PROFICIENCY IN PERSONAL

SURVIVAL CRAFT AND

RESCUE BOATS
(PSCRB)
COURSE HANDOUT
(As Per IMO Model Course 1.23)
 COURSE OUTLINE/INDEX

IMO MODEL PAGE

TOPICS
REFERENCE NO
Chapter-1: Introduction, safety
1.1 Introduction 5
1.2 Safety Guidance 5
Chapter-2: General
2.1 Emergency situation 6
2.2 Training, drills and operational readiness 11
2.3 Action to be taken when called to survival craft station. 16
Chapter-3: Abandon ship
3.1 Action to be taken when required to abandon ship 17
3.2 Action to be taken when in the water 21
Chapter-4: Survival craft and rescue boats
4.1 Lifeboats 22
4.2 Life rafts 25
4.3 Rescue boats 27
Chapter-5: Launching arrangements
5.1 Boat davits 29
5.2 Liferaft 32
5.3 Rescue boat davits 34
5.4 Free-fall 35
5.5 Float –free arrangements 35
5.6 Marine evacuation systems 37
Chapter-6: Evacuation and recovery of survival craft and rescue boats
6.1 Launching 39
6.2 Clear the ship’s side 46
6.3 Marshalling liferaft and recuing survivors from at sea 48
6.4 Recovery of survival craft and rescue boat 49
6.5 Launching survival craft and rescue boats in rough sea 50
6.6 Recovery of rescue boats in rough sea 51
Chapter-7: Action to take when clear of the ship
Action to take when clear of the ship 52
Chapter-8: Lifeboat engine and accessories
8.1 Starting the engine 54
8.2 Cooling systems 58
8.3 Battery charging 59
8.4 Fire extinguisher 62
8.5 Water spray system 65
8.6 Self-contained air support system 67
Chapter-9: Rescue boat outboard engine
Rescue boat outboard engine 68
Chapter-10 handling survival craft and rescue boats in rough weather
10.1 Boats 75
10.2 Life 77
10.3 Beaching 77
Chapter-11 :Action to take when aboard a survival craft
11.1 Initial action 78
11.2 Routines for survival 80
11.3 Use of equipment 81
11.4 Apportionment of food and water 83
11.5 Action to take to minimize detect ability and location of survival craft 84
Chapter-12:Methods Of Helicopter Rescue
12.1 Communicating with the helicopter 85
12.2 Evacuation from Ship and Survival craft 87
12. 3 Helicopter pic-up 102
Chapter-13:Hypothermia
Hypothermia 109
Chapter-14:Radio equipment
14.1 Two –way VHF radiotelephone apparatus 112
14. 2 Emergency position-indicating radio beacons(EPIRBs) 116
14.3 Search and rescue transponder bacons(SARTs) 118
14.4 Distress signal, Signaling equipment and pyrotechnics 120
Chapter-15:First aid
15.1 Resuscitation techniques 128
15.2 Use of first –aid kit 131
Chapter-16:Drills in launching and recovery
16.1 Drills in launching and recovery 135
Chapter-17:Drillls in launching liferaft
17.1 Davit –launched liferaft 139
17.2 Throw –overboard liferaft 139
17.3 Boarding liferaft from the water 139
17.4 Righting an inverted liferaft 140
Chapter-18: Drills in launching recovering rescue boat
18.1 Drills in launching recovering rescue boat 142
Chapter-19:Practical exercise and evaluation 143

Practical Course Index/Outline

Drills in launching and recovery
16.1 Drills in launching and recovery
Drillls in launching liferaft
17.1 Davit –launched liferaft
17.2 Throw –overboard liferaft
17.3 Boarding liferaft from the water
17.4 Righting an inverted liferaft
Drills in launching recovering rescue boat
18.1 Drills in launching recovering rescue boat
Practical exercise and evaluation
 Chapter-1 Introduction and safety

1.1 Introduction

The training STCW Proficiency in Survival Craft and Rescue Boats, other than Fast Rescue Boats
(PSCRB) is meant for anyone who's task it is to be a crewmember of a rescue boat on a ship.
Importance of the course: The purpose of the PSCRB course otherwise known as lifeboat training is
to prepare crew should they be faced with an emergency onboard resulting in them either having to
abandon ship or rescue a crew member in a man over board situation.

Course content

The Proficiency in Survival Craft and Rescue Boats – or PSCRB – course runs over 4 days and
covers a range of both theory based and practical knowledge and skills.

By the end of the PSCRB course, students should be able to demonstrate the following:

 Take charge of a survival craft or rescue boat during and after launch
 Operate a survival craft engine
 Manage survivors and survival craft after abandoning ship
 Use locating devices including communications, signaling apparatus and pyrotechnics
 Apply first aid to survivors

1.2 Safety Guidance

Survival is the ability of a seafarer to stay alive when life is threatened in a shipping casualty such as
fire, foundering or stranding, collision, etc. when there is no alternative but to abandon the ship. The
knowledge of the proper use of your ship's lifesaving appliances is vital not only to yourself but also
to your shipmates and to abandon a ship is a conscious decision that has to be made by the Master
only. The purpose of the course is to maximize the chances of survival through knowledge of the
personal survival techniques which have been developed to minimize the hazards of the survivors.
Regardless of how near rescue services may be from the outset, survivors must take action to
safeguard against the immediate threats to life. Having done so, survivors should then consider the
next greatest threat and protect themselves against that until a sequence of priorities is established.
Without proper planning, only the lucky will survive.
 Chapter-2 General

2.1: Emergency Situation

Types of emergency:

- Lists emergencies leading to fires or the foundering of ships as:

Fire or engine room explosion: fire or explosion can raised due to failure or faulty operation of
equipment, to self ignition caused by careless with open fire or smoking in the bunk.

Collision: collision can be caused by failure of machine or rudder inadequate watch keeping or
navigational errors.

Stranding or Grounding: Stranding or grounding can be caused by miscalculation or wrong

selection of sea routes, careless and nonobservance of maritime safety rules and regulation.

Adverse reaction of dangerous goods or hazardous bulk materials

Shifting of cargo: Load shifting is a commonly dangerous situation for ships carrying solid
cargo, bulk cargo ships and containerships. A good seamanship and compliance to safety
regulations while loading or trimming are some of the factors that should be considered
before operations start.

Actions to be taken

When a related incident is taking place, the crew should be properly prepared to control the situation,
managing to do the following:

Activate general alarm and call the Master

Report to master for the damages and then inform the office reporting the situation. Relevant shore
authorities should be informed as well.

Ensure that required deck devices are available

Alter course, reduce speed and where is no risk to life, arrangements to be made in order to secure
the cargo and prevent further shift.

Hull failure: hull failure is a failure in the main body of the vessel which protect her inside from
water ingress or structural damage. A failure in vessel’s hull may lead to bigger damages, this is why
immediate actions are needed as soon as it’s discovered. A loss of hull’s integrity may be caused by
corrosion of vessel’s hull, or by fracture due to overload or as a result of an accident such as
collision, contact or grounding. Unusual collection of water on deck, sudden changes of heel or trim
and slowage of vessel’s roll period are warnings for a possible breach of hull envelope.
How can a hull failure be detected

1. Monitoring of spaces by using gauging or bilge/water level alarms

2. Visual monitoring from the bridge using binoculars
3. Use of draught gauges to assess draught and trim
4. Noting the level of horizon against a known reference point on the foremast, in order to
identify trim changes
5. Dislodgement and/or sloshing of hatch covers

Actions to be taken in the case of hull failure

1. Early assessment of the situation by the Master

2. Vessel’s personnel should immediately be called to the emergency stations
3. Implement emergency response plan procedures
4. Broadcast URGENCY or DISTRESS message, if appropriate
5. Contact with a Maritime Rescue Coordination Centre and/or Operator if necessary
6. Inform stakeholders

Man overboard: To rescue a person fallen overboard safely on board again, a fast and efficient
action is required by crew. All the above emergencies present danger to human lives , most of them
eventually can lead to the a banding and loss of the ship. A happy ending of an emergency implies
that you to perform duties with responsibility and care.

Muster List:
A muster list provides crew members with a plan to manage emergency situations. It gives clear
instructions to be followed in the event of an emergency for every person on board and ensures that
all vital duties are assigned.

Example of a muster list for a charter vessel

Crew duties in the event of an emergency

In The Event of Fire In The Event of Man Over Board
Collision
Master In wheelhouse In wheelhouse contacting authorities
contacting contacting authorities & taking appropriate
authorities, leading & instructing crew. maneuvering for safe
fire fighting operation Ensuring Safety of approach. Leading
and instructing crew passengers & crew of rescue operation.
both vessel

Engineer At site of fire At site of impact As instructed by

supervising checking water tight master supervising
operations and use of Integrity of vessel. rescue operation
equipment Operating bilge pumps
as instructed by master
Cruise director Reassure passengers Reassuring passengers Ensuring people
organizing lifejackets directing them to remain calm on board
& direct passengers safety as instructed by
to safety as instructed master
by master.

Deckhand Assisting engineer Assisting engineer Assisting engineer

Galley supervisor Evacuating galley, Evacuating galley, Assisting cruise
switching power off switching power off director
& assisting cruise & assisting cruise
director director

If no barpersons, galley supervisor to act as messenger for master

Bar person No. 1 Messenger for master Messenger for master Messenger for master

Galley No.2 Assisting galley Messenger for master Messenger for master
supervisor & cruise
director
Emergency Alarms:
Fire detectors are designed to provide a visible and audible alarm on the vessel to indicate the
location of a fire. The detectors throughout the ship are wired to a fire control panel that provides
visual and auditory alerts and possibly alarms in other parts of the vessel as well.

Alarm Type Signal Alarm given by Instruction

Main Alarm or At least seven short Ships whistle and All to attended their station
General alarm blast followed by fire alarm bells wearing life jackets.
one long blast
Lifeboat Muster As General Alarm Ships whistle and All to attended their station
fire alarm bells wearing life jackets.
Fire muster Continues for at Ships whistle and All to attended their station
least ten second fire alarm bells bringing along their
assigned firefighting
equipment.
Man overboard Three long blast(at Ships whistle and The rescue boat crew to
least four times) fire alarm bells muster immediately
carrying immersion suits if
available the rest of the
crew awaits further
instruction.
 2.2 Training, drills and operational readiness

Emergency drills: Drills and Training on board Ship in Maritime Transport. In maritime
transport, drills are methods of practicing how a team or individuals should behave in case of an
emergency on board ship (fire, explosion, pirates' attacks, ship sinking, ship grounding, capsizing
etc. Drills are extremely important for the safety of ship, crew and passengers and are mandatory to
be performed in any sea voyage. In this paper is made an overview on regulatory framework and
strategic role of efficient maritime drills and training. The general emergency signal is a signal used
on board ships in times of emergency. The signal is composed of seven or more short blasts followed
by one long blast on the ship's whistle and internal alarm system. The purpose of the drill is to
educate passengers of emergency procedures should an actual emergency occur. Drills must be held
before sailing when a vessel enters service for the first time, after modification of a major character,
or when a new crew is engaged.

Purpose of Emergency drill: The purpose of conducting an emergency evacuation training drill is
to assist personnel to know their roles and responsibilities in an emergency situation in accordance
with the workplace plans and procedures, and to test the workforce response to an emergency.

Current drills regulation, in force since 1 January 2015, as described in SOLAS latest
amendments, are presented in Table 1 below.

Table no 1. SOLAS onboard drill requirements

SOLAS Chapter Regulation Regulation Regulation description

Chapter Title title
II-1 Construction 24 Marking, Weekly drills for the operating of
–structure, (2.1; 2.2) periodical watertight doors.
stability, operation  Drills held before leaving port in ships in
installations and which
inspection the voyage exceeds one week
of watertight
doors, etc.,
in
passenger
ships

II-2 Construction 15 Instructions, On-board training in the use of the

– fire (2.2,3.1) on- board ship’s fire-
protection, training extinguishing systems
detection, and drills -Fire drills
extinction
III Life-saving 19 (2.2; Emergency -Musters of newly embarked passengers prior to
appliances and 22.3; 3.2; training and immediately upon departure on a voyage for more
arrangements 3.3; 4.1; drills than 24 h,
4.3) -Passenger safety briefing whenever new embark
-Every crew member shall participate in at least
one abandon ship drill and one fire drill every
month

-The drills of the crew shall take place within

24 h of the ship leaving a port if more than 25%
of the crew have not participated in abandon
ship and fire drills on board that particular ship
in the previous month.

-Each lifeboat launched during an abandon ship drill

at least once every three months.

drills on board
-Lifeboats that particular
be lowered ship every
at least once in three
the previous
months and launched at least annually.

