts to the hull.
Tiller A loose handles which fits into the top of the rudder. Used to
turn the rudder when steering.
Timbers Transverse wood frames to which the planks of the hull are
fastened.
Tingle A metal patch on the outside of a boat where a repair has been
affected.
Transom A vertical board fitted athwart ships in the stern of a boat in lieu
of a sternpost to give a flat stern.
Whaler stern A pointed stern.
Yoke A cross piece with two lines attached, fitted to the head of the
rudder post in lieu of a tiller
5.1.3. Carrying capacity of lifeboats
a) No lifeboat shall be approved to accommodate more than one hundred and fifty
persons.
b) The number of persons which a lifeboat shall be permitted to accommodate
shall be equal to the lesser of:
i. The number of persons having an average mass of 75 kg. (165 lbs), 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
lifeboat's equipment; or
ii. The number of spaces that can be provided on the seating arrangements.
The shapes may be overlapped, provided foot-rests are fitted and there is
sufficient room for legs and the vertical separation between the upper and
lower seat is not less than 350 mm (14 ins.)
iii. Each seating position shall be clearly indicated in the lifeboat.
5.1.4 Lifeboats fittings
a) All lifeboats shall be provided with not less than one drain valve fitted near the
lowest point in the hull, which shall automatically open to drain water from the
hull when the lifeboat is not waterborne and automatically close to prevent entry
of water when the lifeboat is waterborne. Each drain valve shall be provided with
a cap or plug to close the valve, which shall be attached to the lifeboat by a
lanyard, a chain, or other suitable means. Drain valves shall be readily
accessible from inside the lifeboat and their position shall be clearly indicated.
b) All lifeboats shall be provided with a rudder and tiller. When a wheel or other
remote steering mechanism is also provided the tiller should be capable of
controlling the rudder in case of failure of the steering mechanism. The rudder
shall be permanently attached to the lifeboat. The tiller shall be permanently
installed on, or linked to, the rudderstock; however, if the lifeboat has a remote
steering mechanism, the tiller may be removable and securely stowed near the
rudderstock. The rudder and tiller shall be so arranged as not to be damaged by
operation of the release mechanism or the propeller.
c) Except in the vicinity of the rudder and propeller, suitable handholds shall be
provided or a buoyant lifeline shall be becketed around the outside of the lifeboat
above the waterline and within reach of a person in the water.
d) Lifeboats, which are not self-righting when capsized, shall have suitable
handholds on the underside of the hull to enable persons to cling to the lifeboat.
The handholds shall be fastened to the lifeboat in such a way that, when
subjected to an impact sufficient to cause them to break away from the lifeboat,
they break away without damaging the lifeboat.
e) All lifeboats shall be fitted with sufficient watertight lockers or compartments to
provide for the storage of the small items of equipment, water and provisions
required by paragraph 4.2 of this section. Means shall be provided for the
storage of collected rainwater.
f) Every lifeboat to be launched by a fall or falls shall be fitted with a release
mechanism complying with the following:
i. The mechanism shall be so arranged that all hooks be released
simultaneously;
ii. The mechanism shall have two release capabilities as follows:
1. A normal release capability, which will release the lifeboat when it is
waterborne or when there is no load on the hooks;
2. An on-load release capability, which will release the lifeboat with a load
on the hooks. This release shall be so arranged as to release the lifeboat
under any conditions of loading from no-load with the lifeboat waterborne
to a load of 1.1 times the total mass of the lifeboat when loaded with its
full complement of. Persons and equipment. This release capability shall
be adequately protected against accidental or premature use;
3. the release control shall be clearly marked in a colour that contrasts with
its surroundings;
4. The mechanism shall be designed with a factor of safety of 6 based on
the ultimate strength of the materials used, assuming the mass of the
lifeboat is equally distributed between the falls.
g) Every lifeboat shall be fitted with a release device to enable the forward painter
to be released when under tension.
h) 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 two miles for a period of not less than 12 hours shall be fitted
i) 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 two hours of
operation of the 12 hours operating period.
j) A lamp or source of light shall be fitted inside the lifeboat to provide illumination
for not less than 12 hours to enable reading of survival and equipment
instructions; however, oil lamps shall not be permitted for this purpose.
k) Unless expressly provided otherwise, every lifeboat shall be provided with
effective means of bailing or be automatically self-bailing.
l) Every lifeboat shall be so arranged that an adequate view forward, aft and to
both sides be provided from the control and steering position for safe launching
and manoeuvring.
5.1.5. Mechanically propelled lifeboats
Mechanically propelled lifeboats like all other open lifeboats will shortly become
obsolete, in as much as they will not be acceptable as life-saving equipment on ships
built after 1st of July 1986.
A mechanically propelled lifeboat has no engine and it requires manual effort to rotate
the propeller. There are two generally accepted types of propelling gear, as follows:
a) The operators sit on thwarts facing both forward and aft; the propeller is turned
by means of a fore and aft motion of vertical levers, placed between the thwarts
(Fleming Gear).
b) The operators sit on the side benches facing inboard and propel the boat by
rotating horizontal shafts, which are connected to vertical fly-wheels.
The propelling gear is to be so arranged that it can be rapidly and easily made ready
for use, and will not interfere with the rapid embarkation of persons into the boat. It
must be capable of being operated by untrained persons and must not require
adjustment to enable it to be worked by persons of different stature and must be
capable of propelling the boat when it is either partially or fully loaded and when the
boat is flooded. The metal pan of any handle is required to be sheathed in a material
other than wood, to ensure that the hands of the operators are protected in conditions
of extreme cold.
The propelling gear shall be of sufficient power to enable the lifeboat to be propelled at
a speed of at least 3.5 knots in smooth water over a distance of 1/a of a mile when the
boat is fully loaded. It shall also be capable of propelling the boat both ahead and
astern. A device is required to be fitted by means of which the helmsman can cause
the boat to go ahead or astern when the propelling gear is in operation.
5.1.6. Access into lifeboats

a) Every cargo ship lifeboat shall be so arranged that it can be boarded by its full
complement of persons in not more than 3 minutes from the time the
instruction to board is given. Rapid disembarkation shall also be possible.
b) Lifeboats shall have a boarding ladder that can be used on either side of the
lifeboat to enable persons in the water to board the lifeboat. The lowest step of
the ladder shall be not less than 0.4m (16 inch.) below the lifeboat's light
waterline (this bottom step should be weighted to prevent it floating).
c) The lifeboat shall be so arranged that helpless people can be brought on board
either from the sea or on stretchers.
d) All surfaces on which persons might walk shall have a non-skid finish.
5.1.7. Lifeboats buoyancy
All lifeboats shall have inherent buoyancy or shall be fitted with inherently buoyant
material, which shall not be adversely affected, by seawater, oil or oil products,
sufficient to float the lifeboat, with all its equipment on board when flooded and open to
the sea. Additional inherently buoyant material, equal to 280 N of buoyant force per
person shall be provided for the number of persons the lifeboat is permitted to
accommodate. Buoyant material, unless in addition to that required above, shall not be
installed external to the hull of the lifeboat.
5.1.8. Lifeboats freeboard and stability
All lifeboats, when loaded with 50% of the number of persons the lifeboat is permitted
to accommodate seated in their normal positions to one side of the centreline, shall
have a freeboard, measured from the waterline to the lowest opening through which
the lifeboat may become flooded, of at least 1.5% of the lifeboat's length or 100mm
(4ins.), whichever is the greater.
5.1.9. Lifeboats propulsion

a) Every lifeboat shall be powered by a compression ignition engine. No engine
shall be used for any lifeboat if its fuel has a flash point of 43ºC (109ºF) or less
(closed cup test).
b) The engine shall be provided with either a manual starting system or a power
starting system with two independent rechargeable energy sources. Any
necessary starting aids shall also be provided. The engine starting systems and
starting aids shall start the engine at an ambient temperature of -15ºC (+5ºF)
within 2 minutes of commencing the start procedure. The engine casing, thwarts
or other obstructions shall not impede the starting system.
c) The engine shall be capable of operating for not less than 5 minutes after
starting from cold with the lifeboat out of the water.
d) The engine shall be capable of operating when the lifeboat is flooded up to the
centreline of the crankshaft.
e) The propeller shafting shall be so arranged that the propeller can be disengaged
from the engine. Provision shall be made for ahead and astern propulsion of the
lifeboat.
f) The exhaust pipe shall be so arranged as to prevent water from entering the
engine in normal operation.
g) All lifeboats shall be designed with due regard to the safety of persons in the
water and to the possibility of damage to the propulsion system by floating
debris.
h) The speed of a lifeboat when proceeding ahead in calm water, when loaded with
its full complement of persons and equipment and with all engine powered
auxiliary equipment in operation, shall be at least 6 knots and at least 2 knots
when towing a 25 person life raft loaded with its full complement of persons and
equipment or its equivalent. Sufficient fuel, suitable for use throughout the
temperature range expected in the area in which the ship operates, shall be
provided to run the fully loaded lifeboat at 6 knots for a period of not less than 24
hours.
The lifeboat engine, transmission and engine accessories shall be enclosed in a fire-
retarding casing or other suitable arrangements providing similar protection. Such
arrangements shall also protect persons from coming into accidental contact with hot
or moving parts and protect the engine from exposure to weather and sea. Adequate
means shall be provided to reduce the engine noise.
i) Starter batteries shall be provided with casings, which form a watertight

enclosure around the bottom and sides of the batteries. The battery casings
shall have a tight fitting top, which provides for necessary gas venting.
j) The lifeboat engine and accessories shall be designed to limit electro-magnetic

emissions so that engine operation does not interfere with the operation of radio
life-saving appliances used in the lifeboat.
k) Means shall also be provided for recharging all engine starting, radio and
searchlight batteries. Radio batteries shall not be used to provide power for
engine starting. Means shall be provided for recharging lifeboat batteries from
the ship's power supply at a supply voltage not exceeding 55 V, which can be
disconnected at the lifeboat embarkation station.
l) Water resistant instructions for starting and operating the engine shall be
provided and mounted in a conspicuous place near the engine starting controls.
5.1.10. Lifeboats markings
a) The dimensions of the lifeboat and the number of persons it is permitted to