-Rescue boats launched each month with their

26 (3.3) Additional At least two
assigned crewcrews of each
aboard fast rescue in the
and maneuvered
requirements boat
water.
for ro–ro shall be trained and drilled regularly
passenger
ships -crew members with enclosed-space entry or
rescue responsibilities to participate in an
30 (1;2) Drills On passenger ships, an abandon ship drill
enclosed-
and
space entry and rescue drill at least once every
On month.
passenger ships, an abandon ship drill
two
and
-Ship’sfirelife-saving
drill shallappliances
take placeon-board
weekly. training
The
entire crew need
as soon as possible but not later than two weeks after
anot
crewbe member
involvedjoin in every drill, but each
in ship.
crew member
must participate in an abandon ship drill
-Training
and a fireindrillthe use of davit-launched life
rafts
eachshall
month take
as place at intervals
required of not more
in regulation
than four month.
19.3.2. Passengers
shall be strongly encouraged to attend
theseabandon
One drills. ship drill and one fire drill every
V Safety of 26 (1; Within 12 hours before departure, the
month.
navigation 3.2; 4;5) ship’s
steering gear shall be checked and tested
by the ship’s crew.
24 h of the ship leaving a port if more than 25% of
the
Emergency steering drills shall take
crew
placehave not participated
at least once every in abandon
three months
ship and fire
in order to practice emergency steering
procedures. These drills shall include
direct control within the steering gear
compartment, the communications
procedure with the navigation bridge and,
where applicable, the operation of
alternative power supplies.
 Source: (SOLAS, 2015)
Preparations
①Pre-operational checking
before operation
②Prior arrangement
③Tools for prior
arrangement, etc.
①Presence of responsible
In-operation
official
②Environmental
consideration
* Your support to our engineers in the above will be essential to ensure
reduction in operation time and smooth on-board operations.
Contents ①Confirmation of recording
of inspection tables
②Open inspection
③Operational test
【Annual inspection】
Prior to the inspection and services by the
manufacturer,
Please conduct visual/operational checking to
verify that the life-saving appliances are in good
order.
In the event of problems, contact us before our
engineers visit to the vessel.
Obtain permission from Port Authority and
Berth Administrator for the lowering of the
lifeboat and brake tests.
Pushbutton box
Maintenance pendant
Starter panel
Chain block, gear puller
Grease, lubricant (where needed)
Presence of captain or responsible personnel is
requested.
Please arrange environments to enable proper
operation of life-saving appliances.
Please arrange the vessel environments to enable
dynamic winch brake tests.
Recording table for weekly/monthly
maintenance/inspection on board the vessel and
tabulated repair logs are examined.
Brake portion and gear box are exposed to check
condition of components
Dynamic winch brake test
An empty lifeboat is lowered and braked
suddenly when reaching the maximum lowering
speed to check the boat for
 abnormality.

【Five-yearly inspection】 A lifeboat loaded with 1.1 times the full load is
lowered and braked suddenly when reaching the
maximum lowering speed (splashdown) to
check the boat for abnormality.
Prior arrangements made for weights
※The inspection items on the part of lifeboats include off-load operational test
of quick-release mechanism (annual inspection) in addition to on-load
operational tests/exposed inspection (five-yearly inspection), etc.
※Operations related to storage of life-saving appliances and refinish painting
after inspection are not included.
Precautions and ①Checking of fitting In the absence of the maintenance eye on the
checking points hardware davit side, or in the absence of auxiliary
hook/lifting hardware for maintenance, or both,
a lifeboat will be alight on the water to inspect
the releasing system of the lifeboat.

Periodic inspection conducted by a service

②Concept of inspection
and services
company confirms the proper conditions of the
equipment at the time of the inspection, but does
not warranty the proper conditions or operation
of the same equipment
There after

Emergency instructions:
Below things is applicable for a every member of crew , after joining a ship, personnel must acquire
knowledge of:

- The meaning of emergency signals

- Instructions on the muster list and their duties
- The location and use of life-saving equipment
- The location and use of fire-fighting equipment
- Escape routes and equipment - Emergencies involving the sinking of the ship
- The means provided for survival on ship and survival craft
 2.3 Actions to be taken when called to survival craft Station:

Lists the personal life-saving appliances as:

1. Lifebuoys
2. Immersion suits
3. Thermal protective aids
4. Anti-exposure suits

Maintenance of life saving appliance:

Personal preparation for abandoning ship:

If your vessel capsizes and you are unable to right the vessel, abandon ship only as a last resort. Stay
close to the vessel to improve your chances of being slighted by rescuers.

 Do not remove your lifejacket, and if you are in the water, stay together in a HUDDLE or
HELP position
 Do not try to swim ashore unless it is very close and a suitable landing place exists. Distances
can be deceptive
 Try to get the EPIRB and distress signals out of the capsized vessel and raise the alarm
 Make yourself as visible as you can to both ships and aircraft
 Put on more clothes if you are able to. They will help to keep you warm and may delay the
onset of hypothermia
 If abandoning your vessel, take the EPIRB and distress signals with you
 Switch on the EPIRB and leave it on until emergency services tell you to turn it off.

Remember that cold water affects your ability to survive if capsized. Victorian winter waters can be
below 10 °C. If you do fall out, if safe to do so, hold onto your vessel for support until your breathing
settles down.

 The person in command of each survival craft should check that all crew are
present and that crew and passengers are suitably dressed and have correctly
donned lifejackets
 The boats should only be lowered to embarkation deck level on instructions from the
master list.
 The persons assigned in the muster list should take two-way VHF
radiotelephone apparatus, EPIRBs, SARTs and other items to their
statio
 Chapter-3 Abandon Ship

3.1 Action to be taken when required to abandon ship

Sometimes crew has to face an “abandon ship” situation. But, what's the right time for crew members
to abandon their vessel? At circumstances of an uncontrolled fire on board or in cases of vessel
sinking, abandoning a ship is the most practical option, however there are a few precautions to be
taken under consideration, while the decision to leave the vessel and fall into the sea hides many
risks. If people abandon ship, they get off a ship because it is sinking. The officers and crew prepared
to abandon ship in an orderly fashion. The master of the ship is the overall in charge of the vessel at
all times, even when he and his crew have to leave or abandon the vessel due to accidents such as
fire, flooding, or collision

Ocean going vessels abandonment

For ocean going vessels, ship’s abandonment is to be conducted with totally enclosed lifeboats or
free fall lifeboats and each of these demands different manipulations when the need of falling into
the water arises. It is easy to understand that lifeboats are safety equipment which need the
appropriate maintenance with periodical inspections and tests to ensure that they are properly
working. Except from these precautions, IMO at its requirements regarding abandon ship operations
(updated June 2017), requires additional measures aiming prevention of accidents with survival
crafts. It focuses on the use of uniforms and also to the authorization, qualification and certification
requirements to ensure reliable service is provided (requirements will enter into force on 1 January
2020).
Abandon ship signals: More than six short blasts and one prolonged blast on the ship's whistle and
same signal on the general alarm bell is used as abandon ship alarm or sound signal onboard ship
Abandon ship procedure:

There is no decision as critical or serious onboard ship as determining whether or not the situation
has deteriorated to the point where the crew should Abandon Ship. Only the Captain shall decide
whether and when Abandon Ship procedures are to be undertaken. During extended open water
passages the Abandon Ship Procedures will be reviewed prior to leaving the dock and again when
underway.

Major Categories :

GREEN When a situation arises that the Captain believes may lead to Abandoning Ship.

YELLOW Captain determines the situation is more serious. All persons don life jackets, prepare
personal Abandon Ship duffel bag and Abandon Ship Teams are gathered in the
wheelhouse to finalize contingent plans and assignments.

Team No 1. Food and Survival Books

Team No 2. Medical Supplies
Team No 3. Communication:(SOS/MAYDAY on VHF, SSB & Satcom, E.P.I.R.B., Flares, Strobe,
Flash Lights, Mirror, Portable VHF Radio)
Team No 4. Life Raft (Launch Team), Fishing Gear, and Water Rations (2 six Gal. Jugs w/Air
Space to Float)
RED Abandon Ship Procedures Life Raft Launch Team and all other assignments are
carried out.

REMEMBER Some Abandon Ship situations go from Green to Red in a matter of minutes. Some
take hours and even days. You should be mentally prepared.

Prepare in Advance. Each member of the crew should have prepared and thought through a small
Abandon Ship Duffel Bag and personal clothing (long underwear, sweater, deck shoes or boots,
warm jacket, long sleeve shirt, hat, sunburn lotion, pants, foul weather gear, wet suit). In a condition
GREEN everyone should place their individual medical prescriptions, glasses, passport and other
essential belongings to their Abandon Ship Bag.

Communication Transmit:

Should the Captain determine to transmit a MAYDAY call the following verbiage and procedures
should be followed in sending the distress message :

- MAYDAY, MAYDAY, MAYDAY

- This is the German Motor yacht "STARSHIP", the vessel "STARSHIP", the vessel "
STARSHIP "

- Call Sign: DELTA - HOTEL - X-RAY - OSCAR

- MAYDAY Position: degrees minutes N/S, degrees minutes W/E

- We are (nature of the distress: i.e. FIRE, SINKING, FLOUNDERING...)

and are abandoning ship, REPEAT we are abandoning ship !

- There are Persons onboard the vessel, ( Persons with injuries).

- We are a 23 M, grey trawler with white superstructure

- WE have a LIFE RAFT, with an (ORANGE CANOPY), TENDER(S)

AND A 406 EPIRB

- (THIS IS OUR LAST TRANSMISSION)

 How to Prepare for Abandoning Ship with ditch bag:

Any sailboat or recreational vessel of any kind needs a ditch bag. Never assume, even when you
have communication gear, that rescue will come before you would need the things typically carried
in an abandon ship bag.
Although most liferafts are equipped with some basic survival equipment, also never assume that
it has everything you need or may want. Life rafts typically have only minimal gear, because of
space and weight limitations, and you can’t unpack them to check or add more.
The only way to increase your chances for rescue and survival until rescue is to have a well-stocked
ditch bag.
  The Bag Itself
You could make your own, but commercially available abandon ship bags are relatively
inexpensive and usually the best way to ensure the bag has all the right characteristics:
 Positive flotation. You might drop it while scrambling to the liferaft or dinghy. Most
commercial models such as the one shown have flexible foam sewn into the sides, top, and
bottom to provide both flotation and padding. Air trapped in sealed plastic gear bags inside
also adds flotation.
 Water resistant. It need not be waterproof (expensive) because critical items inside can be put
in sealed pouches, but you don’t want it to immediately fill with water and possibly sink.
 Visibility. Most are yellow or international orange. You can improve nighttime visibility by
attaching reflector strips, which will shine brightly in a flashlight beam in case you lose the
bag overboard, and which may aid in a nighttime rescue.
 Sufficient size. Be sure your bag is large enough to hold everything you plan to include. If
you have many crew, you’ll need a lot of space just for water.
 Sturdy carry and lanyard straps. Obviously you’ll need to be able to carry it easily off the
boat, and in storm conditions you should also be able to easily tie or clip a strong lanyard to
the straps before transporting it off the boat.
 Clearly labeled and stowed. Keep the ditch bag it a handy place below decks but where
everyone can see it.
Considering a multitude of abandon ship scenarios, you will want to include both rescue and
survival items along with optional personal or other items.

Rescue Items
 Functioning, registered 406 EPIRB (emergency position-indicating rescue beacon) to inform
rescuers of your need and location
 Handheld VHF radio (waterproof or in sealed pouch, with extra batteries)
 Selection of flares (parachute and handheld) and smoke signals
 Strobe light (may be present in inflatable PFD); combination with flashlight ideal
 Whistle (may be present in inflatable PFD)
 Signal mirror

Survival Items

 Water (individually sealed emergency water packets better than a jug)—as much as you have
room for.
 Water filter if not in salt water
 Emergency food rations (commercially available sealed high-calorie bars formulated to
decrease thirst) plus can opener if canned food
 Essential personal prescribed medications
 First aid kit
 Solar still (inexpensive) or hand-operated desalinating water maker (expensive) if offshore
 Patch kit for inflatable dinghy or liferaft (or emergency clamps)
 Knife (preferably with rounded rather than pointed tip if in a raft)
 Rope can keep the crew together should a lifeboat not be available
Other Items (depending on space and needs)
 Handheld GPS (to communicate position by VHF or cell phone)
 Solar blanket (in cold climates)
 Simple fishing gear (line, jigs, hooks)
  Sunscreen (in tropics—liferaft canopies can tear off)
 Bailer
 Paper and pen in ziplock bag
 Spare prescription glasses, sunglasses (polarized to reduce glare)
 Small pair of binoculars (to confirm a boat or plane spotting before using flares)
Image: Ditch Bag

First aid kit

 Solar still (inexpensive) or hand-operated desalinating watermaker (expensive) if offshore

 Patch kit for inflatable dinghy or liferaft (or emergency clamps)
 Knife (preferably with rounded rather than pointed tip if in a raft)
 Rope can keep the crew together should a lifeboat not be available
 3.2: Action to be taken when in the water
If your vessel capsizes and you are unable to right the vessel, abandon ship only as a last resort. Stay
close to the vessel to improve your chances of being sighted by rescuers.

 Do not remove your lifejacket, and if you are in the water, stay together in a HUDDLE or
HELP position
 Do not try to swim ashore unless it is very close and a suitable landing place exists. Distances
can be deceptive
 Try to get the EPIRB and distress signals out of the capsized vessel and raise the alarm
 Make yourself as visible as you can to both ships and aircraft
 Put on more clothes if you are able to. They will help to keep you warm and may delay the
onset of hypothermia
 If abandoning your vessel, take the EPIRB and distress signals with you
 Switch on the EPIRB and leave it on until emergency services tell you to turn it off.

Remember that cold water affects your ability to survive if capsized. Victorian winter waters can be
below 10 °C. If you do fall out, if safe to do so, hold onto your vessel for support until your breathing
settles down.

If possible, from a group with other survivors in the water .there is safety in numbers, and a group is
more easily located and more likely to maintain morale. Huddling together also decrease heat loss.
 Chapter-4 Survival craft and rescue boats

4.1 Lifeboats

A specially constructed boat launched from land to rescue people in distress at sea.

A small boat kept on a ship for use in emergency, typically one of a number on deck or suspended
from davits

A lifeboat constructed for free-fall launching. The benefits of free-fall lifeboat are clear: during rapid
evacuation in emergencies, the boat slides out from a ramp onboard the ship/installation and hits the
water well away from the ship or installation with a high positive forward motion.

Materials: Some lifeboats are made of hard materials like fiberglass, while others are inflatable.
Another kind of lifeboat is launched from shore or a Coast Guard ship to rescue people who need
help at sea, if, for example, they're on a sinking fishing boat.

Requirement: The requirement for the lifeboat of a cargo ship with 20,000 GT is that the boat must
be capable of launching when the ship is heading with a speed of 5 knots. The lifeboat must carry all
the equipment described under SOLAS which can be used for survival at sea.

General requirements for lifeboats on ships built after 1 st July 1986

Difference between life boat and rescue boat: Life boat is a survival craft used for sustaining the
lives of persons in distress from the time of abandoning the ship while rescue boat is to rescue a
persons in distress (overboard) and to board the marshal craft (ship).

The three most common types of life boats that are found on ships can be the Open Lifeboat, Closed
Lifeboat Equipment:

1. Except for free fall lifeboats, sufficient buoyant oars, so as to make headway in calm seas.
2. Boat hooks = Two
3. One buoyant bailer and two buckets.
4. Survival manual = One
5. Operational magnetic compass = One
6. Sea Anchor = One
7. Efficient painters = Two (Length should be twice the distance from the stowage position to.
waterline in lightest seagoing condition or 15 mtr whichever is greater.)
8. Hatchets = Two
9. Watertight receptacles containing 3 litres of water for each person the boat is permitted t
accommodate.
10. Rustproof dipper with lanyard = One
11. Rustproof graduated drinking vessel = One
12. Food ration totaling not less then 10,000 KJoule per person.
13. Rocket parachute flares = Four
14. Hand flares = Six
15. Buoyant Smoke Signals = Two
16. Waterproof electric torch, suitable for mores code with spare battery = One
17. Daylight Signaling mirror = One
18. Copy of life saving signals = One
19. Whistle = One
20. First Aid Kit = One
21. Anti sea-sickness medicine = 6 doses for each person the boat is permitted to
accommodate.
22. Sea-sickness bag = 1 for each person the boat is permitted to accommodate.
23. Jack Knife = One
24. Tin Openers = Three
25. Buoyant rescue quoits = Two
26. If lifeboat is not self bailing then one manual bailer pump.
27. Fishing tackle = One set
28. Sufficient tools for minor adjustments.
29. Portable fire extinguishing equipment.
30. Search Light = One
31. Efficient Radar reflector = One

Life boat maintenance: The Basics of Lifeboat Maintenance Different captains have different rules,
but there are some ships at sea that require the crew to inspect their lifeboats monthly, and even
weekly for ships that are out at sea more often. Inspecting the lifeboats on a regular basis is the first
step to proper maintenance.

If lowering by free fall, the required crew need to sit inside the boat and launch it from inside.
Otherwise, we can lower the free fall lifeboat to water by davit. Crew can then board the lifeboat by
embarkation ladder. Irrespective of how we lower the boat, we need to maneuver it in water every
three months

Every 3 months we can lower the lifeboat either by free fall launching or by secondary means of
launching. If lowering by free fall, the required crew need to sit inside the boat and launch it from
inside. Otherwise, we can lower the free fall lifeboat to water by davit.
weekly checks carried out on lifeboat as per SOLAS :

 The general emergency alarm shall be tested.

 All lifeboats shall be moved from their stowed position to the extent necessary to demonstrate
satisfactory operation of the launching appliances. ...
 Check the fuel quantity.
 Check the lubricating oil level in the engine, as well as, in the gear box.

Free fall launching Maintenance : In the case of a lifeboat arranged for free-fall launching, at least
once every three months during an abandon ship drill the crew shall board the lifeboat, properly
secure themselves in their seats and commence launch procedures up to but not including the actual
release of the lifeboat .

4.2 Life Rafts

Life rafts: Life rafts are stored in a fiberglass container, incorporated with a high-pressure gas used
for inflating life raft at the time of emergency. A Hydrostatic Release Unit (HRU) is connected
to raft container and ship, which release the raft even after the ship sinks in water.
We have introduced of two types of life raft. They are: Inflatable & rigid

Life Raft has an advantage over life boat as they are easy to launch and during emergencies, the life
raft inflates itself automatically as soon as it comes in contact with seawater. In this article, we will
discuss the life raft release system and launching procedure.

The life raft on board ship are released or launched into the water by three different methods:

1) Auto release with Hydrostatic Release Unit (HRU).

2) Manually launching.

3) Launching by Davits.

Auto Release with Hydrostatic Release Unit (HRU)

The life raft HRU plays an important role when it comes to saving a life during an abandon ship
situation. SOLAS 74 clearly specify the requirements for construction and positioning of the HRU at
the life raft.
 The Working of HRU:

 HRU acts as a connecting media between life raft container and ship deck, where it is stored.
 The HRU comes in action under the pressure of water exerted on HRU when the ship sinks
below 4m of water level.
 The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over the
container carrying life raft, but it still holds the painter at the weak link.
 The HRU is connected to the container through a lashing arrangement which can be
disengaged quickly by means of slip hook when launching the raft manually.
 The HRU is connected to a strong point on deck through a weak link.
 When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
 As vessel sinks further, the tension in the painter causes the life raft to inflate out of the
container.
 The tension acting on the weak link will cause it to break making the life raft free from the ship.
 When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.

General requirements for Liferafts:

 Every liferaft shall be so constructed as to be capable of withstanding exposure for 30 days afloat
in all sea conditions.
 The liferaft shall be so constructed that when it is dropped into the water from a height of 18 m, the
liferaft and its equipment will operate satisfactorily. If the liferaft is to be stowed at a height of
more than 18 m above the waterline in the lightest seagoing condition, it shall be of a type which
has been satisfactorily drop-tested from at least that height.
 The floating liferaft shall be capable of withstanding repeated jumps on to it from a height of at
least 4.5 m above its floor both with and without the canopy erected.
 The liferaft 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.
 when the Davit-launched liferaft 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 3 m without damage that will
affect its function
 The liferaft shall have a canopy to protect the occupants from exposure, which is automatically set
in place, when the liferaft is launched and waterborne. 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.
 It shall be provided with means to mount a survival craft radar transponder (SART) at a height
of at least 1 m above the sea
 The total mass of the life raft with its container and its equipment shall not become more than 180
kg.
 The liferaft shall be fitted with an efficient painter of length equal to not less than 10 m plus the
distance from the stowed position to the waterline in the lightest seagoing condition or 15 m,
whichever is the greater.
 A manually controlled lamp shall be fitted to the top of the liferaft canopy. The light shall be white
and be capable of operating continuously for at least 12 h
 Every davit-launched liferaft shall be so arranged that it can be boarded by its full complement of
persons in not more than 3 min from the time the instruction to board is given.
 The inflatable liferaft 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 1 mm at an ambient temperature
of between 18˚C and 20˚C and within a period of 3 mm at an ambienttemperature of -30˚C.

Breaking Strength of Painter:

 15 KN for more than 25 person life raft permitted to accommodate.

  10 KN for 9 to 24
 7.5 KN for any raft.

No liferaft shall be approved which has a carrying capacity of less than six persons.

4.3 Rescue boats

Rescue boats: Some small ships provided with life rafts only are required to carry a small boat for
rescue purposes. These rescue boats are normally stowed in chocks on deck and launched with a single
arm davit. Although they are primarily intended for the purpose of rescuing a man who falls overboard
they can be used to muster and tow life rafts and should be launched if practicable when abandoning
ship.
Use of Rescue Boats

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 now as fast as possible prepare the boat for launching. The launching of the rescue
boat depends on the boat type. In some ships no special rescue boat is found and here the motorized

lifeboat is used. Make yourself thoroughly acquainted with the launching on board this ship - your
shipmates' lives may depend on it. Also acquaint yourself with the kind of equipment which is found
in the boat and how it is used.

As far it is practicable the rescue boat has to be launched and maneuvered in the water once a month.
At least this must take place every third month. The engine must always be ready for working and
there must be sufficient fuel on board for at least four hours of sailing at a seed of 6 knots.

Recovering the Rescue Boat

1. The boat is maneuvered under the hooks/blocks. Two men must be ready to catch the hooks
and prevent anybody from being hurt by the blocks
2. The boat is hugged to fore and aft simultaneously.
3. Hoisting of the boat is started immediately after the boat has been hugged too.
4. The engine is stopped.
5. The boat is hoisted to the yard am of the davits and the tracing pendants are fastened.
6. The boat is lowered until it levels with and pulled tight to the boat deck.
7. The crew and the passengers leave the boat.
8. The boat is hoisted into its stowed position and secured.

What is the difference between rescue boat and lifeboat?

Life boat is a survival craft used for sustaining the lives of persons in distress from the time of
abandoning the ship while rescue boat is to rescue a persons in distress (overboard) and to board the
marshal craft (ship).
 Chapter-5 Launching Arrangements

5.1 Boat davits:

A davit is any of various crane-like devices used on a ship for supporting, raising, and lowering
equipment such as boats and anchors. Davit systems are most often used to lower an emergency
lifeboat to the embarkation level to be boarded.

Boat davits work: The pull- or slide-up davits have two hinged cradle arms mounted onto the swim
platform. When you want to get the dinghy aboard, the hinged arms tilt out to the water from the
swim platform, and you pull the dinghy sideways onto the cradle arms.

The function of davit limit switch: Manual turning of a davit winch is necessary when hoisting in
a davit system to its final end stop once powered hoisting has ceased (due to limit switch activation).

Gravity Davit: The davit is a hinged type davit and lowering by gravity fall. It is designed for
embarkation when the boat in stowed position. The boat can be controlled can be controlled in two
ways, either by means of a remote control wire from within the lifeboat or by lifting the brake handle
of the winch directly. These types of davits are musts for the use of lifeboat weighting more than
2.25 tons.

Tricing pendant is used to avoid the swinging of the boat when the ship is rolling or listed and
bowsing tackle is used What is davit arm?

Davit arm retrieval systems are used to tie off workers who are suspended below a
surface. Davits can be used for raising and lowering the worker to an area below the unit. Davit
arm retrieval systems are an essential part of a confined space access or rescue plan.

to bring the boat near to the embarkation deck to allow the crew to embark safely.

Gravity Luffing Arm Type Davit:

 Description:
 This device could launch the lifeboat by its own gravity to the surface of water, also, which
could pour down the boat outboard while it is loss of electric power; while launching, the
passengers could pull the remote control cable in the boat to launch or stop the life/rescue
boat or raft. As well, the crews can operate it on the deck.

 Meets with SOLAS 1974, the international life saving appliance rules LSA and IMO,
MSC81(70) and other regulatory requirements.

 Suitable for totally enclosed lifeboat/rescue boat.