accommodate shall be marked on it in clear permanent characters.
b) The name and port of registry of the ship to which the lifeboat belongs shall be
marked on each side of the lifeboat's bow in block capitals of the Roman alphabet.
c) Means of identifying the ship to which the lifeboat belongs and the number of the
lifeboat shall be marked in such a way that they are visible from above.
For further information regarding Lifeboats onboard refer to Appendix 5 of Part D of
current manual
Instructions for the preparation, launching, release and recovery together with drawings
of the davits and stowage arranges are shown on the following pages.
5.1.11. General Arrangement
5.1.12. Typical Lifeboat Installations
5.2. LAUNCHING LIFEBOATS
5.2.1 Launching the lifeboats
The order to launch the lifeboats will normally be given verbally by the Master and it is
the responsibility of each individual to know his particular lifeboat and emergency
station.
Depending on the individual vessel, there may be certain precautions to which particular
attention should be paid before launching the survival craft. The following information
may be relevant:
- Emergency lighting in the embarkation area (position, operation)
- Special hazards when launching (stabilizer fins, overboard discharge)
- Sprinkling of embarkation area on tankers where the survival craft are positioned in
the tank area.
Embarkation area is the deck area from which survival craft are boarded.
5.2.2 Preparing for launching the lifeboats
a) In case of alarm, all personal should

proceed the boat station. Lifejackets
must be carried with, but not put on.
b) If the battery charger is connected to
the ship’s network, disconnect the
battery charger.
c) Disengage the boat’s lashings.
d) If you want to winter the boat only for maintenance, not for launching, do not
disengage the lashings. Especially in bad weather conditions to keep the lashings
engaged is very important.
e) Open the embarkation door. Opening the door or closing it can be done from inside
or outside of the boat.
Board the lifeboat.
f) It is preferable if all the occupant always uses the same
seats.
g) Fasten the seatbelts as soon as seated. All items must be
followed while securing the seat belts. Adjust the belt to your
size.
h) It is very important for the occupants to keep their heads
remain close to the headsets of the seats. Before beginning
to the launching operation, be sure that all the occupants are
properly seated and safety belts are fastened.
i) Before launching be sure that the launching area of the sea
is free from different floating objects.
j) Before launching close the embarkation door and the hatch
on the canopy’s roof. Close the natural ventilation fittings.
k) During launching the nozzle must be
in zero degree position.
l) In emergency conditions, before
launching switch on the main switch.
By this operation, after the launching
when the lifeboat is afloat, you will
save time to start engine.
m) The helmsman must close the valve
screw “A” and then begin to operate
the hydraulic pump “B”. About 18-22
full strokes after, the locking will
disengage and the boat will begin to
run on the ramp.
n) Just after the boat is afloat, the
hydraulic release piston must be
brought to its housed position. Open
the valve screw “A” should remain in open position. The valve screw “A” for this
operation. The valve screw “A” should remain in open position until the next
launching operation. But in case of a failure in this system, you must begin to use
reserve system which is mentioned in the following article “o”. In this case valve
screw “A” must be kept close.
o) There is a second hydraulic pump, to use when release pump is damaged, easy to
operate from one of the starboard aft seats. To operate this pump, close valve
screw “C” and operate pump arm “D”. About 18-22 full strokes after, the locking will
disengage and the boat will begin to run on the ramp.
p) After the boat is afloat by opening the valve screw “C” the hydraulic position will be
brought back to its housed position. Keep this valve screw open until the next
operation. But close it when you are using the main pump mentioned in article “m”
and “n”.
q) The boat after running down on the launching ramp, hits the sea water surface and
submerges for a short time and begins to float by moving away from ship’s stern.
r) In cases like ice in water, shallow water, different floating objects on sea at impact
area, etc., the freefall launching is not possible. The davit system must be used for
launching the lifeboat with full occupants.
s) After floating, open the natural ventilation fittings.
5.2.3 Attention of Launching at the ship sea going condition
In order to make a safe lowering, launching and then detachment boat when ship is
making an advance at 5 knots on the calm and smooth sea.
a) Preparation of launching.
Take the painter line between the ship and boat.
b) In the cause of boat lowering, start the engine of the boat and take the rudder for
the appropriate angle.
c) When the boat has been launched, connect the clutch of the boat, and release the
remote control rope and apply the hand brake winch.
d) Confirming the painter rope is tight, make the release of the boat hooks all at once.
e) Confirming its distance from the ship, make the release of painter.
(a) (d) (e)
5.2.4 Emergency Release out of Water
The Emergency Release of a life boat before it is waterborne is fraught with danger and
demands serious and concentrated consideration before it is used.
In fact there are only two scenarios when an Emergency Release should ever need to
be considered, both should only ever occur during a real emergency Abandon
Ship situation.
a) When the sea condition is considered to be too severe but the emergency is that
great that the risk of an “on-load” launch to drop the boat into the water is
determined to be less of a danger to the lives of those in the boat than the
attempting to carry out the normal waterborne “off-load” release.
b) When during an otherwise normal descent the davit winch brake fails and stops the
boat reaching the water and there is no one left on board the ship to rig an
embarkation ladder to let the boat’s occupants return on board.
Furthermore, the situation is such that remaining suspended from the falls and
waiting for the parent ship to sink lower in the water is also considered to be too
dangerous.
This Lifeboat’s Release Gear System has been designed such that three separate
actions are necessary to override the Release Interlock which, whitest the boat is not
afloat, will be engaged and will prevent the normal “off-load” release being used.
5.2.5 Boarding
When abandoning the ship you should aim at boarding the survival craft without getting
wet.
It may however be necessary to jump into the water before

boarding the boat or raft. If it is necessary always
remember:
1) Never jump head first into the water.
2) Jump legs first.
3) Hold on tight to your lifejacket.
4) Do not jump into the boat or raft.
5) Jump into the water as close as possible to the boat
or raft.
The necessary crew for launching of a lifeboat varies according to the type of boat and
launching system. In recently built ships launching can be performed from inside the
boat.
The typical lifeboat crew for launching a traditional lifeboat is 5-6 persons:
- The boat commander is in charge of launching and starting the engine.
- The 2nd in command is in charge if the boat commander is not available.
- Two persons put in the drain plugs, release lashings, make ready bowsing tackles.
As soon as the lifeboat has been lowered to the embarkation deck, the bowsing
gear to be rigged. Thereafter, release tricing pendants.
- One person passes out toggle painter, makes fast-forward on the ship. Lowers
embarkation ladder. Help crew and passengers to embark safely.
- One person stands by at the brake-operating lever. Lowers away when ordered to
do so.
One or more of the above functions can be performed by the same person.
5.3. RESCUING OTHERS
Lifeboats are reasonably maneuverable but are not perfect Rescue Boats, but with skill
learnt through practice and with a well trained crew, can be used efficiently to save
persons in the water.
The helmsman appoints crewmen as lookouts, one with his head through the forward
hatch looking ahead, one at the side door looking abreast the boat on that side, and
one aft with an all round unobstructed view – the helmsman has a more restricted all-
round view.
Crewmen have to be instructed to point clearly towards a survivor, and keep pointing
the whole time, it is no good shouting as the helmsman is inside and will not hear above
the engine and wind / sea noises.
5.3.1 Approaching a Survivor in the sea
Head unwind of the survivor and swing the boat abreast of him a short distance away
and stop. The boat will lie with the wind abeam and will drift downwind towards the
survivor at a faster rate than he will drift away. The boat also makes a lee. As soon as
possible get hole of the person and bring them alongside. Be careful when using the
engine.
Survivors in the water may be injured but if not and they are still able to, encourage
them to hold on to the boat’s lifelines along the sides and to work their stay way along to
the door where the boarding ladder has been rigged.
Help them to climb up and into the boat.
5.3.2 Injured people
If they cannot cling on due to cold or injury, use the boathook to drag them to the door,
try not to worsen their injuries.
To lift an unconscious or severely injured person up and into the boat is not easy and
needs to be practiced. If they are wearing lifejackets this can both help and interfere
with their rescue but the points which follow should help.
Remember:
- A wet person will weigh twice as much as a dry person.
- An unconscious or very cold person cannot help themselves.
- It is impossible for one person to life another clear of the water.
5.3.3 Unconscious people
In this boat there is a side door and to recover an unconscious or helpless person
needs two rescuers in the doorway and who need to hang out as far as they can while
holding on to a rail or other point with one hand.
With the survivor below the doorway, his back to the boat, the rescuers then have to
use the buoyancy of the survivor and his lifejacket in then have to use the buoyancy of
the survivor and his lifejacket in combination with the roll of the boat to get him as far
out of the water as possible momentum. Other people in the boat can be directed to
heel the boat and make it roll to help the rescuers.
The rescuers life the survivor as far as they can, then push him down as far and as fast
as possible dragging him higher and higher out of the water each time until it is possible
to finally get him clear and into the boat, hopefully without injuring him further.
Consult the survival Manual and the First Aid Kit itself for guidance as to medical care
and protection of injured persons.
5.4. RECOVERING THE LIFEBOATS
a) The freefall lifeboat with maximum 4 persons on board must come under the davit’s
operation area.
b) If lifting slings are attached to the lifting eyes on the canopy (4 eyes), attach the
other ends of the slings to the crane’s hooks by using the aft deck. If the lifting
slings are not attached to the lifting eyes on the canopy, attach both ends of the
slings by using the aft deck and by walking on over the gunwale.
c) By operating the davit system, the boat will sit on the launching ramp in housed
position.
d) Be sure of the position of the boat which must be attached to launching hook (ramp
hook), and then operate the lashing system. Open the natural ventilation system
and if necessary, connect the battery charger cable to ship’s network.
e) During operation of the davit, be cautious with long links and snap hooks.
f) Do not forget to secure the lashing system of the lifeboat.
5.5. LIFEBOAT EQUIPMENT AND RATIONS
All items of lifeboat equipment, whether required by this paragraph, with the exception
of boat hooks, which shall be kept free for fending off purposes, shall be secured
within the lifeboat by lashings, storage in lockers or compartments, storage in brackets
or similar mounting arrangements or other suitable means. The equipment shall be
secured in such a manner so as not to interfere with any abandonment procedures. All
items of lifeboat equipment shall be as small and of as little mass as possible and
shall be packed in a suitable and compact form. Except where otherwise stated, the
normal equipment of every lifeboat shall consist of:
Q’TY PER
No. ITEM MATERIAL
BOAT
1 Buoyant Oar Apiton with BS hook 4
2 Crutch (Rowlock) with lanyard Galvanized steel 4
3 Boat hook Apiton + Brass 2
4 Buoyant Bailer Plastic 1
5 Bucket Plastic 2
According to IMO Res.A
6 Survival Manual 1
657 (16)
7 Compass Approved type 1
Sea anchor with hawser and
8 Approved type 1
tripping line
P.P rope (dia. 16) LSA
9 Painter 2
Code 4.4.8.7
10 Hatchet with vinyl bag Hardened steel 2
Watertight receptacles
containing of 3lts of fresh Refer to
11 Freshwater container
water for each person L/B Dwg
LSA Code 4.4.8.9
12 Rustproof dipper with lanyard Stainless & Plastic 1
Rustproof graduated drinking
13 Plastic 1
vessel
10,000 KJ / Package LSA Refer to
14 Food Ration
Code 4.4.8.12 L/B Dwg
Rocket Parachute flare in
15 Approved type 4
container
16 Hand Flare in Container Approved type 6
17 Buoyant smoke signal in container Approved type 2
Waterproof electric torch with 1 Morse signalling,
18 1
spare set battery and 1 spare bulb waterproof container
Daylight signalling mirror with Stainless & waterproof
19 1
instruction. card
Life-saving signal table prescribed
20 Waterproof Card 1
by Regulation V/29
Whistle with lanyard or equivalent
21 Plastic 1
sound signal
22 First- aid outfit in waterproof case Approved type 1
Refer to
23 Anti-seasickness medicine Sufficient for at least 48h
L/B Dwg
Refer to
24 Seasickness bag for each person Vinyl
L/B Dwg
25 Jack-knife with lanyard Hardened steel 1