The function of davit limit switch:

Manual turning of a davit winch is necessary when hoisting in a davit system to its final end stop
once powered hoisting has ceased (due to limit switch activation).
Lifting hook: Lifting hook is a device for grabbing and lifting loads by means of a device such as a
hoist or crane. A lifting hook is usually equipped with a safety latch to prevent the disengagement of
the lifting wire rope sling, chain or rope to which the load is attached.
Clevis hook: A clevis hook is a hook, with or without a snap lock, with a clevis and bolt or pin at the
base. The clevis is used to fasten the hook to a bracket or chain.

Required on lifting hooks: OSHA's(Occupational Safety and Health Administration) "General Duty
Clause" states that employers are required to protect employees from serious recognized hazards.
OSHA may refer to this when a hazard is created by a lift where a hook without a latch is used.

Proof load testing of lifting equipment: Proof load tests can be performed on various pieces
of lifting and rigging equipment, and are designed to ensure that the piece of machinery
being tested is able to lift the design load without failure or deformation

How often should lifting equipment be examined: Arrange for thorough examination to be carried
out at the intervals specified by LOLER (every 6 or 12 months, depending on the equipment - see
below), or. Conduct examinations in accordance with an examination scheme, drawn up by a
competent person.

Proof load test: A proof test is a type of load test that demonstrates the fitness of a load-bearing
structure. They determine if a proof test is necessary or helpful to assess a piece of lifting equipment.
A proof test is usually expressed as a percentage of the working load limit (WLL) that equipment is
designed to withstand.

Safety factor in lifting equipments: Other synonyms include Working Load Limit (WLL), which is
the maximum working load designed by the manufacturer. This load represents a force that is much
less than that required to make the lifting equipment fail or yield, also known as the SWL the WLL is
calculated by dividing MBL by a safety factor (SF)

Minimum proof strength: Proof strength, or proof load, is the full size equivalent of
a yield test. Proof load testing is typically performed at 90-93% of the expected minimum yield
strength and is a simple pass/fail test.

Safe working load calculated: The SWL is determined by dividing the minimum breaking strength
(MBS) of a component by a safety factor assigned to that type and use of equipment......For example,
if a line has an MBS of 1,000 pounds and a safety factor of 5, then the SWL would be 200 pounds.
1000 / 5 = 200. Also called working load limit (WLL).

OSHA standard for lifting: While OSHA does not have a specific standard for the hazard you
raised, employee exposure to hazards related to heavy lifting and back injuries may be addressed
under Section 5(a)(1) of the OSH Act, commonly referred to as the General Duty Clause.

How often should Lifeboat be tested:"In the case of a lifeboat arranged for free-fall launching, at
least once every three months during an abandon ship drill the crew shall board the lifeboat, properly
secure themselves in their seats and commence launch procedures up to but not including the actual
release of the lifeboat (i.e., the release hook shall

Winches: A device for reeling in or laying out a line as handbrakes gives control for lowering speed.
Motor or hand power can be used for hoisting, winch hand cranks have coupling which automatically
disengages the cranks of the metric motor to turn the winch. In order to reduce possibility of injure,
the emergency disconnect switch should always be in off position when hand cranking. Lubrication
requirements should always be followed to prevent accumulation of moisture.

Falls: Ropes or line used in hoisting and lowering the lifeboat when launching and hoisting.

when floating blocks are fitted to emergency lifeboats, provision must be made to prevent the falls
from cabling.

A fall cable when it twists round and round. This was prevalent with manila ropes falls, but was
considerable reduced with the introduction of square laid rope. It may occur on occasion with wire
rope falls and happens when the weight of the boat is taken off the falls.

one means of preventing this is to secure a length of light wire between the inboard checks of the two
floating blocks. Another is to have a swivel on the bottom of each of the floating blocks. Where
swivels are employed they are to be kept well-oiled to prevent them from seizing up tnd so becoming
useless.

How often should the lifeboat wire falls be turned and renewed: Falls used in launching shall be
turned end for end at intervals of not more than 30 months and be renewed when necessary due to
deterioration of the falls or at intervals of not more than five years, whichever is the earlier.

5.2 Liferaft launching davit:

Application
The davit arrangements type ZZ-ZOT are included in the life-saving equipment of vessel and are
intended for gravity launching of life raft with set of occupants onto water. The life rafts are pulled
from deck outboard vessel after the unloaded outrigger has been slewed. The davit arrangements
operate at vessel's heel up to 20° at-either side and trim up to 10°.

Construction

The davit arrangement consists of the radial davit type ZOT, life raft winch, automatic hook and
rigging. The davits are provided with remote control of winch brake from inside of the launched life
raft.

Design of davits meets the requirements of the following rules:

- International Convention on Safety of Life at Sea SOLAS-74, Chapter III as amended in 1983,
- issued by marine Classification Societies.
Technical Characteristic

Denotation example:

The life raft davit arrangement of SWL=25 kN, left hand make (L): ZZ-ZOT 25/L

Launching procedure: Open the lashing and remove the raft container from HRU by opening the
manual slip hook or bottle screw arrangement. Tie up the one end of the painter of raft into a strong
point at deck. Take up the raft load by davit and keep the container hanging at embarkation deck
area. Pull the painter and inflate the raft. Have a thorough check on the inflated raft. Start boarding
the raft without the shoes and other sharp object. After the boarding is completed, check the bottom
is clear and release the securing lines.

Weak link in liferaft: The tension acting on the weak link will cause it to break making the life
raft free from the ship. When vessel sinks, the HRU cuts the rope and the container floats to the
surface of water.

Liferaft equipment: The equipment level within a liferaft is usually referred to as a

“SOLAS A pack” or SOLAS B pack”. SOLAS A pack is the level of equipment required for
passenger vessels on long international voyages and for all other vessels to which SOLAS applies on
international or domestic voyages.

Solas Pack A and B : Difference between Liferaft SOLAS Pack A and Pack B. SOLAS Pack A is
used for Vessels on Long International Voyages and all other vessels to which SOLAS applies on
International and Domestic voyages. SOLAS Pack B is used for Vessels engaged on Short
International or Domestic voyage
5.3 Rescue boat davit
 5.4: Free fall Launching arrangements
Free fall lifeboat: A lifeboat constructed for free-fall launching. The benefits of free-fall
lifeboat are clear: during rapid evacuation in emergencies, the boat slides out from a ramp onboard
the ship/installation and hits the water well away from the ship or installation with a high positive
forward motion.

Free Fall lifeboat release: The only difference is that the freefall lifeboat is not lowered till 1m
above water level, it is launched from the stowed position by operating a lever located inside the boat
which releases the boat from rest of the davit and boat slides through the tilted ramp into the water.
Hanging off pendant lifeboat: Hanging-off Pendants are secured to an accessible point on the davit
arm, in advance. Once the Lifeboat is brought to the deck level, secure the free ends of the Hanging-
off Pendants to the lifeboat. Lifeboat is then lowered to slack the falls until the floating blocks
reach lifeboat hooks.

Fall prevention device: A Lifeboat Fall Prevention Device is an essential marine

safety equipment and can be used to minimize the possibility of an injury or fatality by providing a
secondary alternate load path in the event of failure of the on-load hook or its release mechanism or
of accidental release of the on-load hook.

Harbour Pin: A pin that mechanically prevents the operation of the davit. Traditionally used to
prevent accidental release while alongside in port.

5.5 Float –free arrangements:

***The Maritime Safety Committee, at its sixty-eighth session (28 May to 6 June 1997), noted that
there were three systems used in float-free arrangements, i.e. the external weak link system, the
internal weak link system and the non-weak link system (see examples at annex). Because of this,
compliance of any of the three systems with SOLAS regulation III/38.6.1 (section 4.1.6 of the LSA
Code) could not be easily verified and this might cause difficulties, particularly to port State control
officers.

*** The Committee, therefore, recommended that inflatable liferafts using internal or weak link
systems should be marked on the outside of the container with appropriate wording or pictograms
indicating the system used for the float-free arrangement.

*** Member Governments are invited to bring the above recommendation and the annex thereto to
the attention of ship-owners, shipping companies, liferaft manufacturers, liferaft servicing stations
and all others involved in the manufacture, installation and servicing of inflatable liferafts, as well as
port State control officers.

Three systems used in float-free arrangements

The following three systems are offered as an example of those used in float-free arrangements
1 Internal weak links system
1.1 Automatic release mechanism
When the ship sinks, the hydrostatic release unit actuates at a depth of 2 to 4 m and disconnects the
lashing wire from the cradle, and the container floats to the surface of the water.
At this time, the operating line fastened to the cradle is pulled and inflation of liferaft is started. And,
at the same time, supplementary painters come loose from the cradle because the end of the painter is
attached to the cradle with a fine thread and detached easily by being pulled. Finally, a safety belt
(same concepts as weak link but has a breaking strength of 70 to 100 kgf) breaks, so the liferaft is
released from the sinking ship and floats to the surface.

1.2 Manual drop mechanism

The end of the supplementary painter is detached from the painter indication plate and tied to the
cradle by hand. And the hydrostatic release unit is released manually. The container drops from the
cradle rolling and pulls the operating line so the liferaft reaches the surface of the water while
inflating. At this time, the liferaft is tied to the ship by the painter and the supplementary painter.

2 Non-weak link system

2.1 Automatic release mechanism
When the ship sinks, the hydrostatic release unit actuates at a depth of 2 to 4 m and disconnects the
lashing wire and painter from the cradle, and the container floats to the surface of the water. At this
time, the operating line fastened to the cradle is pulled and inflation of liferaft is started. The raft is
released from the sinking ship and floats to the surface. With this mechanism, the painter and
operating line are separate, so there is no need to provide a weak link.

2.2 Manual drop mechanism

When the release handle (located on the cradle) is pulled, one end of the lashing wire is disconnected
while the other end of the wire is connected to the hydrostatic release unit, the container drops from
the cradle rolling and pulls the operating line so the liferaft reaches the surface of the water while
inflating. At this time the liferaft is tied to the ship by the painter.

3 External weak link system

3.1 Automatic release mechanism

When the ship sinks, the hydrostatic release unit actuates at a depth of 2 to 4 m and disconnects the
lashing wire from the cradle, and the container floats to the surface of the water. At this time, the
operating line tied to the painter is pulled and inflation of the liferaft is started. Next, a weak link
fastened to the cradle breaks, so the liferaft is released from the sinking ship and floats to the surface.

3.2 Manual drop mechanism

When the release handle (located on the cradle) is pulled, the lashing wire is disconnected while the
other end of the wire is connected to the hydrostatic release unit.
The container drops from the cradle rolling and pulls the operating line so the liferaft reaches the
surface of the water while inflating. At this time, the liferaft is tied to the ship by the painter
 5.6 - Marine evacuation systems

A marine evacuation system is a lifesaving device found on many modern passenger ships consisting
of an inflatable slide or escape chute where a passenger can evacuate straight into waiting life rafts.

A marine evacuation system (MES) is a very unique evacuation arrangement which allows the
people on ships to get into the positioned carling floats during time of emergencies. The most
important advantage of having a marine evacuation system on a ship is that the people can get into
the floats without getting soaked in the water or facing any danger and can save precious time which
could make the entire difference between life and death.

Such MES is largely used in cruise ships and other types of passenger vessels. This aspect has lent
another albeit lesser known name to the system – the cruise ship evacuation system. The marine
evacuation system on any kind of ship is as per the Safety of Life at Sea (SOLAS) standards.

The working of the marine evacuation system can be explained as follows:

 The inflatable slide-way through which the passengers are supposed to reach the inflatable
platform on the surface of the water is stored in a cabin that is compact and designed
specifically to store the MES
 The compact cabin is situated on the main deck of the ship – either externally or internally
 The inflatable devices can be activated during an emergency, by pulling on a hand-grip
 The compact cabin that is used to store the MES also acts as an entrance point for the
passengers to get into the slide-way and subsequently into the floating platform. From the
platforms, they are then moved into the appropriate carling floats

There are various companies that make and market marine evacuation system. Similarly there are
various kinds of marine evacuation systems that are available in the market. The most featured and
the highly unique ones can be elaborated as follows:

 The Chute system: The chute system is a type of cruise ship evacuation system that has an
evacuation capacity of 565 people within half an hour. The material of the chute is made of
Kevlar which ensures that the chute itself is protected during the harsh weather conditions
 The Mini-Chute system: The mini-chute has a capacity of evacuating 582 people in half an
hour. The mini-chute is made of Kevlar which makes the mini-chute quite durable in the
emergency situations. The mini-chute system is flexible and can be set-up and packed up
easily and without any kiss
 The Slide system: The slide system is advantageous in the sense that it can be set-up
anywhere – in both the extremities of the front (forward) and in the back (aft) of the ship. It
can be set-up quite flexibly and has an evacuation capacity of 657 people within half an hour.
The slide is set up at an angle of 30 degrees which allows a better movement for the evacuees
 The Mini-Slide system: The mini-slide system is more for those ships which have low deck
height. With an evacuation capacity of 615 people within half an hour, the mini-slide system
can be brought into use within two minutes of its inflation. This is the most important feature
of the mini-slide system

The marine evacuation system is a concept that needs to be appreciated and admired. It can be hoped
that in the days to come, there will be further developments to the cruise ship evacuation system
which could be even more helpful in saving lives at times of emergencies.
 Marine Evacuation System

Each installation of an MES system is custom-made to suit your vessel requirements. Considerations
include vessel weight, type, evacuation height and number of passengers. MES options are available
to suit your specific requirements across small vessels, ferries, larger passenger and cruise ships.