26 Tin-opener with lanyard Hardened steel 3
Buoyant rescue quoits attached Buoyant rubber with nylon
27 2
30m of buoyant line rope
28 Manual pump with bilge line Approved type 1
29 Set of fishing tackle Maker Standard 1
30 Tool set Engine Maker standard 1
Approved type suitable for
31 Portable fire extinguisher extinguishing oil fires IMO 1
Res. A.951(23)
Approved type with a
horizontal and vertical
sector of at least 6º and a
32 Search light measured luminous 1
intensity of 2,500cd which
can work continuously for
not less than 3 h.
33 Radar reflector Diamond shape 1
Approved type Refer to
34 Thermal protective aid
L/B Dwg
NOTES:
• In all lifeboats the buckets are normally of a two-gallon (0.9 Litre) size and are
galvanized. However, heavy-duty plastic buckets will be supplied in aluminium
boats. For lifeboats up to 9m. (30ft) in length a circular or square mouth sea-
anchor is optional. Boats over 9m (30ft) in length are to be supplied with square
mouth or folding sea-anchors. These anchors have galvanized iron spreaders
across the mouth and an ash wood spreader on the upper edge.
• In lifeboats provided with oil lamps and matches, should the box become wet,
wipe it on your sleeve, this should dry it sufficiently to enable a match to strike.
• Where lifeboats are intended for launching down the ship's side, all openings in
the ship's side over which the lifeboat will pass are required to have permanent
fenders provided at the opening, to ensure that the lifeboat cannot be caught in
the opening when being lowered or raised.
• Pea whistles are not an acceptable whistle.
• The manual pump should be bolted in place and the cover is to be easily
removable for cleaning, the handle sheathed to prevent it burning the hands of the
operator in arctic conditions. The pump is to be self priming at a height of 1,2m
(4ft.) with a strum or strainer fitted to the suction. Causes of failure to function:
- A blocked strainer, clean it.
- A leak in the suction pipe, change it with the discharge pipe. Ensure the interior
of the pump is clean. Prime if necessary by pouring water down the discharge
pipe.
The mirror is used to reflect the sun's rays; the angle between the sun and the ship or
aircraft must be acute enough for the mirror to be able to reflect the rays in the desired
direction. To use the mirror, hold the top and bottom of the mirror between the index
finger and thumb of the right hand, across the palm of the hand, polished side outward
and with the hole at the bottom left hand corner. Look through the hole at the vessel or
aircraft you are trying to attract. Holding the sight at the full length of its cord away
from the mirror with the left hand, look through
• the hole in the sight also. Now keep angling the mirror, trying to get a reflection of
the cross on the mirror onto the back of the sight, keeping the vessel or air craft in
view through the holes all the time. Each time you succeed in reflecting the cross
onto the back of the sight, you will have flashed a light that will be visible to your
target and which, if seen, may well result in your rescue. The reflection produced
should be visible well over 5 miles (8km) on a sunny day.
5.5.1. Use of lifeboat facilities
Having lowered and launched the lifeboat it is

important to keep clear of the ship’s side. For that
purpose use the two boathooks (remain sitting
when using them). If you cannot release the
painters use one of the hatchets placed at each
end of the lifeboat.
Having released the lifeboat the great thing is to

get away from the ship and whether using oars or
the engine you must keep cool and work
determinedly.
During launching or when sailing the boat may
have taken in water. The lifeboat contains a
manually operated bilge pump, a buoyant
bailer an two buckets. (Later the buckets can be
used for catching the rain water).
If there are people around in the water you can
use the two buoyant rescue quoits attached to
not less than 30 metres of buoyant line. Throw the
quoits towards the people, but do not hit them. Try
to stay together with the other rafts and boats. When the boat is quite clear of the
ship you can use the sea anchor (drogue).
The use of a drogue serves two purposes: to keep the stern of the boat against the
sea and to prevent drifting from the position where the accident took place. Search
and rescue operations will normally start at that position. Lifeboats should be to
windward if possible and other craft streamed astern. The sea anchor in lifeboats has
superior holding power.
Each lifeboat is supplied with a sea anchor and attachments similar to those shown on
the sketch overleaf. These consist of:
a) A square or round mouthed tapered, tubular, canvas or plastic drogue. This is
fitted with a main bridle with shackle thimble at the large end and a similar,
smaller, rope bridle with thimble at the other end.
b) A main "sea anchor line" (typically 25mm diameter) about three times longer than
the boat. This should be securely shackled to the main bridle thimble.
c) A 'tripping line' (typically 10mm diameter) about 4 metres longer than the main
sea anchor line. This should be secured to the bridle at the small end of the sea
anchor. When pulling the tripping line the pointed end will turn towards the boat
and ease the hauling in.
d) An oil bag made of canvas or similar material, fitted with a means of filling and an
endless whip secured to the main sea anchor line or shackle.
To reduce the effect of rough breaking seas the boat equipment contains a can of
WAVE OIL. This should be used to fill the oil bag, which is then attached to the sea
anchor line on an endless whip as shown in the attached sketch. Oil from the bag then
seeps out and spreads on the sea surface ahead of the craft to reduce the effect of
breaking waves. It may be necessary to alter the distance of the oil bag from the boat
to obtain the best effect.
The main sea anchor line (b) should be well protected from chaffing where it passes
into the boat; a careful watch on the sea anchor must be maintained.
To recover the sea anchor, heave in on the tripping line (c); this will cause the drogue
to collapse and reduce the water pressure on it. The sea anchor can then be hauled
back on board using the tripping line.
If a long period of bad weather is expected it will probably be necessary to refill the oil
bag with WAVE OIL several times.
Using the heaving lines in the boat's equipment, reeve one through the main bridle
shackles on the sea anchor and bring both ends back on board.
An endless whip is now available to which the oil bag can be secured. This is hauled
out towards the sea anchor, after filling with oil, and similarly can be hauled back on
board for refilling without disturbing the sea anchor.
Note: The sea anchor can be rigged

either over the bow or stern of the
boat. It is preferable to use it over
the bow if the boat can be turned
into the weather and sea. When
used this way, the steering oar or
rudder can also be used to assist in
steering the boat into the weather
and reduce any tendency to sheer
on the sea anchor line.
The lifeboat is equipped with watertight

receptacles containing 3 litres of fresh water for
each of the persons that the boat is permitted to
accommodate. When rationing use the following
rule – no water for the first 24 hours and
thereafter ½ litre per person per day. If you
expect many days to pass before being rescued
the ration of ½ litre can be reduced to ¼ litre.
This means a supply of fresh water for 12 days. For distribution of water you will find a
dipper with lanyard and a graduated drinking vessel. It is advisable to distribute the
daily ration in such a way that water is given 2 or 3 times daily. Never drink seawater.
The food ration consists of dry food with not less than 10.000 KJ for each person
corresponding to approximately 20 ordinary open sandwiches. It is not much, but
enough to prevent you from starving to death. As long as the ration lasts you should
not eat anything else. When it is used you have to try your luck as an angler and there
is a set of fishing tackles on board. As a rule you can normally eat fish with scales.
Eating fish however does not substitute fresh water. On board you will find a jack-
knife. The food ration is contained in tins or plastic and there are 3 tin openers. The
possibilities of getting hurt are many, for instance when abandoning the ship, when in
the boat, when operating the engine etc. and that is why a first-aid outfit (medicine
chest) is placed onboard.
5.6. PYROTECHNICS
These consist of rocket parachute flares, hand flares and buoyant smoke signals.
These are shown in detail in the attached manufacturer's instructions.
5.6.1. The Vessel's Pyrotechnics
a) Parachute Rockets 12 off

b) Line Throwing Apparatus 4 off
c) Buoyant Smoke Signals 2 off
5.6.2. Lifeboat Pyrotechnics

b) Red Hand Flares 6 off
5.6.3. Liferaft Pyrotechnics

b) Red Hand Flares 6 off
5.6.4. Instructions for Using Pyrotechnics
Survival craft detection equipment – pyrotechnics, are used

in order to attract attention of any ship, which may pass
close to the craft.
In the daytime the buoyant smoke signals, the daylight

signalling mirror and the whistle are used.
By night must be used the rocket parachute flares, the
hand flares, the electric torch suitable for Morse
signalling, the whistle and the search light. The rocket
parachute flares and the hand flares can be used in the
daytime, but not in strong sunlight.
For all the detection equipment instructions are available.
Although all pyrotechnics necessarily contain materials, which generate considerable

heat, approved pyrotechnics are tested to very high standards. They are safe and
easy to use if the following simple points are observed:
a) Learn by heart the purpose of the pyrotechnic devices you carry and know how
and when to use them.
b) Follow the manufacturer's instructions exactly to obtain optimum performance.
c) Carefully read the operating instructions on each label and memorise them for
future use. Remember - time saved in an emergency can save lives.
d) Store all pyrotechnics in a secure, cool and dry place but make sure they will be
accessible in an emergency. Make sure their whereabouts, together with
operating instructions, are known to all who may need to use them.
e) Never use pyrotechnics for fun. It is foolish to do so and can also be illegal. They
should only be used for their designed purpose.
f) Never fire time expired pyrotechnics. It may seem harmless to disregard the
manufacturer's recommendations but performance may not be as required if this
important point is ignored.
g) A WORD OF WARNING. In the event of a signal failing to operate maintain it in a
firing position for at least thirty seconds. After this time if it still has not operated
remove end caps and either place in a bucket of water or throw into the sea. End
caps must be removed to allow water to penetrate thus rendering the signal
harmless.
h) If in doubt any aspect of pyrotechnic safety contact the manufacturer for advise.
5.6.5. Visual signals
1. Rocket Parachute Flares.