MES BEST SUITED FOR ADVANTAGES APPROVALS

SYSTEMS

Easyscape Ferries and high speed vessels Lightest system available and SCG, TC,
Slide requiring a relatively can deploy from freeboard SOLAS,
lightweight system such as heights up to 3.8 metres EC/MED
catamarans

Superslide High speed vessels requiring a Lightest system available and SCG, TC,
relatively lightweight system can deploy from freeboard SOLAS,
such as fast ferries and heights up to 12.5 metres EC/MED
catamarans

Marin Ark 1 Large vessels with High degree of functionality - SOLAS,

highfreeboard decks, ferries, twin chutes with fewer liferafts, EC/MED, TC
Marin Ark 2 naval vessels and world- requires minimal crew to activate
leading ships in the cruise and can deploy from up to 28
industry metres

Marin Ark Vessels with freeboard up to 7 Robust Fully Reversible Liferafts LR MED
109 metres with mini slide option

Brude Ferries, RoPax, Cruise Ships Most established technology USCG, TC,
Evacuation andfor Special Purpose Ships (vertical chute) with many years SOLAS,
System Chute (Brude MES Chute SPS) of success and can deploy from EC/MED
up to 26 metres

DBC Medium to higher freeboard Low cost, easy to retrofit, no TC, USCG, EC
Evacuation height vessels electical or hydraulics required MED
Chute
System
 Chapter-6 Evacuation and recovery of survival craft and rescue boats

6.1 Launching
Launching procedure of life boats:

Free Fall lifeboat release:

In Free fall lifeboat, the launching mechanism is similar to on load release. the only difference is that
the freefall lifeboat is not lowered till 1m above water level, it is launched from the stowed position
by operating a lever located inside the boat which releases the boat from rest of the davit and boat
slides through the tilted ramp into the water.

SOLAS and LSA code Requirements for lifeboat:

-The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the
ship and number of ship’s crew, but it should not be less than 7.3 m in length and minimum two
lifeboats are provided on both side of the ship (port and starboard).

-The requirement for the lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of
launching when the ship is heading with a speed of 5 knots.
This report does not arise from an incident but is rather an advisory to ships’ crews who may have to
operate free-fall lifeboats. These are being fitted on many new ships and are recommended on bulk
carriers by Solas Regulation III/31.1.2 and paragraph 6.1.3 of the Life Saving Appliances (LSA)
Code. Regulations also require that these craft are launched once every six months, as opposed to
every three months for conventional davit-launched lifeboats.

There is no standard procedure for launching free-fall lifeboats, as design and fittings vary
considerably.

However, in order to inform seafarers on good practice, the following broad guidelines are given:

Before launching

1. Before the drill, carry out a risk assessment, identify hazards, take appropriate measures to
eliminate or control them and record the same;
2. Fully brief all crew, including those who are assigned duties other than lifeboat crew, or are
going to be observers, on the design features and the proper operation of all devices and
controls;
3. Confirm lifeboat and launching/recovery crews fully understand correct procedures and
contingency plans;
4. Obtain permission from harbour authorities, PFSO, as appropriate;
5. Release securing devices;
6. Disconnect battery charger;
7. Secure ventilation hatch watertight;
8. Switch electrical system to battery power;
9. Check off the crew on the muster list while they board the craft in the assigned order.
10.
Once crew are in the lifeboat

1. Secure door watertight;

 2. Ensure all crew members are seated with body and head restraints securely fastened. Confirm
this verbally to coxswain during final headcount check
3. Follow manufacturer’s instructions as to when to start engine and if the gear should be
engaged or not at time of launch;
4. Ensure rudder is midships;
5. Coxswain to give verbal warning that launch is about to take place immediately before
operating the release control;
6. Coxswain launches the lifeboat. If the main release device fails to launch the lifeboat, the
assigned crew member operates the emergency lifeboat release lever.
Amendments to SOLAS - entry into force 1 July 2008

The Maritime Safety Committee (MSC), at its 82nd session held from 29 November to 8
December 2006, adopted an amendment to SOLAS regulation III/19.3.3.4 concerning provisions for
the launch of free-fall lifeboats during abandon-ship drills. The amendment will allow, during the
abandon-ship drill, for the lifeboat to either be free-fall launched with only the required operating
crew on board, or lowered into the water by means of the secondary means of launching without the
operating crew on board, and then manoeuvred in the water by the operating crew. The aim is to
prevent accidents with lifeboats occurring during abandon-ship drills. The amendment is expected to
enter into force on 1 July 2008.

Lower free fall lifeboat :

1. All personnel proceed to boat station.

2. Disengage the life boat lashing.
3. Disconnect the battery charger.
4. Board the free-fall lifeboat.
5. Close all hatches and openings.
6. Fasten seat belt as soon as seated.
7. Pull the lever aft towards your position.
8. Operate the hydraulic pump.

SOLAS and LSA code Requirements for lifeboat:

-The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the
ship and number of ship’s crew, but it should not be less than 7.3 m in length and minimum two
lifeboats are provided on both side of the ship (port and starboard).

The requirement for the lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of
launching when the ship is heading with a speed of 5 knots.

-The requirement for the lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of
launching when the ship is heading with a speed of 5 knots.

-The lifeboat must carry all the equipment described under SOLAS which can be used for survival at
sea. It includes rations, fresh water, first aid, compass, distress signaling equipment like rocket etc.

-The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can
be designated as a rescue boat if more then one lifeboat is present onboard ship.

-The gravity davits must be held and slide down the lifeboat even when the ship is heeled to an angle
of 15 degrees on either side. Ropes are used to hold the lifeboat in the stowed position with the
cradle. These ropes are called gripes.

-The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent
should not be more than 36m/ min which is controlled by means of centrifugal brakes.

-The hoisting time for the boat launching appliance should not be less than 0.3 m/sec with the boat
loaded to its full capacity.

-The Lifeboat must be painted in international bright orange color with the ship’s call sign printed on
it.

-The lifeboat station must be easily accessible for all the crew members in all circumstances. Safety
awareness posters and launching procedures must be posted at lifeboat station.

-Regular drills must be carried out to ensure that the ship’s crew members are capable of launching
the boat with minimal time during a real emergency.

EMERGENCY RELEASE

Operate only when release system is damaged.

1. Pull valve lever aft

2. Pull three-way cock in left direction
Operate emergency release pump After about 30 stroked locking device will disengage and the boat
is free.

Before replacing the boat in the launching ramp, the hydraulic piston should be brought back into its
housed position by:

1. Putting the valve lever forward

2. Opening valve screw of emergency release pump
3. Operating the hydraulic pump unit a mark valve screw
4. of emergency release pump
5. Putting three-way cock in right direction upwards.

Recovery:
To recover the free-fall lifeboat two solutions can be adopted: an integral recovery system or a
simple ramp and a combined lifesaving and provision crane. Integral recovery system consists of a
pivoting A-frame that sits above the sliding ramp and is moved by two hydraulic cylinders. A wire
rope engages the boat and lifts it to the required height before the A-frame is pivoted inboard to drop
the boat into the correct position. However, a freefall craft cannot be used as rescue boat, so a six-
man rescue boat is required in addition to the lifeboat.

Note: For safety reasons it is not acceptable to carry inherently buoyant lifejackets during free-fall
launching so all occupants of free-fall lifeboats are to be provided with approved inflatable
lifejackets, which can be worn when launching.
Launching procedure of life raft:

Auto Release with Hydrostatic Release Unit (HRU):

The life raft HRU plays an important role when it comes to saving a life during an abandon ship
situation. SOLAS 74 clearly specify the requirements for construction and positioning of the HRU at
the life raft.

The Working of HRU:

 HRU acts as a connecting media between life raft container and ship deck, where it is stored.
 The HRU comes in action under the pressure of water exerted on HRU when the ship sinks
below 4m of water level.
 The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over the
container carrying life raft, but it still holds the painter at the weak link.
 The HRU is connected to the container through a lashing arrangement which can be
disengaged quickly by means of slip hook when launching the raft manually.
 The HRU is connected to a strong point on deck through a weak link.
 When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
 As vessel sinks further, the tension in the painter causes the life raft to inflate out of the
container.
 The tension acting on the weak link will cause it to break making the life raft free from the
ship.
 When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.

Manual Launching Procedure of Life raft:
 Check that one end of the painter of the raft is well secured to a strong point on ship’s deck or
structure.
 Remove the lashing from the container of the raft and open the way to portable rail if
available.
 Check the ship side where the raft to be launched is clear.
 Two people should lift the container from both sides horizontally and throw the container.
 Make sure the painter is still fixed at a strong point so that the raft should not be waved away by
waters.
 Pull the painter with a hard jerk to fire the gas bottle to inflate the raft.
 The life raft will take 20-30 sec to inflate.
 Board the life raft one by one using ladder or rope.
 Avoid sharp objects like knives, shoes and other sharp objects etc which may damage the raft
surface.
 When everybody is aboard, after a headcount, cut the painter with a sharp knife.

Launching Raft by Davit:

1. Open the lashing and remove the raft

container from HRU by opening the
manual slip hook or bottle screw
arrangement.
2. Tie up the one end of the painter of raft
into a strong point at deck.
3. Keep the container in the open and attach
the davit hook to the given eye in the
canister/ container
4. Take up the raft load by davit and keep the container hanging at embarkation deck area.
5 .Pull the painter and inflate the raft. Have a thorough check on the inflated raft.
6. Start boarding the raft without the shoes and other sharp object.
7. After the boarding is completed, check the bottom is clear and release the securing lines, if any. Someone
inside the raft will detach the hook of the davit from the raft when the raft is just above the water.
8. The davit operating person will board the raft either by jumping in to the sea, raft or by other boarding
means if provided.
9. Cut the painter and cast away the raft from ship.

RESCUE BOAT LAUNCHING INSTRUCTION

CAPACITY: 6 PERSONS

1. Ensure that:-Fuel tank filled & drained

-Emergency Stop ropes fitted engine hinged down
2. Connect fuel hose to engine and operate pump in fuel line until you feel counter pressure.
3. Following action by designated persons on SHIP’S deck: check if painter is rigged and secure.
4. Check that hoisting arrangement is connected tight with davit.
**check that no maintenance “hanging off” pendants are connected to the board

**Additional equipment is passed to the crewmen in the boat(location-Boat store)

 6.2: Clearing the ship’s side: Clearing the distress ship as quick as possible.
Measures to be taken while awaiting Rescue at Sea. can board the liferaft from the deck side.

Taking to the boats, getting away from a stricken vessel and safely negotiating the open sea until
rescued is likely to be one of the most demanding tasks a seafarer will ever have to face. Training in
sheltered waters can never properly prepare the mariner for hazards of an emergency abandon ship or
replicate the panic that may take hold among passengers in a lifeboat.

A motor-propelled survival craft carried by a ship for use in emergency. A ship should be its own
best lifeboat but there are sometimes situations where abandonment of the ship is unavoidable.

Lifeboats are manufactured from glass-reinforced polyester (GRP). Construction and equipment
must comply with the LSA Code, number and arrangement with SOLAS. Various types of lifeboats
are in use such as partially or fully enclosed crafts, fire protected lifeboats for tankers and free-fall
lifeboats.

The conventional lifeboat is secured into gravity davits, which enable the boat to be launched over
the ship’s side without any mechanical assistance. Sometimes stored power davits are used.

People forced to use conventional lifeboats are exposed to the greatest risk during embarkation and
recovery. An analysis of accidents involving lifeboats and davits reported by IMO shows that 60%
were caused by lack of maintenance or improper resetting of hooks, release mechanism or winch and
brakes assemblies. The most common cause of fatal accidents involving davit-launched lifeboats is
the failure of on-load release hooks.

PAINTER

A connection between the ship and the liferaft. The liferaft painter system shall be so arranged as to
ensure that the liferaft when released is not dragged under by the sinking ship.

Life rafts are provided as a life-saving appliance on every seagoing merchant or passenger ship, in
addition to the lifeboats.