1.1 The rocket parachute flare shall :
• Be contained in a water-resistant casing
• Have brief instructions or diagrams clearly illustrating the use of the
rocket parachute flare printed on its casing.
• Have integral means of ignition, and
• Be so designed as not to cause discomfort to the person holding the
casing when used in accordance with the manufacturer’s operating
instructions.
1.2 The rocket shall, when fired vertically, reach an altitude of not less than 300
m. At or near the top of its trajectory, the rocket shall eject a parachute flare,
which shall :
• Burn with a bright red colour,
• Burn uniformly with an average luminous intensity of not less than
30,000 cd,
• Have a burning period of not less than 40 sec.
• Have a rate of descent of not more than 5 m/s, and
• Not damage its parachute or attachments while burning.
2. Hand Flares.
2.1 The hand flare shall
• Be contained in a water-resistant casing,
hand flare printed on its casing.
• Have a self-contained means of ignition, and
Be so designed as not to cause discomfort to the person holding the casing
and not endanger the survival craft by burning or glowing
• residues when used in accordance with the manufacturer’s operating

instructions.
2.2 The hand flare shall :
• Burn with a bright red colour,
• Burn uniformly with an average luminous intensity of not less than
15,000 cd,
• Have a burning period of not less than 1 min, and
• Continue to burn after having been immersed for a period of 10 sec.
under 100 mm of water.
3. Buoyant Smoke Signals
3.1 The buoyant smoke signal shall :
• Be contained in a water-resistant casing
• Not ignite explosively when used in accordance with the manufacturer’s
operating instructions, and
buoyant smoke signal printed on its casing.
3.2 The buoyant Smoke Signal shall:
• Emit smoke of highly visible color at a uniform rate for a period of not
less than 3 min. when floating in calm water,
• Not emit any flame during the entire smoke emission time,
• Not be swamped in a seaway, and
• Continue to emit smoke when submerged in water for a period of 10
sec. under 100 mm of water.
5.6.6. Disposal of Out-Of-Date Pyrotechnics
Out-of-date pyrotechnics must now be disposed of ashore by one of the following

means:
a) Returning them to the supplier, directly or via their local representative.

b) Requesting a liferaft service station to accept any of the ship's out-of-date
pyrotechnics when liferafts are being sent ashore for servicing; liferaft service
station deal with the disposal of the expired pyrotechnics on a regular basis and
have arrangements locally to do this.
c) Contacting the local Coastguard or Police who will be able to arrange disposal
through a military establishment.
d) The firing of distress signals in any situation other than distress is an offence.
Expired pyrotechnics must not be used at sea for tests or practice purposes or
used on land as fireworks, and should be landed ashore as soon as possible after
their date of expiry.
Note: If the pyrotechnics cannot be sent ashore immediately, then they should be kept
onboard (clearly marked as Out-of-date) until they can be landed ashore. Upon
disposal ashore it is important to obtain a receipt / certificate which states that the
pyrotechnics has been landed ashore for sale destruction.
Use of Detection equipment:

Both the ship and survival craft are equipped with a set of pyrotechnics intended for
drawing the attention of nearby passing ships or aircrafts.
Pull and of ignition lever from body for about one (1) centimetre and turn it to opposite
side of gutter by finger tips.
Red hand flares with hand flare:
Self – Activating Smoke Signal:
Buoyant Smoke Signal
5.7. EPIRB (EMERGENCY POSITION-INDICATING RADIO BEACONS) AND

HAND-HELD EPIRBs ON FREQUENCIES 1215 & 243 MHz
The vessel carries at least one float-free EPIRB. In addition, some vessels may carry
extra EPIRBs for use with survival craft. These differences are due to the choices
available to the industry before the carriage of this equipment became mandatory in
July 1991.
If an EPIRB is carried, start operating the equipment as soon as possible and keep
sending distress signals. Leave it on, don't switch it on and off or work the switch
unnecessarily.
If you have a hand-held VHF radio, transmit distress messages to help rescuers home
in on the signal. Any portable two-way radio available should be taken aboard the raft.
5.7.1. Use of EPIRBs and hand-held EPIRBs as homing aids
Small, lightweight EPIRBs and hand-held EPIRBs which operate on these frequencies
and which can be carried on board ships and survival craft can be useful aids to the
maritime Search and Rescue (SAR) service primarily to assist SAR aircraft to locate
units or persons in distress. Many of the aircraft are fitted with equipment, which can
identify signals from these beacons at distances of up to 100 miles and then home-in
on then. The chances of these aircraft locating units or persons in distress will
therefore be greatly improved where these beacons are used. The aircraft will not be
constrained either by the prevailing conditions or by the size of the units in distress, as
is the case with visual searches. The effectiveness of the homing equipment in the
SAR aircraft may be seriously reduced however, if there are several transmissions on
the same frequency emanating from a limited sea area. Such a situation would have
occurred if beacon had been activated by all those boats which were in distress in the
1979 Fastnet Race.
5.7.2. Limited alerting capability
The beacons also have an alerting capability, but it is severely restricted. In most
distress incidents, rapid assistance can best be provided by near by shipping or, if this
is not possible, by SAR units organised through the SAR services. However, neither
ships nor the maritime watch keeping facilities provided by Coastguard and the Post
Office-the latter through their Coast Radio Stations-monitor the frequencies used by
the beacons. Therefore unless a distress incident occurs within a few miles an
aeronautical shore station monitoring 121.5 MHz and/or 243 MHz beacon operating on
these frequencies will need to rely on and over fly aircraft to receive the alert. The
chances of that, however, are not good because of the pattern of aircraft routing, the
regularity of flights and the speed at which aircraft transit an area. Moreover, in the
international flight information regions and on the North Sea and European routes, the
pilots of most commercial aircraft monitor transmissions essential for the safe conduct
of the flight and do not monitor 121.5 MHz unless specifically requested to do so by
Air Traffic Control. Pilots of all aircraft on transatlantic flights do watch this frequency
in the main oceanic area, but the main purpose is to pick up an emergency call by
mother aircraft within range and to relay the message to the responsible Oceanic
Control Centre on V.H.F.
5.7.3. Recommendation
Therefore considers that EPIRBs and hand-held EPIRBs transmitting radio signals on
the frequencies 121 ~S MHz and 243 MHz are very useful aids to SAR aircraft
searching for units or persons in distress, and that they are a useful supplement to
conventional marine radio equipment operating on the international distress
frequencies 500 kHz and 2182 kHz and on VHF Channel 70. This conventional marine
radio equipment is designed to ensure that the all important distress alert will be
received and can be acted upon quickly by those best in a position to help or arrange
assistance.
5.7.4. The importance of correct use and stowage
It is very important that owners and potential users of these beacons are aware of the
possible consequences of their misuse. First, they should remember that the
frequency 121.5 MHz is the frequency used by civil aircraft in an emergency and that it
is possible that misuse or accidental activation of a beacon could mask a genuine alert
by an aircraft in trouble. Secondly, they should remember that the SAR services have
no way of telling whether or not the alert signal is genuine. Once these services are
made aware of an alert they will respond but the resources they are able to call upon
are expensive and may need to be diverted from genuine distress situations
elsewhere. Repeated false alarms could easily bring these beacons into disrepute,
which in view of their undoubted usefulness as homing aids would be most
unfortunate.
In distress situations therefore users should, wherever possible, first attempt to obtain
assistance using conventional maritime radio equipment and procedures, and only
activate their beacons if they are unable to obtain assistance by conventional means
or when the SAR services request that they be activated in order to help SAR aircraft
to locate them. Once activated, the beacons should not be turned off until the
emergency is over. It is recommended that the beacons be stowed in the vicinity of the
bridge in the case of merchant ships, in the vicinity of the wheelhouse in the case of
fishing vessels and near to the helm in the case of yachts.
5.7.5. Code of practice
The main function of these devices is as a homing aid in conjunction with SAR aircraft
fitted with direction-finding equipment operating on these frequencies.
The devices have an alerting capability but it is limited and should not be relied upon.
Commercial aircraft flying over the approaches about 150 miles of the coast do not
normally keep watch on these frequencies. They do keep a watch on 121.5 MHz in
Oceanic areas on Trans -Atlantic flights, although this watch is primarily for aircraft in
distress.
Conventional maritime radio equipment is the best means of alerting near-by shipping
and the maritime SAR services to a distress situation. Either of those is normally in the
best position to help. Although the EPIRBs and hand-held EPIRBs operating on the
aeronautical emergency frequencies are useful supplements to this equipment, they
are not substitutes and hand-held EPIRBs needs to be licensed. Only those devices
which are technically suitable for operation on the aeronautical emergency frequencies
will be licensed.
In order to protect the primary use of the frequencies-for civil aviation emergency
purposes-and to avoid the misuse of the maritime SAR organisation, it is especially
important that the devices are:
(i) handled competently and neither dropped nor knocked;
(ii) stowed appropriately (readily available should they be required but out of reach of
unsupervised persons and so placed as to-prevent accidental operation) and
stored safely when in harbour.
Once activated, the devices should not be switched off until the emergency is over. It
should be noted that SAR aircraft will need to make special adjustments to their
homing equipment when responding to transmissions on the same frequency from
more than one vessel in a limited sea area.
For further information regarding EPIRBs refer to Appendix 7 of Part D of current

manual
5.8. SEARCH AND RESCUE RADAR TRANSPONDERS (SARTs)
Search and rescue radar transponders will show a series of dashes on a search
vessel or aircraft’s radar screen, which identifies the position of the survival craft to
search ship. Sufficient time should be given for rescue co-ordination centres to
respond to an EPIRB or distress message before activating a SART unless a rescue
vessel/aircraft is in view or the waters are in a high traffic density area.
If a metal radar reflector has not been supplied, metal paddles can be used to reflect
radar signals, but a raft is never a good radar target. Recovering survivors in a raft
usually depends on visual sighting.
Distress flares and rockets should be used sparingly, and only where there is a
likelihood of their being seen (see the section on Visual Distress Signals). If they are
sighted by a searching aircraft, it may be some time before rescue is at hand, but your
location will be known.
Never waste your distress signals, flash light batteries, etc. Distress signals should
only be used with the permission of the leader, and only when there is a reasonable
chance that they will be seen. Use the whistle and shout in thick weather.
Once on board the Master must ensure that all Officers and Ratings know the position
of each SART on board the vessel and are familiar with the methods of operation,
including the consequences of misuse and the purpose for carrying this equipment.
For further information regarding SARTs refer to Appendix 8 of Part D of current