Life rafts are much easier to launch as compared to lifeboats and in case of emergency situations,
evacuation from the ship can be done without manually launching any of them as the life rafts are
designed with an auto-inflatable system.

One of the most difficult aspects of being adrift at sea in a small life raft is the psychological toll it
takes. Seeing nothing but open water everywhere can cause a lot of mental distress. This feeling of
hopelessness can increase when boats and planes come nearby without seeing you. If you're with
others, you should occupy your time by playing word games or talking about future plans. This will
help keep your mind off the situation and give you something to look forward to once you get
rescued.
Heat stroke and severe sunburn is another cause for concern. Hopefully your raft has a cover that you
can stay under during the day. Keep an eye out for yourself and others by knowing the symptoms of
heat stroke:

 elevated body temperature

 confused mental state
 rapid heartbeat
 shallow breathing
 headache and nausea
If you or someone else is suffering from heat stroke, do the following:

 get under the shade

 blot your skin with a damp cloth
 fan yourself
 drink cool fresh water
Unfortunately, drifting is your only hope for finding dry land, so the more you drift, the better your
chances. Most life rafts are equipped with sea anchors that help stabilize the vessel. A stable raft is a
good thing, but the anchor will slow your drifting rate. Pull the anchor during calm weather and drop
it back in when the winds pick up. At a rate of two knots, you can drift as far as 50 miles per day --
in calm weather you can bob in place for hours, even with your anchor up.

Ration your water as best you can and under no circumstances should you ever drink sea water.
The salt in the water will do nothing but increase the rate of dehydration. In hot conditions with no
water, dehydration can set in within an hour. With mild dehydration, you'll experience the following:

 lack of saliva
 decreased frequency of urine
 decreased output of urine
 deep color and strong odor in urine
Moderate dehydration:

 even less urine

 dry mouth
 dry and sunken eyes
 rapid heartbeat
Severe dehydration:

 no urine
 lethargic and irritable
 vomiting and diarrhea
The final stage of dehydration is shock. You'll recognize this if you have blue-grey skin that is cold
to the touch.
 6.3 Marshalling liferafts and rescuing survivors from the sea:

Meaning of Marshalling of liferaft as per SOLAS: As per SOLAS chapter III , regulation 21
Marshalling of liferafts
1. The number of lifeboats and rescue boats that are carried on passenger ships shall be sufficient to
ensure that in providing for abandonment by the total number of persons on board not more than six
liferafts need be marshalled by each lifeboat or rescue boat.

2. The number of lifeboats and rescue boats that are carried on passenger ships engaged on short
international voyages and complying with the special standards of subdivision prescribed by regulation
II-1/6.5 shall be sufficient to ensure that in providing for abandonment by the total number of persons
on board not more than nine liferafts need be marshalled by each lifeboat or rescue boat.
In other words marshalling of liferaft can be explained as:
1. Each passenger vessel must have a lifeboat or rescue boat for each six liferafts when—
 Each lifeboat and rescue boat is loaded with its full complement of persons; and
 The minimum number of liferafts necessary to accommodate the remainder of the persons on
board have been launched.
2. A passenger vessel engaged on a short international voyage that also complies with the standards
of subdivision requirements for vessels on short international voyages as described in chapter may
have a lifeboat or rescue boat for each nine liferafts when—

 Each lifeboat and rescue boat is loaded with its full complement of persons; and
 The minimum number of liferafts necessary to accommodate the remainder of the persons on
board have been launched.

Rescuing survivors from at sea:

 On receipts of distress call, fix own position, calculate distance and steaming time to distress
position
 Establish communications with the RCC and/ or On-Scene Coordinator and other SAR units
 Prepare emergency boats, ladders, nets and the crew for rescue operations
 If assistance can be rendered, then follow guidelines in IMO publication: “Merchant Ship
Search & Rescue Manual”
 Medical Officer should be prepared for medical treatment of survivors and provisions of hot
food and drinks
 GMDSS Officer should continuously listen and watch the relaying distress signals
 Notify interested parties and report to the office
 GETTING PEOPLE ABOARD THE SHIP: FACTORS TO CONSIDER
Once people are in a position from which they can be recovered, the next part of the task is to get
them aboard the ship. This will depend on:
1. The Prevailing weather and sea conditions; .
2. The Condition of the people to be recovered;
3. The Size of your ship; .
4. Your ship's design; .
5. The Equipment available; and .
6 .The Competence of those using it.
Weather and sea conditions on scene will be important, particularly the sea state: .

How is the recovery object moving in relation to your ship? .

1. Sea and swell waves will affect your ship and a small craft (or a person in the water)
differently. Ship and recovery object may move vertically in relation to each other.
2. Your ship and the object will be subject to leeway in different ways. They may be blown
together or apart. Water currents may also have different effects.
3. As people climb or are lifted into your ship, the craft they have just left may rise on a wave,
striking or trapping them against the ship's side.

** Your ship's own movements will also be a factor:

1. As the ship moves in sea and swell, people may be swung against the ship's side as they
climb or are lifted to an embarkation point.
2. People may swing away from the side and collide with another hazard, including the craft
they have just left.

You should attempt to minimize the difficulties caused by rough seas:

Consider the following when planning recovery operations:

1. Try to keep sufficiently off the wind to reduce the ship's roll and pitch and to create a lee.
Find by experiment (if time permits) the position in which the recovery object lies most
easily alongside.
2. Steaming slowly ahead with the object secured alongside and the weather on the opposite
quarter should ease differential movement, although it does introduce other risks. Craft may
be damaged, lines may part, or people may fall into the water during the recovery operation,
and drift astern.

3. Try to secure recovery objects alongside if possible, to prevent them being blown away or left
behind.
4. When lifting people, control lines should be rigged to the hoist and tended to minimize
swinging.
5. Safety lines should always be used to secure the casualty in case he/she falls or is injured
during the recovery

6.4 Recovery of survival craft and rescue boat

Recovering the survival craft: survival craft is only one time used.

Recovering the Rescue Boat

1. The boat is maneuvered under the hooks/blocks. Two men must be ready to catch the
hooks and prevent anybody from being hurt by the blocks
2. The boat is hugged to fore and aft simultaneously.
3. Hoisting of the boat is started immediately after the boat has been hugged too.
4. The engine is stopped.
5. The boat is hoisted to the yard am of the davits and the tracing pendants are fastened.
6. The boat is lowered until it levels with and pulled tight to the boat deck.
7. The crew and the passengers leave the boat.
8. The boat is hoisted into its stowed position and secured.
 6.5 Launching survival craft and rescue boats in rough sea

Being out on your boat or PWC in rough water

1. Reduce your speed.

2. Watch for debris and other watercrafts.
3. Pump out bilges to keep the boat high in the water.
4. Head the bow into waves at a 45-degree angle.
5. Drop anchor from the bow if the engine stops.

WMO Sea State Wave height Characteristics

Code

1.25 to 2.5 metres (4 ft 1 in to 8 ft 2

4 Moderate
in)

5 2.5 to 4 metres (8 ft 2 in to 13 ft 1 in) Rough

6 4 to 6 metres (13 to 20 ft) Very rough

7 6 to 9 metres (20 to 30 ft) High

Preparing for the possibility of boating during rough weather

One of the most crucial parts of boating in bad weather is to follow your emergency plan, but this
only works if you have one. Even if the weather forecast predicts blue skies and sun all day, there is
still a chance of changing weather over the water. Think of your bad weather plan as the fire escape
plan for the water. Ensure you have enough life jackets on the boat each time you leave your boat
dock. If you have a co-captain or additional passengers, identify before you depart who has which
duties in the event of dangerous weather or large waves. Other useful items to always have on your
boat include:

 VHF-FM Marine Radio

 Nautical charts, especially if you are unfamiliar with the area you are boating in
 GPS/Radar
 Life ring
 Distress signals for both day and night use

1. Explains how to reduce the risk of danger to survival craft or rescue boats or of injury to
occupants during lowering if the ship is rolling heavily.
2. Describes the use of oil to quell breaking seas along the ship's side /
3. Explains how to lower a boat into a heavy swell
4. Describes how blocks may be lifted as soon as unhooked to prevent injury to occupants
5. Explains the use of on-load release systems
6. Describes method of getting clear from ship's side
 6.6 Recovery of rescue boats in rough sea

Recovery Strops are used to heave up Rescue Boats in Rough Weather conditions. Recovering a
rescue boat using Recovery Strops prevents damage to the rescue boat from the Floating Blocks in
rough weather/Heavy seas and it's easier to secure the lifeboat to the falls with a soft strop rather than
the Floating Block. After making fast the Recovery Strops, Lifeboat is heaved to the deck level.
Hanging-off Pendants are secured to an accessible point on the davit arm, in advance. Once the
Lifeboat is brought to the deck level, secure the free ends of the Hanging-off Pendants to the lifeboat.
Lifeboat is then lowered to slack the falls until the floating blocks reach lifeboat hooks. Recovery
strops are then removed, and the floating blocks are secured to the lifeboat hooks. Lifeboat is heaved
up a little, falls to be brought under tension and checked. If everything is under good order, Lifeboat
is secured back to the vessel.

1. Describes arrangements for recovery strops

Chapter-7 Actions to take when clear of the ship

The master of the ship is the overall in charge of the vessel at all times, even when he and his crew
have to leave or abandon the vessel due to accidents such as fire, flooding, or collision.

When a mishap occurs and the extent of damage to the ship results in “Abandon the ship” order by
the master, the crew must muster and leave the ship within no time using lifeboat or liferaft.

The “Abandon Ship” command is one which is promulgated on the PA system by the Master, and as
opposed to other emergencies, which call for action upon hearing the emergency signal, this is one
which is only acted upon after receiving a VERBAL ORDER FROM THE MASTER on the PA
system.

If all other means of saving the vessel and personnel has been exhausted, it is only then that the ship
should be abandoned. In that case:

1. Inform the EOW (Engineer On Watch) by the ship’s telephone that ship is to be abandoned
2. Transmit orders ‘Abandon Ship’ on the PA system- as mentioned above, done only by the
Master
3. Send out a distress call (further explained later)
4. Activate the EPIRB and carry the SART onto the survival crafts
5. Collect all relevant documents from the bridge (if time permits) – Logs and records which
might come in use in accident investigation
6. The Master can arrange the collection of all the documents of the ship’s crew such as CDCs,
Passports, CoCs, STCW certificates etc. This would also entail the Master to carry any cash
that remains.
Distress call

Aside from this, the Annex IV of the COLREGS can also be referred to which extensively covers all
distress signals that may be used.

Once all the crew is at a safe distance from the abandoned ship or are rescued by other ship or rescue
team, the master performs the following duties-

 Request the rescue team or ship to cancel the Mayday order

 Communicate the reason for abandoning the ship and request to issue a navigational warning
as the abandoned ship may be a threat to other vessels.
 Count the number of crew rescued and report it to the nearest coastal authority.
 All information about accidents and survivors must be provided to the company and P&I club
official once the rescue team reaches the nearest port.
 Prepare a complete report of the event that leads to the accident, along with other senior
officers and submits it to the company and Maritime Accident Investigation authority.
 CHAPTER-8 Lifeboat engine and accessories

8.1 Starting the engine

SOLAS REQUIREMENTS FOR LIFE BOAT ENGINES

1. Every lifeboat shall be powered by a compression ignition engine. No engine shall be used for any lifeboat if
its fuel has a flashpoint of 430 C or less (closed cup test).
2. 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 15 0C within 2 minutes of
commencing the start procedure unless, in the opinion of the Central Government having regard to the
particular voyages in which the ship carrying the lifeboat is constantly engaged, a different temperature is
appropriate. The starting systems shall not be impeded by the engine casing, thwarts or other
obstructions.
3. The engine shall be capable of operating for not less than 5 minutes after starting from cold with the lifeboat
out of the water.
4. The engines shall be capable of operating when the lifeboat is flooded upto the centerline of the
5. The propeller shafting shall be so arranged that the propeller can be disengaged from the engine. Provision
shall be made for ahead and eastern propulsion of the lifeboat.
6. The exhaust pipe shall be so arranged as to prevent water from entering the engine in normal operation.
7. 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 systems by floating debris.
8. The speed of a lifeboat when proceeding ahead in clam water, when loaded with its full complement of
persons and equipment and with all engine-powered auxiliary equipment in operation, shall be at least 6
Knots and at least 2 Knots when towing a 25 persons liferaft 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 25
hours.
9. The lifeboat engine, transmission and engine accessories shall be enclosed in a fire-retardant casing or other
suitable arrangements providing similar protection. Such arrangements shall also protect persons from
coming into accidental contact with hot or moving parts and protect the engine from exposure to weather and
sea. Adequate means shall be provided to reduce the engine noise. 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 provided for necessary gas venting.
10. The lifeboat engine and accessories shall be designed to limit electromagnetic emissions so that engine
operation does not interfere with the operation of radio life-saving appliances used in the lifeboat.
11. Means shall be provided for recharging all engine starting, radio and search-light
batteries. Radio batteries shall not be used to provided 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 volts which can be disconnected at the lifeboat embarkation station.
12. Water-resistant instructions for starting and operating the engine shall be provided and mounted in a
conspicuous place near the engine starting controls.