manual
5.9. PORTABLE VHF (GMDSS)
Information regarding GMDSS are contained into Appendix 9 of Part D of current

manual.
6. EMERGENCY POSITION-INDICATING RADIO BEACON (EPIRB) AND

SEARCH AND RESCUE RADAR TRANSPONDER (SART)
6.1 EMERGENCY POSITION-INDICATING RADIO BEACON (EPIRB)
Vessels should carry at least one float-free EPIRB. Some vessels may carry extra
EPIRBs for use with survival craft. These differences are due to the choices available
to the industry before the carriage of this equipment became mandatory in July 1991.
If EPIRB is carried, start operating the equipment as soon as possible and keep
sending distress signals. Leave it on, don't switch it on and off or work the switch
unnecessarily.
If you have a hand-held VHF radio, transmit distress messages to help rescuers home
in on the signal. Any portable two-way radio available should be taken aboard the raft.
6.1.1 Use of EPIRBs and hand-held EPIRBs as homing aids
Small, lightweight EPIRBs and hand-held EPIRBs which operate on these frequencies
and which can be carried on board ships and survival craft can be useful aids to the
maritime Search and Rescue (SAR) service primarily to assist SAR aircraft to locate
units or persons in distress. Many of the aircraft are fitted with equipment, which can
identify signals from these beacons at distances of up to 100 miles and then home-in
on then. The chances of these aircraft locating units or persons in distress will
therefore be greatly improved where these beacons are used. The aircraft will not be
constrained either by the prevailing conditions or by the size of the units in distress, as
is the case with visual searches. The effectiveness of the homing equipment in the
SAR aircraft may be seriously reduced however, if there are several transmissions on
the same frequency emanating from a limited sea area. Such a situation would have
occurred if beacon had been activated by all those boats which were in distress in the
1979 Fastnet Race.
6.1.2 Limited alerting capability
The beacons also have an alerting capability, but it is severely restricted. In most
distress incidents, rapid assistance can best be provided by nearby shipping or, if this
is not possible, by SAR units organised through the SAR services. However, neither
ships nor the maritime watch keeping facilities provided by Coastguard and the Post
Office-the latter through their Coast Radio Stations-monitor the frequencies used by
the beacons. Therefore unless a distress incident occurs within a few miles an
aeronautical shore station monitoring 121.5 MHz and/or 243 MHz beacon operating on
these frequencies will need to rely on and over fly aircraft to receive the alert. The
chances of that, however, are not good because of the pattern of aircraft routing, the
regularity of flights and the speed at which aircraft transit an area. Moreover, in the
international flight information regions and on the North Sea and European routes, the
pilots of most commercial aircraft monitor transmissions essential for the safe conduct
of the flight and do not monitor 121.5 MHz unless specifically requested to do so by
Air Traffic Control. Pilots of all aircraft on transatlantic flights do watch this frequency
in the main oceanic area, but the main purpose is to pick up an emergency call by
mother aircraft within range and to relay the message to the responsible Oceanic
Control Centre on V.H.F.
6.1.3 Proper use and stowage of EPIRB
It is very important that owners and potential users of these beacons are aware of the
possible consequences of their misuse. First, they should remember that the
frequency 121.5 MHz is the frequency used by civil aircraft in an emergency and that it
is possible that misuse or accidental activation of a beacon could mask a genuine alert
by an aircraft in trouble. Secondly, they should remember that the SAR services have
no way of telling whether or not the alert signal is genuine. Once these services are
made aware of an alert they will respond but the resources they are able to call upon
are expensive and may need to be diverted from genuine distress situations
elsewhere. Repeated false alarms could easily bring these beacons into disrepute,
which in view of their undoubted usefulness as homing aids would be most
unfortunate.
In distress situations, therefore users should, wherever possible, first attempt to obtain
assistance using conventional maritime radio equipment and procedures, and only
activate their beacons if they are unable to obtain assistance by conventional means
or when the SAR services request that they be activated in order to help SAR aircraft
to locate them. Once activated, the beacons should not be turned off until the
emergency is over.
The main function of these devices is as a homing aid in conjunction with SAR aircraft
fitted with direction-finding equipment operating on these frequencies.
The devices have an alerting capability but it is limited and should not be relied upon.
Commercial aircraft flying over the approaches about 150 miles of the coast do not
normally keep watch on these frequencies. They do keep a watch on 121.5 MHz in
Oceanic areas on Trans-Atlantic flights, although this watch is primarily for aircraft in
distress.
Conventional maritime radio equipment is the best means of alerting near-by shipping
and the maritime SAR services to a distress situation. Either of those is normally in the
best position to help. Although the EPIRBs and hand-held EPIRBs operating on the
aeronautical emergency frequencies are useful supplements to this equipment, they
are not substitutes and hand-held EPIRBs needs to be licensed. Only those devices
which are technically suitable for operation on the aeronautical emergency frequencies
will be licensed.
In order to protect the primary use of the frequencies-for civil aviation emergency
purposes-and to avoid the misuse of the maritime SAR organisation, it is especially
important that the devices are:
(iii) handled competently and neither dropped nor knocked;
(iv) stowed appropriately (readily available should they be required but out of reach of
unsupervised persons and so placed as to-prevent accidental operation) and
stored safely when in harbour.
Once activated, the devices should not be switched off until the emergency is over. It
should be noted that SAR aircraft will need to make special adjustments to their
homing equipment when responding to transmissions on the same frequency from
more than one vessel in a limited sea area.
6.2 SEARCH AND RESCUE RADAR TRANSPONDER (SART)
Search and rescue radar transponders will show a series of dashes on a search
vessel or aircraft’s radar screen, which identifies the position of the survival craft to
search ship. Sufficient time should be given for rescue co-ordination centres to
respond to an EPIRB or distress message before activating a SART unless a rescue
vessel/aircraft is in view or the waters are in a high traffic density area.
If a metal radar reflector has not been supplied, metal paddles can be used to reflect
radar signals, but a raft is never a good radar target. Recovering survivors in a raft
usually depends on visual sighting.
Distress flares and rockets should be used sparingly, and only where there is a
likelihood of their being seen. If they are sighted by a searching aircraft, it may be
some time before rescue is at hand, but your location will be known.
Never waste your distress signals, flash light batteries, etc. Distress signals should
only be used with the permission of the leader, and only when there is a reasonable
chance that they will be seen. Use the whistle and shout in thick weather.
Once on board the Master must ensure that all Officers and Ratings know the position
of each SART on board the vessel and are familiar with the methods of operation,
including the consequences of misuse and the purpose for carrying this equipment.
7. LIFERAFTS
7.1 REQUIREMENTS OF LIFERAFTS
Every life raft shall be so construct as to be capable of withstanding exposure for 30

days afloat all sea conditions.
The life raft shall be so constructed that when it is dropped into the water from a
height of 18m. (58.5 ft.), the life raft and its equipment will operate satisfactorily. If the
life raft is to be stowed at a height of more than 18m (58.5ft.) above the waterline in
the lightest sea-going condition, it shall be of a type, which has been satisfactorily
drop-tested from at least that height.
The floating life raft shall be capable of withstanding repeated jumps on to it from a
height of at least 4.5 m. (14.5 ft.) above its floor both with and without the canopy
erected.
The life raft and its fittings shall be so constructed as to enable it to be towed at a
speed of 3 knots in calm water when loaded with its full complement of persons and
equipment and with one of its sea anchors streamed.
The life raft shall have a canopy to protect the occupants from exposure, which is
automatically set in place when the life raft is launched and waterborne. The canopy
shall comply with the following:
• It shall provide insulation against heat and cold by means of either two layers of
material separated by an air gap or other equally efficient means. Means shall
be provided to prevent accumulation of water in the air gap;
• Its interior shall be of a colour that does not cause discomfort to the occupants;
• Each entrance shall be clearly indicated and be provided with efficient adjustable
closing arrangements, which can be easily and quickly opened from inside and
outside the life raft so as to permit ventilation-but exclude sea water, wind and
cold. Life rafts accommodating more than eight persons shall have at least two
diametrically opposite entrances.
• It shall admit sufficient air for the occupants at all times, even with the entrances
closed;
• It shall be provided with at least one viewing port;
• it shall be provided with means for collecting rainwater;
• It shall have sufficient headroom for sitting occupants under all parts of the
canopy.
7.1.1 Davit launched liferafts
In addition to the above requirements, a life raft for use with an approved launching
appliance shall:
a) When the life raft is loaded with its full complement of persons and equipment, be
capable of withstanding a lateral impact against the ship's side at an impact
velocity of not less than 3.5 m / s and also a drop into the water from a height of
not less than 3m (9.75ft.) without damage that will effect its function;
b) Be provided with means for bringing the life raft alongside the embarkation deck
and holding it securely during embarkation.
Every cargo ship davit launched life raft shall be so arranged that it can be boarded
with its full complement of persons in not more than 3 minutes from the time the
instruction to board is given.
In addition to the above requirements, a life raft for use with an approved launching
appliance shall, when suspended, from its lifting hook or bridle, withstand a load of:
• 4 times the mass of its full complement of persons and equipment, at an