PHOTO OF A LFE BOAT ENGINE.

USUAL OPERATION OF LIFEBOAT ENGINE

 BEFORE OPERATION:

1. Check the fuel oil level in the tank. Refill if necessary.

2. Open the fuel cock
3. Check the lube oil level in the crankcase and clutch case. Refill up to the upper marking on
the dipstick.
4. Turn the handle of the lube oil fitter on the outlet side several times to the left or right
5. Open the Kingston cock
6. Turn the starting handle by hand in order to lubricate each part.
7. Set the speed control lever to high.
8. Turn the starting handle until you hear the sound of fuel being injected.

Five Tips For Hard Starting Outboard Motors

1. Engine tilted fully down (this makes it easier for fuel to get to the carburetors).
2. Squeeze primer bulb till firm.
3. Advance throttle in neutral to 2/3's.
4. Turn key on, push to choke (or pull out choke) and crank at same time.
5. Release choke, return throttle to neutral after ignition.

Engine starting:

To start the engine:

1. Switch on main power(main switch).Must all times be switched on, to make sure that the battery
will be charged by the solar generator or by the battery charger form the ship.
2. Switch on ignition (Engine fuse)
3. With gear lever in neutral, press red button on move lever in to Ahead start position.
4. Press the start button.
5. Bring the gear lever beck into the neutral position(the red gear button springs back automatically)
Note: Speed and gear control level:
a) With the red gear button pressed in, the lever controls only the engine speed.
b) With the button in the out” position the gear away from the neutral position, the level first
operated then engine speed is increased,

During operation:
1. Check if cool water is coming out of the cooling water pipe outlet
2. Check the lube oil pressure-warning indicator(OIL SIGNAL)to see that the oil signal is blue.

Stopping :

1. Set the speed control level to stop position.

2. Close the fuel cock
3. Close the Kingston cock
4. Stop the engine at the compression stroke by turning it with the starting handle until
resistance is felt. Do not use the decompression lever. At this position, the intake and exhaust
valves are closed, protecting the cylinder and valve seats from moisture.
Note: In cold weather, drain off the cooling water to prevent from freezing.

Close the Kingston cock and drain off the water from inside the engine through the drain cock which
is attached to the water jacket cover.

Loosen and remove the cooling water pump intake and outlet pipes, drain off the water from inside
the pipes, then turn the engine several times with the starting handle to discharge the water from
inside the cooling water pump.

PRECAUTIONS TO BE TAKEN BEFORE STARTING ENGINES.

Lifeboat 1 Engine Start-Up Procedure:

1. Check fuel level in tank located in seat just forward of engine box. Tank should be near full.
2. Open forward engine hatch and make initial visual inspection of the engine, hoses, and belts.
Check for any oil or coolant that may have leaked out of the engine.
3. Check water level in coolant expansion tank, add water/coolant if necessary.
4. Check engine oil level. Oil should be at the high mark level on the dipstick. If needed, add
Chevron Delo 400 15W40.
5. Open aft hatch and check transmission gear oil level. If needed, add Mobilgear 629
6. Set raw water valves to either draw raw water through hull fitting or from line to a five-gallon
 water bucket for an out of water test.
7. Check hydraulic pressure in accumulator tanks. You will need approximately 2300psi on the
gauge to start the engine. If the engine reads low, pump the tank with the hand operated
pump. - To pump up pressure in the tanks by hand, open the red handled valve to the
accumulator in need of pressure and use the long rod mounted inside the engine housing.
Insert one end on the hand pump and work back and forth until desired pressure is achieved.
8. To start, open only one accumulator valve at a time and keep the other accumulator valve
closed.
9. Make sure the run/stop shut off rod is pushed in.
10. Pull throttle rod out approximately ½ inch.

11. Insure that propeller is clear and transmission is in the neutral position.
12. Push large spring loaded silver engine start button to start engine.
13. Push completely, hold depressed until engine has started.
14. Check to ensure cooling water is exiting exhaust port.
15. Check for sufficient oil pressure. Warm at idle: 10-15psi. Warm at running speed: 20-30psi.
16. Check water temperature gauge. Warm operating temperature: 175° F.
17. Lifeboat engine will recharge hydraulic accumulators with the accumulator valve open, shut
valve accumulator valve at 2300psi.
18. To shut down engine, reduce throttle and pull out stop rod. NOTE: If running at high speeds
for long periods, allow engine to idle for several minutes before shutting down.

8.2 Cooling systems:

There are three types of cooling systems:

Air cooling system : In this type of cooling system, the heat, which is conducted to the outer parts of
the engine, is radiated and conducted away by the stream of air, which is obtained from the
atmosphere.

Water-cooling system: Water was the original coolant for internal combustion engines. It is cheap,
nontoxic, and has a high heat capacity. It however has only a 100 °C liquid range, and it expands
upon freezing. These problems are addressed by the development of alternative coolants with
improved properties. Freezing and boiling points are colligative properties of a solution, which
depend on the concentration of dissolved substances
Seawater-cooled: Hence salts lower the melting points of aqueous solutions. Salts are indeed
frequently used for de-icing, but salt solutions are not used for cooling systems because they
induce corrosion of metals. Low molecular weight organic compounds tend to have melting points
lower than water, which recommends them as antifreeze agents. Solutions of organic compounds,
especially alcohols, in water are effective.
The main function of the cooling system: The cooling system serves three important functions. First,
it removes excess heat from the engine; second, it maintains the engine operating temperature where
it works most efficiently; and finally, it brings the engine up to the right operating temperature as
quickly as possible.
The components of cooling system: The major components of the cooling system are the water
pump, freeze plugs, the thermostat, the radiator, cooling fans, the heater core, the pressure cap, the
overflow tank and the hoses
Engine cooling is necessary: Thus, all heat engines need cooling to operate. Cooling is
also needed because high temperatures damage engine materials and lubricants and becomes even
more important in hot climates. Engine cooling removes energy fast enough to keep temperatures
low so the engine can survive.
States that the engine should be capable of running with the lifeboat out of the water for a
minimum of 5 minutes

8.3-Battery charging

States that batteries for engine starting, searchlight and fixed radio installation can be charged
from the engine

Batteries are one of the energy sources available on board vessels which are used in case of blackout
and emergency situations on board a ship. These batteries apparently used for low voltage DC
system like bridge navigational instruments, emergency lighting, GMDSS, etc. and thus kept charged
to be used in case of emergency or need for temporary power.

When the battery operation in a circuit is active, it provides current and voltage and is itself
discharging. It will continue to supply the current to the equipment depending upon its capacity,
which is measured in ampere-hours. Hence, the arrangement is made available on board ship to
charge the bank of batteries again after the use. Moreover, the arrangement should be such that the
batteries can be fully charged on a timely basis as they gradually lose charge over a period.

Simple circuit used for battery charging is shown below

For converting AC into DC several components are required as shown in the circuit diagram above.
First of all the AC is stepped down to the required voltage and then the AC is converted to DC with
the help of rectifier system which changes sinusoidal wave of AC to DC system.

The only problem in the above circuit is that there is no arrangement provided for maintaining the
charge, and the usage of the same circuit will lead to overcharging and reduction of the battery life.
In order to avoid this, a slight modification is done on the same circuit and an arrangement is
provided to maintain the charges at the terminals. Also, an arrangement to connect automatically to
low voltage DC system is provided in case of a power failure.
In normal circumstances, the battery is charged using the full charge circuit and once the battery is
fully charged, the charges on the battery are maintained by the trickle charge circuit.

As it can be seen in the diagram, the batteries are in standby mode with the charging switches C
closed and the load switches L open. The positions of these switches are held with the help of an
electromagnetic coil against the spring tension. The electromagnetic coil gets its supply from the
main power source available on the ship. As soon as there is a loss of main power, the
electromagnetic coil loses its power and the batteries are connected to load switch L which gets
disconnected from the charging switch C.
Image: trickle charge circuit

Once the power is available from the main system, the batteries are connected back to the charging
circuit again manually. Also, there is a test switch provided to test the system as a part of the
routine tests.

To measure the condition of a battery, generally two parameters are taken, specific gravity and
voltage. The specific gravity is measured using a hydrometer while the latter is measured using a
voltage meter.

Charging with a Power Supply

Learn how to charge a battery without a designated charger.

Batteries can be charged manually with a power supply featuring user-adjustable voltage and current
limiting. I stress manual because charging needs the know-how and can never be left unattended;
charge termination is not automated. Because of difficulties in detecting full charge with nickel-
based batteries, I recommend charging only lead and lithium-based batteries manually.

Lead Acid

Before connecting the battery, calculate the charge voltage according to the number of cells in series,
and then set the desired voltage and current limit. To charge a 12-volt lead acid battery (six cells) to a
voltage limit of 2.40V, set the voltage to 14.40V (6 x 2.40). Select the charge current according to
battery size. For lead acid, this is between 10 and 30 percent of the rated capacity. A 10Ah battery at
30 percent charges at about 3A; the percentage can be lower. An 80Ah starter battery may charge at
8A. (A 10 percent charge rate is equal to 0.1C.)
Observe the battery temperature, voltage and current during charge. Charge only at ambient
temperatures in a well-ventilated room. Once the battery is fully charged and the current has dropped
to 3 percent of the rated Ah, the charge is completed. Disconnect the charge. Also disconnect the
charge after 16–24 hours if the current has bottomed out and cannot go lower; high self-discharge
(soft electrical short) can prevent the battery from reaching the low saturation level. If you need float
charge for operational readiness, lower the charge voltage to about 2.25V/cell.

You can also use the power supply to equalize a lead acid battery by setting the charge voltage 10
percent higher than recommended. The time in overcharge is critical and must be carefully observed.

A power supply can also reverse sulfation. Set the charge voltage above the recommended level,
adjust the current limiting to the lowest practical value and observe the battery voltage. A totally
sulfated lead acid may draw very little current at first and as the sulfation layer dissolves, the current
will gradually increase. Elevating the temperature and placing the battery on an ultrasound vibrator
may also help in the process. If the battery does not accept a charge after 24 hours, restoration is
unlikely.

Lithium-ion

Lithium-ion charges similarly to lead acid and you can also use the power supply but exercise extra
caution. Check the full charge voltage, which is commonly 4.20V/cell, and set the threshold
accordingly. Make certain that none of the cells connected in series exceeds this voltage. (The
protection circuit in a commercial pack does this.) Full charge is reached when the cell(s) reach
4.20V/cell voltage and the current drops to 3 percent of the rated current, or has bottomed out and
cannot go down further. Once fully charged, disconnect the battery. Never allow a cell to dwell at
4.20V for more than a few hours.

Please note that not all Li-ion batteries charge to the voltage threshold of 4.20V/cell. Lithium iron
phosphate typically charges to the cut-off voltage of 3.65V/cell and lithium-titanate to 2.85V/cell.
Some Energy Cells may accept 4.30V/cell and higher. It is important to observe these voltage limits.

NiCd and NiMH

Charging nickel-based batteries with a power supply is challenging because the full-charge detection
is rooted in a voltage signature that varies with the applied charge current. If you must charge NiCd
and NiMH with a regulated power supply, use the temperature rise on a 0.3–1C rapid charge as an
indication of full charge. When charging at a low current, estimate the level of remaining charge and
calculate the charge time. An empty 2Ah NiMH will charge in about 3 hours at 750–1,000mA. The
trickle charge, also known as maintenance charge, must be reduced to 0.05C.
 8.4-Fire extinguisher
Besides fuel fires, recreational boats can also fall victim to the same types and causes of Length of
Vessel (feet), NO fixed fire extinguishing system in the types of fires on board by taking
a Boating Skills and Seamanship Course offered besides fuel fires, recreational boats can also fall
victim to the same types and causes of Length of Vessel (feet),

Boat Fire Extinguisher Requirements

It's time to introduce the next important piece of safety equipment on your boat: the fire extinguisher.

You are required by law to have a fire extinguisher on board if your boat has an engine and meets
any of the following conditions:

 Your boat has closed compartments where portable fuel tanks may be stored.
 Your boat has a double bottom that is not sealed to the hull and that is not completely filled
with flotation materials.
 Your boat has closed living spaces.
 Your boat has permanently installed fuel tanks.
 Or if your boat has an inboard engine.