ambient temperature and a stabilized life raft temperature of 20ºC (68ºF) ± 3ºC
(5ºF) with all relief valves inoperative; and
• 1.1 times the mass of its full complement of persons and equipment at an
ambient temperature and a stabilized liferaft temperature of minus 30ºC (-22ºF)
with all relief valves operative.
Rigid containers for liferafts to be launched by a launching appliance shall be so
secured that the container or parts of it are prevented from falling into the sea during
and after inflation and launching of the contained life raft.
7.1.2 Construction of Inflatable life rafts
(a) The main buoyancy chamber shall be divided into not less than two separate
compartments, each inflated through a non return inflation valve on each
compartment. The buoyancy chambers shall be so arranged that in the event
of any one of the compartments being damaged or failing to inflate, the intact
compartments shall be able to support, with positive freeboard over the life
raft’s entire periphery, the number of persons which the life raft is permitted to
accommodate, each having a mass of 75kg. (165 lbs.) and seated in their
normal positions.
(b) The floor of the life raft shall be waterproof and shall be capable of being
sufficiently insulated against cold either:
i. by means of one or more compartments that the occupants can inflate, or
which inflate automatically and can be deflated and re-inflated by the
occupants; or
ii. by other equally efficient means not dependent on inflation.
(c) The life raft shall be capable of being inflated by one person. The liferaft shall
be inflated with a non-toxic gas. Inflation shall be completed within a period of
one (1) minute at an ambient temperature of between 18 and 20 degrees C (64
to 68 deg. F) and within a period of 3 min. at an ambient temperature of -30ºC.
After inflation the life raft shall maintain its form when loaded with it full
complement of persons and equipment.
(d) Each inflatable compartment shall be capable of withstanding a pressure equal
to at least three times the working pressure and shall be prevented from
reaching a pressure exceeding twice the working pressure either by means of
relief valves or by a limited gas supply. Means shall be provided for fitting the
topping-up air pump or bellows so that the working pressure can be
maintained.
7.1.3 Liferaft fittings
Lifelines shall be securely becketed around the inside and outside of the life raft.
The life raft shall be provided with means to mount a survival craft radar transponder
at a height of at least 1m above the sea.
The life raft shall be fitted with an efficient painter of length equal to not less than twice
the distance from the stowed position to the waterline in the lightest sea-going
condition or 15m (48.75ft) whichever is the greater.
7.1.4 Inflatable life raft fittings
a) The strength of the painter system including its means of attachment to the life
raft, except the weak link, shall be not less than l0.0kN for a life raft permitted
to accommodate nine persons or more, and not less than 7.5kN for any other
life raft. The life raft shall be capable of being inflated by one person.
b) A manually controlled lamp shall be fitted inside the life raft capable of
continuous operation for a period of at least 12 hours. It shall light
automatically when the life raft inflates and be of sufficient intensity to enable
reading of survival and equipment instructions. Batteries shall be of a type that
does not deteriorate due to damp or humidity in the stowed liferaft.
c) A manually controlled lamp visible on a dark night with a clear atmosphere at a
distance of at least two miles for a period at least 12 hours with luminous
intensity of not less than 4.3 cd shall be fitted to the top of the life raft canopy.
If the light is a flashing light it shall flash at a rate of not less than 50 flashes
per minute and not more than 70 flashes for the first two hours of operation of
the 12-hour operating period. The lamp shall be powered by a sea-activated
cell or a dry chemical cell and shall light automatically when the liferaft inflates.
The cell shall be of a type that does not deteriorate due to damp or humidity in
the stowed life raft.
d) one repair outfit for repairing punctures in buoyancy compartments;
e) one topping-up pump or bellows.
f) The knives required to be carried shall be safety knives. The equipment will be
in a sealed watertight container lashed to the interior of the life raft, should it
fall out, it is easily reclaimable. Equipment for immediate use may be supplied
in a separate drawstring bag.
Never in any circumstances interfere with the deflation plugs on the outside of the life
raft. They are placed there for the use of the manufacturer or his agent and are used
to draw off the last of the gas by suction, after the life raft has been tested and before
packing.
Many inflatable life rafts are now being constructed with an integral "through the floor"
bailing device.
7.1.5 Carrying capacity of inflatable life rafts
The number of persons, which a life raft shall be permitted to accommodate, shall be
equal to the lesser of:
a) The greatest whole number obtained by dividing by 0.096 the volume, measured
in m3 of the main buoyancy tubes (which for this purpose shall include neither the
arches nor the thwarts if fitted) when inflated; or
b) The greatest whole number obtained by dividing by 0.372 the inner horizontal
cross-sectional-area of the life raft measured in m2(which for this purpose may
include the thwart or thwarts, if fitted) measured to the innermost edge of the
buoyancy tubes; or
c) The number of persons having an average mass of 75kg. (165 lbs.), all wearing
either immersion suits and lifejackets, that can be seated with sufficient comfort
and headroom without interfering with the operation of any of the life raft’s
equipment.
7.1.6 Access into inflatable liferafts
a) At least one entrance shall be fitted with a semi-rigid boarding ramp to enable
persons to board the life raft from the sea so arranged as to prevent significant
deflation of the life raft if the ramp is damaged. In the case of a davit launched life
raft having more than one entrance, the boarding ramp shall be fitted at the
entrance opposite the bowsing lines and embarkation facilities.
b) Entrances not provided with a boarding ramp shall have a boarding ladder, the
lowest rung of which shall be situated not less than 0.4m (l6in.) below the liferaft's
light waterline.
c) There shall be means inside the life raft to assist persons to pull themselves into
the life raft from the ladder.
7.1.7 Stability of inflatable liferafts
a) Every inflatable life raft shall be so constructed that when fully inflated and floating
with the canopy uppermost, it is stable in a sea-way.
b) The stability of the life raft when in the inverted position shall be such that it can
be righted in a sea-way and in calm water by one person.
c) The stability of the life raft when loaded with its full complement of persons and
equipment shall be such that it can be towed at speeds of up to 3 knots in calm
water.
7.1.8 Containers for inflatable life rafts
a) The life raft shall be packed in a container that is:

ii. so constructed as to withstand hard wear under conditions encountered at
sea;
iii. inherently buoyant when packed with the liferaft and its equipment;
iv. as far as practicable watertight, except for drain holes in the container
bottom.
b) The life raft shall be packed in its container in such a way as to ensure, as far as
possible, that the waterborne life raft inflates in an upright position on breaking
free from its container.
c) The container shall be marked with:
i. the maker's name or trade mark;
ii. its serial number;
iii. name of the approving authority and the number of persons it is
permitted to carry;
iv. SOLAS;
v. type of emergency pack enclosed;
vi. date when last serviced;
vii. length of painter;
viii. maximum permitted height of stowage above waterline (depending on
drop test height and length of painter;
ix. launching instructions.
7.1.9 Markings on inflatable life rafts
The life raft shall be marked with:

a) maker's name or trade mark;
b) its serial number;
c) date of manufacture (month and year);
d) name of approving authority;
e) name and place of servicing station when it was last serviced;
f) number of persons it is permitted to accommodate, over each entrance in
characters of a colour contrasting with that of the life raft not less than 100mm
(4in) in height.
7.2 LAUNCHING INSTRUCTIONS
a) Ensure painter made fast to strong point i.e. hydrostatic release unit.
b) Release securing arrangement, and throw liferaft over side.
c) Pull painter to its full extent and inflate liferaft.
d) Pull raft alongside and throw over nearest boarding ladder.
e) When order given, board liferaft.
f) When all personnel on board, cut painter and move clear of vessel.
The typical crew for launching of a davit-launched liferaft would be 2-3 persons:
- The raft commander – in charge of launching.
- A second in command – in charge of launching if the raft commander is absent.
Helps the crew and passengers to embark safely.
- One person stands by at the davit. Lowers away on the order of the raft
commander.
Some of the above functions can be performed by the same person.

Instructions for launching liferafts appear in the following pages. These instructions
must be displayed adjacent to the stowage position for each liferaft.
7.3 LIFERAFT EQUIPMENT AND RATIONS
The normal equipment of every life raft shall consist of:

• One buoyant rescue quoit, attached to not less than 30m. (97.5 ft.) of buoyant
line;
• One knife of the non-folding type having a buoyant handle and a lanyard attached
and stowed in a pocket on the exterior of the canopy near the point at which the
painter is attached to the life raft. In addition, a life raft which is permitted to
accommodate 13 persons or more shall be provided with a second knife which
need not be of a non-folding type;
• for a life raft which is permitted to accommodate not more than 12 persons, one
buoyant bailer. For a life raft which is permitted to accommodate 13 persons or
more, two buoyant bailers;
• two sponges;
• two sea anchors each with a shock resistant hawser and tripping line, one being
spare and the other permanently attached to the life raft in such a way that when
the life raft inflates or is waterborne it will cause the life raft to lie oriented to the
wind in the most stable manner. The strength of each sea anchor and its hawser
and tripping line shall be adequate for all sea conditions. The sea anchors shall
have means to prevent twisting of the line and shall be of a type which is unlikely
to turn inside out between its shroud lines. The sea anchors permanently
attached to davit launched liferafts and liferafts fitted on passenger ships shall be
arranged for manual deployment only. All other liferafts are to have the sea
anchor deployed automatically when liferaft inflates;
• two buoyant paddles;
• three tin openers and a pair of scissors. (Safety knives containing special tin-
opener blades are satisfactory for this requirement);
• one first-aid outfit in a waterproof case capable of being closed tightly after use;
• one whistle or equivalent sound signal;
• four rocket parachute flares;
• six hand flares;
• two buoyant smoke signals;
• one waterproof electric torch suitable for Morse signalling together with one spare
set of batteries and one spare bulb in a waterproof container;
• an efficient radar reflector;
• one daylight signalling mirror with instructions on its use for signalling to ships and
aircraft;
• one copy of the life-saving signals on a waterproof card or in a waterproof
container;
• one set of fishing tackle;
• a food ration totalling not less than 10,000 kj for each person the life raft is
permitted to accommodate; these rations shall be kept in airtight packaging and
be stowed in a watertight container;
• watertight receptacles containing a total of 1.5 litres (2.7 pints) of fresh water for
each person the life raft is permitted to accommodate, of which 0.5 litres (0.9
pints) per person may be replaced by a de-salting apparatus capable of producing
an equal amount of fresh water in 2 days.
• one rustproof drinking vessel;
• six doses of anti-seasickness medicine and one seasickness bag for each person
the life raft is permitted to accommodate;
• instructions on how to survive;
• instructions for immediate action;
• thermal protective aids for 10% of the number of persons the life raft is permitted
to accommodate or two, whichever is the greater.
The marking required on life rafts equipped in accordance with sub-paragraph (a)
above shall be "SOLAS A PACK" in block capitals of the Roman alphabet.
Where appropriate the equipment shall be stowed in a container which, if it is not an

integral part of, or permanently attached to, the life raft, shall be stowed and secured
inside the life raft and be capable of floating in water for at least 30 minutes without
damage to its contents.
The normal equipment of every liferaft, as per SOLAS 83, shall consist of:
Quantity
No. ITEM
Capacity 6 persons Capacity 16 persons
1 Rescue Line 1 1
2 Knife and Bailer 2 2
3 Sponges 2 2
4 Sea Anchors 2 2
5 Paddles 2 2
6 Repair Kit 1 1
7 Pump 1 1
8 Safety Tin Openers 3 33
9 First Aid Kit 1 1
10 Drinking Vessel 1 1
11 Torch (incl. spares) 1 1
12 Signalling Mirror 1 1
13 Parachute Flare 4 4
14 Hand Flare 6 6
15 Buoyant Smoke Signal 2 2
16 Fishing Kit 1 1
17 Rations 6 16
18 Water (ltrs) 9 24
19 Anti-seasickness tablet 36 96
20 Seasickness Bag 6 16
21 Immediate Action leaflet 1 1
22 Instructions on how to survive 1 1
23 Rescue Signal Table 1 1
24 Whistle 1 1
25 Thermal Protective Aids 1 2
Many features concerning the stay in a lifeboat, is also valid when staying in an
inflatable liferaft.
However there are special conditions relating to the liferaft and you should carefully
read the instructions found in any liferaft.
7.4 WHEN ENTERING THE LIFERAFT
Immediate precautions to be carried out when entering the liferaft:

a) Cut the painter, using the knife placed on the upper tube. Use the paddles to
get away from ship.
b) Look out for and pick up other survivors using the rescue line and quoit.
c) Throw out the drogue.
d) Safety valve whistling. Close the safety valve with the rubber plug, as soon as
the overpressure has declined.
7.5 LIFERAFT MAINTENANCE
Liferafts should never be hosed down during deck washing. Regular washing with
fresh water is recommended provided that unnecessary wetting is avoided.
Liferafts should be handled carefully whenever they are placed on or removed from
their stowage positions. They must not be rolled or dropped.
Each liferaft on board must be landed to an approved service agent annually.
7.5.1 Onboard maintenance
• Check that the painter is securely attached to the appropriate strong point. As
various hydrostatic release units are used, the general principles only can be
given here.
• If a hydrostatic release is fitted, the painter shall be attached to the hydrostatic
release unit so that its full strength is retained before the hydrostatic release
operates. If operated by the effect of the ship sinking, the weak link shall be
introduced into the pressure system to prevent the full painter strength acting
upon the liferaft and tending to pull the life raft back under water.
• If no hydro is fitted, then the painter system shall be attached directly to a
strong painter on board ship.
• Check that the liferaft has not exceeded or is not about to reach its next
servicing date. This information is given on a label on the top half of the
container.
• Check that the stowage height and painter length are appropriate to the
stowage height on vessel.
• The stowage height of any life raft on this vessel shall not exceed the shown on
the container.
• Painter length shall be at least twice the stowage height marked on the
container as amendment requirements.
• Check that the lashings holding the life raft container onto the cradle are in
good condition and tight.
• Check that the bands holding the two halves of the container together are all in
place and under tension.
7.5.2 Servicing
No onboard servicing is permitted. Annual servicing is required by International Law.

This must be carried out at a Service Station approved both by RFD Limited and by
the Administration of the country where the servicing is to be carried out.
The Log Card carried by the Master or appropriate ships officer on this vessel must be
sent away with the raft for updating as this contains the history of the raft from its
beginning. The service station will return it with the raft to this vessel.
7.6 HYDROSTATIC RELEASE UNIT (HRU)
If a hydrostatic release unit is used in the float free arrangements, it shall:
i. be constructed of compatible materials so as to prevent malfunction of the unit.

Galvanising or other forms of metallic coating on parts of the hydrostatic release
unit shall not be accepted;
ii. automatically release the life raft at a depth of not more than 4m (13 ft.);
iii. have drains to prevent the accumulation of water in the hydrostatic chamber when
the unit is in its normal position;
iv. be so constructed as to prevent release when seas wash over the unit;
v. be permanently marked on its exterior with its type and serial number;
vi. be provided with a document or identification plate stating the date of
manufacture, type and serial number;
vii. be such that each part connected to the painter system has a strength of not less
than that required for the painter.
7.6.1 Onboard maintenance of Hydrostatic release system
1. Ensure that the water inlet hole is free from obstructions. Do not probe with
sharp tools, damage to the diaphragm may result. Do not paint.
2. Periodically examine the weak link for fraying or deterioration.
3. Ensure that the painter remains properly connected at all times.
4. Periodically check the tension on the lashing strap and make sure that the
tensioning cordage is intact and securely tied off.
Every HRU on board must be serviced annually. Those HRU's of the disposable or
non-servicing type must be replaced every two years. It is vitally important that every
liferaft is correctly secured to the vessel via the HRU. This is fully illustrated below.
8. RESCUE METHODS AND SIGNALS
8.1 USE OF ROCKET LINE THROWING APPARATUS & SHORE BREECHES

BUOY
Every ship is provided with a line-throwing appliance, which should:

- Be capable of throwing a line with reasonable accuracy.
- Include not less than four projectiles, each capable of carrying the line at least
203m in calm weather.
- Include not less than four lines, each having a breaking strength of not less than 2
kN,
- Have brief instructions or diagrams clearly illustrating the use of the line-throwing
appliance.
There are two main types of approved line-throwing appliances:

1. Line and rocket in one container.
2. Pistol or rifle fired rocket with the line in a separate container.
The line throwing appliance is used:

1. during rescue operations for establishing connection between the rescue vessel
and the ship in distress for:
a) towage assistance
b) evacuation of persons
c) rigging of breeches buoy
2. When mooring under difficult circumstances.
3. In man-over-board situations. The rocket is fired in such a way that the line will fall
very close to the person in the water.
8.1.1 Aiming with the line throwing appliance
In calm weather or in following wind or headwind you should aim straight at the target.
You have to calculate with some increase or decrease of the distance in case of
following wind or headwind respectively.
In strong side wind you should aim at the leeward side of the target as the wind
pressure on the line will steer the rocket towards the wind. If the distance to the target
is close to the maximum range of the rocket – 230 m – you should aim at the
windward of the target as the wind pressure will affect the rocket when its speed
decreases and draws it to leeward.
If a ship has run aground or has been stranded near the coast the crew can be
rescued from the shore if conditions are favourable. Should your vessel carry a line-
throwing appliance, it may be preferable to use this and fire a line ashore, but this
should not be done without first consulting the rescue company on shore.
If this method is used, the rocket line may not be of sufficient strength to haul out the
whip and jackstay and those on shore will secure it to a stouter rocket line. When this
is done, they will signal as indicated in the life-saving signals table.
On seeing the signal, haul in the line, which was fired from the vessel, until the stouter
line is on board. Then, when the rocket line is held, make the appropriate signal to the
shore and proceed as follows:
i. When you see the appropriate signal, i.e. 'haul away', made from the shore, haul
in the line until you get hold of a tail block with an in-and-out runner attached to it.
ii. Fasten the tail block in a safe position well above the deck. When the tail block
has been fastened and the rocket line has been loosened from it, make sure that
the in-and-out runner runs freely through the block and give the affirmative signal
to the shore as before.
iii. A hawser is attached to the runner on the shore and hauled out to the ship.
Fasten the end of the hawser half a meter above the tail block. Then loosen the
outhaul from the hawser and give the signal as before.
iv. A breeches buoy fastened to the hawser is hauled from the shore to the ship.
Place one person in the breeches buoy and give the signal as before, and now
those ashore can haul in the breeches buoy. This operation will be repeated until
all persons are landed.
v. If the hawser cannot be used the breeches buoy is hauled in and out by means
only of the runner.
If the life saving station is using a rubber life raft this is hauled to and from between
the ship and the coast by means of the in and outhaul line until all have been saved. In
addition it may, of course, be possible to dispatch a rescue vessel from land to the
ship in distress.
It may sometimes happen that the state of the weather and/or the condition or position
of the ship will require the aforementioned procedures to be modified. Where this is
the case, the rescue company will always attempt to advise you of the procedures to
be followed.
All Coast guard rescue services are equipped with VHF radio and rescue operations,
as a whole, will be greatly facilitated if communication with the rescue service is
established on VHF Channel 16, as soon as possible. In the absence of radio
communications the system of signalling must be strictly followed. However, if
communication by flashing light is necessary, a large majority of rescue services have
trained signalmen.
Normally, all women, children, passengers and helpless persons should be landed
before the crew of the vessel but there may be occasions when, perhaps due to
communication difficulties between the casualty and the rescue company ashore, it
would be sensible if the first person to be landed were a responsible member of the
ship's crew. If possible he should take a ship's portable radio (walkie-talkie) a crew list
and details of any hazards etc.
Signals to be employed in connection with the use of shore life-saving apparatus are
displayed on the BRIDGE and are provided in the SURVIVAL CRAFT.
Red and green star signals and rocket rescue equipment are NOT used by
Rescue Services in the UK.
8.2 SHIP TO SHIP USE OF LINE THROWING APPARATUS
Where an assisting ship proposes to establish communications by means of a line-

throwing apparatus she should ascertain whether or not it is safe for her to fire the
rocket, particularly if the other ship is a tanker, before making her final approach. If it is
safe she should manoeuvre to WINDWARD before firing over the other ship's deck. If
not, she should go to LEEWARD and prepare to receive a line. EXTREME CAUTION
must be exercised when firing line-throwing rockets between ships when helicopters are
in the vicinity.
When a vessel in distress is carrying petrol aviation spirit or other highly flammable liquid
and is leaking, the following signals should be exhibited to show that it is dangerous to
fire a line-carrying rocket due to the risk of ignition:
- By day - Flag 3 of the International Code of Signals hoisted at the masthead.
- By night - A red light hoisted at the masthead.
In poor or reduced visibility the above signals should be supplemented by the use of the
following International Code signal on the ship's whistle: GU (--• ••-) 'It is not safe to
fire a rocket'.
8.3 HELICOPTER RESCUE OPERATIONS
Rescue by helicopter is used both when rescuing badly injured persons and when
rescuing the whole crew from the ship or the survival crafts. A helicopter might use
singlelift, doublelift, basketlift or stretcherlift.
Single lift is typical rescue sling. Approach the sling in a way so

that it always is between you and the hoist. The sling is to be put
under the armpits and the straps to be tightened.
Double lift. When using doublelift the helicopter sends a rescuer

down to put the sling around
the person to be rescued.
Basket lift: When using a basketlift, the person

has to sit down, with arms and legs inside the
basket. The head to be bended towards the
knees, the hands around the knees. Keep still till
the basketlift is onboard the helicopter.
Stretcherlift: When rescuing

badly injured persons
stretcher lifts are used. A tiller rope is often used for as well
stretcher as basket lifts in order to keep the stretcher or the
basket clear of obstacles. The tiller rope must never be made
fast onboard the ship. In big ships the injured persons most
often can be rescued from the deck. In small ships a raft is put
out aft. If practicable a member of the crew should be in the raft
besides the patient in order to assist during the picking up. When
the rescuing is carried out from a liferaft the roof must be deflated and all on board
must sit down on the roof. When rescuing from lifeboats, masts, antennas, etc. should
be laid down.
 Remember, it is always for the pilot of the helicopter to decide how the
operation has to be carried out.
Under good weather conditions the helicopter can land on the water and the rescuing
can be made from here.
The following signals are used for communication with the crew of the helicopter:
Hoist: Arms raised above horizontally – thumbs up.
Do not hoist: Arms extended horizontally – fists clenched –

thumbs down.
Special precautions during night operations

It is very important to switch on as much light as possible onboard the ship in order to
facilitate the identification of the ship and illuminate the pick-up area and possible
obstacles. Under no circumstances must lights be directed towards the helicopter as
this will blind the crew.
The Master should ensure that the vessel is steady on a course such that the relative
wind is 30° on the bow.
The following are basic guidelines for use in such operations.
DO NOT touch the winchman, stretcher or winch hook until it has been earthed.
DO NOT secure any lines passed down from helicopter.
DO NOT fire rockets or use line throwing appliances in vicinity of helicopter.
DO NOT transmit on the vessel's main radio whilst winching is in progress
DO NOT shine light at the helicopter at night.
DO steer with wind 30° on:

- Port bow if rescue area is aft.
- Starboard bow if rescue area is forward.
DO clear rescue area, secure all loose gear and remove all aerials.
DO fly flag (illuminated at night) to indicate wind direction.
DO illuminate rescue area at night.
DO wear rubber gloves when handling winch wire.
One of the following rescue methods may be employed:

i) The helicopter may land on deck.
ii) A helicopter crewman may be lowered on a wire with a strιp, which is the secured
to the survivor - both are then winched back to the helicopter.
iii) The strip only may be lowered for the survivor to don himself.
8.4 MAN-OVER-BOARD SITUATION
If you notice a person falling overboard throw out a lifebuoy immediately and then give
the alarm to the bridge.
Using the alarm signal the Officer on duty will now call the rescue boat crew. The crew
of the rescue boat must as fast as possible prepare the boat for launching.
Remember wearing an immersion suit and a lifejacket.
The launching of the rescue boat depends on the boat type. In some ships no special
rescue boat is found and here the motor lifeboat is used. As far as it is practicable the
rescue boat has to be launched and manoeuvred in the water once a month.
8.5 RESCUE SIGNALS
Response signals from shore or airborne rescue services are shown on the SOLAS
poster, displayed in a prominent part of the bridge.
9. MAINTENANCE OF LIFE SAVING APPLIANCES
All procedures related to the maintenance of vessel’s life saving appliances are
defined in detail in the relevant Form of Company’s Safety Management System
Manual.
Furthermore, all the records evidencing the regular inspections/testing as well as the
operational efficiency of the life-saving appliances are kept both onboard and in the
Company premises.
10. VESSEL’S LIFE SAVING APPLIANCES
10.1 LIFEJACKETS
10.1.1 Particulars of Lifejackets
All lifejackets on board in compliance with the latest SOLAS regulations and flag state
requirements.
There is a total of 36 lifejackets on board.

Manufacturer / Type: Regatta A/S Norway / KON-TIKI 98
Adults lifejackets are stowed as follows:
Location Quan.
Cabins 20
Bosun Store 6
ERC 2
Bridge 2
Hospital 1
Boat Locker 2
Pilot Cabin 1
CCR 2
There are total of 2 lifejacket for children onboard.

Manufacturer: Regatta A/S Norway
Location: Bridge
10.1.2 Donning Instructions of Lifejackets
10.2 IMMERSION SUITS
10.2.1 Particulars of Immersion Suits
There is a total of 20 immersion suits for adults on board.

Type and manufacturer:
Immersion suits for adults are stowed on board in the following locations:
Location Quan.
Cabins 20
10.2.2 Donning Instructions of Immersion Suits
Refer to Manufacturer’s Manual
10.3 THERMAL PROTECTIVE AIDS (TPAs)
10.3.1 Particulars of Thermal Protective Aids
There is a total of 5 Thermal protective aids on board.
Stowed as follows:
Stowage Quantity
Lifeboat 3
Rescue Boat 2
10.3.2 Donning Instructions of Thermal Protective Aids
10.4 LIFEBUOYS, LIGHTS AND SMOKE SIGNALS
10.4.1 Particulars of Lifebuoys
This vessel carries: 14 lifebuoys
The lifebuoys with the above attachments must be distributed in equal numbers on
both sides of the ship.
Type No. Position

Poop Deck (P&S), Forecastle Deck
Lifebuoys with line: 6
(P&S)
Lifebuoys with light: 6 Main Deck (P&S)
Lifebuoys with light and smoke
2 Navigation Deck (P&S)
signal:
10.5 LIFEBOATS
10.5.1 Particulars of Lifeboats
.1 Lifeboat details
Location: Crew’s Deck (Port Side)

Type: GFF6,6M – T (Free Fall Lifeboat)
Manufacturer: Ernst Hatecke GmbH
Capacity: 25 Persons
Release Gear: Hydraulic
Engine Type: 3.100 KC
Davits: FFA 6, 6 M
.2 Rescue boat details
Location: Poop Deck (Stbd side)

Type: RB 400
Capacity: 6
Engine Type: Yamaha
Davits: Davit Launched
10.5.2 Donning Instructions of Lifeboat
10.5.3 Operating Instructions of Lifeboat Engine
10.5.4 Donning Instructions of Rescue Boat
10.5.5 Operating Instructions of Rescue Boat Engine
10.6 EMERGENCY POSITION-INDICATING RADIO BEACON (EPIRB)
10.6.1 Particulars of EPIRBs
Manufacturer: Thrane & Thrane

Frequencies: 406.040 MHz
Position onboard: Bridge (Port side)
Type: Sailor SGE
MMSI No.: 775107000
10.6.2 Operating Instructions of EPIRBs
10.7 SEARCH AND RESCUE RADAR TRANSPONDER (SART)
10.7.1 Particulars of SARTs
Total number of SARTs: 2
SARTs particulars
SART No. Position onboard: Manufacturer: Type:

1 Wheelhouse Jotron TRON SART
1 Lifeboat Jotron TRON SART
10.7.2 Operating Instructions of SARTs
10.8 PORTABLE VHF (GMDSS)
10.8.1 Particulars of Portable VHF
Number on board: 3
Position onboard: Bridge
Manufacturer: Thrane & Thrane
10.8.2 Donning Instructions of Portable VHF
10.9 LIFERAFTS
10.9.1 Particulars of Liferafts
Total number of liferafts: 3
Liferaft particulars
L/R No. No. of persons Place onboard Manufacturer

1 6 F’cle Deck DSB
2 25 Poop Deck (Port Side) DSB
3 25 Poop Deck (Stbd Side) DSB
HRU type: Hammar H20

Liferaft No.: 2 3
10.9.2 Donning Instructions of Liferafts
10.9.3 Operating Instructions of Hydrostatic Release Unit (HRU)
10.10 LINE THROWING APPARATUS
10.10.1 Particulars of Line Throwing Apparatus
Type / Manufacturer: Drew Marine Signal and Safety Germany / Linethrower 250
Total number of line throwing apparatus: 1
Location: Wheelhouse (Port Side)
10.10.2 Operating Instructions of Line Throwing Apparatus

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SPRING MARINE MANAGEMENT S.A.

Amendment Amendment Approved

6. EMERGENCY POSITION-INDICATING RADIO BEACON (EPIRB) AND

Ship’s Name: SAMBA

1.2 DISTRIBUTION OF L.S.A. TRAINING MANUAL

In order to prevent personnel following obsolete/out-of-date systems, procedures or

• Know your duties in an emergency!

Emergencies can arise for a variety of reasons, for instance:

Fire/Explosion can arise due to failure or faulty operation of equipment, to self-

Collision can be caused by failure of machinery or rudder, inadequate watchkeeping

Grounding or stranding, like collision, can be caused by navigational errors, failure

Leakage occurs if the ship’s hull, deck or hatches are damaged.

2.1 ALARM SIGNALS

As time is valuable in an emergency it is recommended that alarm signals can be

Type of alarm Signal Alarm given by

Ship’s whistle and fire alarm

2.2 MUSTERING AND EMERGENCY STATIONS

The purpose of musters and emergency drills is:

For emergencies, each crewmember is allocated a duty, which will be determined to

The muster list will include for each individual:

2.2.1 Man overboard muster list

• ASK while there is time to answer!

2.2.2 Emergency party system

2.2.4 MUSTER LIST sample

2.2.5 STATION BILL sample

2.2.6 MAN OVERBOARD MUSTER LIST sample

2.3 SAFETY NOTICES AND SIGNS

2.3.1 Means of escape

The main escape routes from an area should be widely separated.

.7 Spaces with gas cylinders

.8 Cargo ships and tankers

3. LIFE SAVING AIDS AND CLOTHING

3.1.1 General requirements

A lifejacket shall be so constructed that:

3.1.2 Inflatable lifejackets

3.1.3 Lifejacket lights

Each lifejacket light shall:

- be visible over as great a segment of the upper hemisphere as practicable when

3.2 IMMERSION SUITS

3.2.1 General requirements

3.2.2 Thermal performance requirements

3.2.3 Buoyancy requirements

3.3 THERMAL PROTECTIVE AIDS (TPAs)

A thermal protective aid shall be of waterproof material having a thermal conductivity

The thermal protective aids shall:

3.4 LIFEBUOYS, LIGHTS AND SMOKE SIGNALS

3.4.1 Lifebuoys attachments

3.4.2 Using the lifebuoys

If man overboard, shout as loud as possible MAN OVERBOARD!!! STARBOARD /

4. EXPOSURE HAZARDS, CLOTHING, PROTECTION AND SIGNAL

4.1 EXPOSURE HAZARDS, THE NEED FOR WARM CLOTHING, PROTECTION

Approximate time in hours until

An understanding of how your body reacts to cold air or

Imagine your body to consist of an inner core and an

Nature required that your body core be kept to an ideal

This regulatory system strives to keep the core

Body heat loss and insulation

The body gives off its heat to the surroundings in the

 Conduction is the transfer of heat by direct contact

 Convection is the transfer of heat by air or water

 Radiation is the transfer of heat by rays of energy

 Evaporation is the vaporization or drying up of