It is not required by law to carry a fire extinguisher on other types of boats but it is still highly
recommended. Fires can happen unexpectedly and it’s always a smart idea to be prepared.

No matter the type of boat, to be prepared your fire extinguisher needs to be accessible.

So make sure that you mount your fire extinguisher in a location that is easy to reach in the event of
an emergency. Ideally, it should be within arm’s reach of you and your passengers.

Now, let's quickly review the number of and types of fire extinguishers you need on your boat.

 If your boat is less than 26 feet, you need one B1 fire extinguisher on board.
 If your boat is between 26 and 40 feet, you need either two B1 or a single B2 fire
extinguisher.
 And finally, if your boat is between 40 and 65 feet, you need either three B1 extinguishers or
two B2 extinguishers.

If your boat is longer than 65 feet, check the federal regulations.

Fire Extinguisher Classification
Fires are classed depending on their fuel source: solid, liquid or electrical. Each fire burns differently

and requires a specific type of extinguisher. That's why every fire extinguisher is marked with a
letter, like A, B or C. The letter indicates both the class of fire extinguisher and the class of fire it is
designed to put out. Fire Types Are:
CLASS A: Combustible solids CLASS B: Flammable liquids CLASS C: Electrical fires

Class A fires have a solid combustible fuel source like wood or paper. You can use water, or a Class
A fire extinguisher, to put out this type of fire.

Class B fires, on the other hand, have a flammable liquid fuel source, like gasoline. Do not use water
to put out a Class B fire as it will just spread the fire. Instead, use a Class B fire extinguisher.

Finally, a Class C fire is an electrical fire. Like a Class B fire, never use water on a Class C fire.
Use a Class C fire extinguisher.
Because gasoline fires are the most common type of boat fire, marine-rated Class B fire
extinguishers are the class required on most boats. The number after the B, for example a B1 or B2
extinguisher, indicates the capacity of the extinguisher.
It's important to note that you can also get fire extinguishers that put out multiple types of fires. A
Class ABC fire extinguisher, which can handle all fires, is therefore the most recommended class of
extinguisher.

There are different types of fire extinguishers, with the most common being a dry chemical
extinguisher.

Boat Fire Extinguisher Maintenance

MARINE FIRE EXTINGUISHER CLASSIFICATION

Classification Foam (gal.) CO2 (lb.) Dry Chem (lb.)
BI 1.25 4 5
BII 2.5 15 10

The proper way to use a fire extinguisher on a boat: Hold the fire extinguisher upright and point
the nozzle at the base of the fire, not at the top of the flames. You may need to crouch to get a
good shot. Sweep the base of the fire with the extinguisher. Short bursts are often best, conserving
extinguishant so you don't run out before applying it to the hottest spot.

Need a fire extinguisher in your boat: All motorboats should carry an approved fire extinguisher.
Both state and federal laws require fire extinguishers on motorboats carrying or using fuel or other
inflammable fluid in any enclosure of the boat.
 8.5 Water spray system

Fire-protected lifeboats are fitted with a water spray system which can be turned on or off

A lifeboat which has a water spray fire-protection system shall comply with the following:
1. Water for the system shall be drawn from the sea by d self-priming motor pump. It shall be
possible to turn "on" and turn "off" the flow of water over the exterior of the lifeboat;
2. The seawater intake shall be so arranged as to prevent the intake of flammable liquids from
the sea surface; and
3. The system shall be arranged for flushing with fresh water and allowing complete
drainage.
The term "self-priming pump" describes a centrifugal pump that can use an air-water mixture to
reach a fully-primed pumping condition.

First, let's define a centrifugal pump:

A centrifugal pump is any pump that uses centrifugal force to create a pressure differential in a fluid,
thus resulting in pumping action.
The easiest way to visualize this action is to imagine the effect of a car tire flicking water off a wet
road. The pumping action is not from a "scooping" action by the vanes (the blade-like wings) on the
impeller, but rather from the centrifugal force.

Standard (non-self-priming) centrifugal pumps come in many types. When they operate on flooded
suction lines or in submersible applications, the impeller is surrounded by enough water to create the
pressure differential and thus to pump water.

Air is the main enemy of a standard (non-self-priming) centrifugal pump. When the standard
centrifugal pump encounters air, it can become air-bound. It's much harder to pump air than to pump
water, so when the air "binds" the pump, the pump can no longer force the water out.

When everything's working right, a standard (non-self-priming) centrifugal pump will work like this:
When air gets into a standard (non-self-priming) centrifugal pump, the pump becomes air-bound,
like this:
When this air-binding happens, the pump is stuck. It won't operate until the air can be removed in
some way.

So, you might ask, why aren't these pumps designed to pump air as well as water? The answer is that
air and water have different properties. You wouldn't use a ceiling fan in place of a onboard motor in
a fishing boat, just like you wouldn't use a sump pump to run your air conditioner. Water is much
more dense than air, so the blades used to move air can be much flimsier but have to move much
faster. To move water, the blades have to be much sturdier, but they can move much more slowly.
The propeller blades on a cruise ship turn at around 100 RPM, while a jet turbofan engine turns at
10,000 RPM or more.
"self-priming" centrifugal pump overcomes the problem of air binding by mixing air with
water to create a fluid with pumping properties much like those of regular water. The pump
then gets rid of the air and moves water only, just like a standard centrifugal pump.

It is important to understand that self-priming pumps cannot operate without water in the
casing.

Here's how it works:

During the priming cycle, air enters the pump and mixes with water at the impeller. Water and air are
discharged together by centrifugal action of the impeller into the water reservoir. The air naturally
tends to rise, while the water tends to sink.

Air-free water, now heavier than air-laden water, flows by gravity back down into the impeller
chamber, ready to mix with more air coming in the suction line. Once all air has been evacuated and
a vacuum created in the suction line, atmospheric pressure forces water up into the suction
line towards the impeller, and pumping begins.
Recirculation of water within the pump stops when pumping begins. The next time the pump is
started, it will "self-prime" -- that is, it will be able to once again mix the water and air in the casing
to create a pumpable fluid until the pump is fully primed again.
This type of pump differs from a standard centrifugal pump in that it has a water reservoir built into
the unit which enables it to rid pump and suction line of air by recirculating water within the pump
on priming cycle. This water reservoir may be above the impeller or in front of the impeller. In either
case, the "self-priming" capability of the pump comes from the pump's ability to retain water after
the very first prime
A self-priming centrifugal pump must have water in the casing in order to operate. You cannot pull
any self-priming pump right out of the box, turn it on, and expect it to pump. If it's full of air, it won't
prime. "Self-priming" refers to the pump's ability to repeatedly turn an air/water mixture into a pump
able fluid -- NOT the ability to create a vacuum (literally) out of thin air. In fact, you should never
try to run a self-priming pump without water in the casing. It's dangerous and will often lead to
seal failure.

Nothing here is intended to replace or stand-in for proper training and/or the use of your
pump's owner's and safety manuals. ALWAYS READ THE SAFETY AND OPERATION
MANUALS BEFORE OPERATING ANY PIECE OF MACHINERY, INCLUDING PUMPS.
The system should be flushed with fresh water and completely drained after drills

8.6 Self-contained air support system

In addition to complying with the requirements of section 4.6 or 4.7, as applicable, a lifeboat with a
self-contained air support system shall be so arranged that, when proceeding with all entrances and
openings closed, the air in the lifeboat remains safe and breathable and the engine runs normally for
a period of not less than 10 mill. During this period the atmospheric pressure inside the lifeboat shall
never fall below the outside atmospheric pressure nor shall it exceed it by more than 20 hPa. The
system shall have visual indicators to indicate the pressure of the air supply at all times.

Chapter-9 Rescue boat outboard engine

The rescue boat's outboard engine, with special emphasis on:

Outboard engine: An outboard motor is a propulsion system for boats, consisting of a self-
contained unit that includes engine, gearbox and propeller or jet drive, designed to be affixed to the
outside of the transom. They are the most common motorized method of propelling small watercraft.

Image: Outboard engine

Outboard transmission work:

The crankshaft turns the main driveshaft running down the long spine of the motor. A
small gearbox at the bottom of the driveshaft converts vertical spinning motion into horizontal
spinning motion. The propeller powered by horizontally spinning gears powers the boat through the
water

To provide for reverse priming, a priming line is connected to a connector at the inlet of
the fuel injection pump. The priming line is provided with a closure, preferably a mechanically open
able check priming valve of the type used for filling and maintaining air pressure in tires, such as a
Schroeder valve.

Fuel Storage Arrangements:

Fuel storage arrangements are largely dependent on the vessel’s intended service and location of
refuelling stations within the vessel’s area of operation.
Fuel tanks should be located so as to minimize the possibility of fuel coming into contact with a hot
surface or electrical equipment, resulting from overflow, leakage or rupture.

Twin, or more, tank installations are very common on board commercial vessels. This allows for
greater weight distribution throughout the vessel as well as the other advantage of keeping fuel
isolated should contamination occur.
Multiple tanks can have a cross over valve fitted to either the fuel supply or return lines enabling the
engines to be run from either tank or in the event of contamination, to isolate an offending tank. Care
must be taken if redirecting a fuel return line to one tank only as this effective fuel transfer can be
rapid and may affect the vessels stability or even overflow the tank. Some vessels may have two day tanks,
thus the fuel return from the engines injectors should be changed over when the delivery is changed.
Similarly, it is wise to close cross over fuel supply lines when refuelling from a high pressure fuel pump.
The thrust of fuel entering the port tank filler pipe may depress the fuel in the tank and even force fuel up to
overflow the starboard tank. The reverse will occur when the filling stops as fuel from the starboard tank can
surge back to spill out from the port filler pipe

Priming pump fitted to a diesel fuel system: A small orifice in the injection pump housing limits the flow
of priming fuel through the system.................................Particularly when the filter is mounted above
the fuel tank in the system, the trapped air allows fuel in the line to the filter to drain back to the fuel
tank when the feed pump is shut off.

Run an outboard out of the water: Running any outboard motor, when it is not submerged
in water or without the motor flushing device installed on the intakes with water running through it, can
very quickly over heat the engine
Procedure of start a outboard motor out of water:

1. Read your manual before starting the motor out of water.

2. Screw the hose directly into the motor if it has a built-in attachment.
3. Purchase motor muffs at a boating store or online. .
4. Wet the muffs to get a better seal. .
5. Clamp the muffs to the motor and stay clear of the propeller. .
6. Screw the garden hose onto the muffs.

An outboard cooling: As gasoline is burned in an outboard motor, the temperature quickly rises in
and around the piston and cylinder. The chemical energy of the fuel is changed to the energy of
motion of the piston, as well as heat and sound energy. Outboard motors can efficiently use water
for cooling. The outboard cooling system is the direct, raw water type. Sea water is drawn up by an
impeller pump, made of plastic or rubber, which is located in the lower leg. It then passes through
the galleries in the engine and out through the exhaust. A small stream of water is also bled off
somewhere in the system as a tell tale sign, indicating to the operator that water is circulating
throughout the cooling system. A thermostat maintains a minimum operating temperature. An audio
alarm and a “hot light” are also sometimes fitted.

Use of Choke: Outboard motors feature a choke when they work by internal combustion. When
the choke is activated, the amount of air entering the carburetor is reduced, increasing the amount of
fuel that enters. This change in ratio between fuel and air helps the engine first start up.

All outboards have a pee hole: Most outboards have the "pee" indicator which is to let you know
that they are being cooled. Sometimes debris gets caught in the tube. Take a 1/64 inch drill bit and
hand turn it inside of the hole while the engine is running. That should clear out the debris.

STARTING PROCEDURE:

1. Lower engine to running position and check the following • Fuel level • Oil level (if separate
lube oil tank) • Engine mount secure • Propeller clear
2. Loosen air-vent screw on fuel tank cap by 2 or 3 turns (if fitted)
3. Firmly connect fuel hose to both fuel tank and engine
4. Squeeze primer bulb until it becomes firm
5. Make sure engine is in neutral, and throttle grip on handle in START position
6. Clip lock plate onto emergency-stop switch and tie lanyard to your wrist
7. Pull out choke if starting cold engine
8. Start motor by pulling starter handle (manual) or pushing starter switch (electric)
9. Push choke back in
10. Check for “tell tale” water stream and allow engine to warm up before moving off

Five Tips For Hard Starting Outboard Motors

1. Engine tilted fully down (this makes it easier for fuel to get to the carburetors).
2. Squeeze primer bulb till firm.
3. Advance throttle in neutral to 2/3's.
4. Turn key on, push to choke (or pull out choke) and crank at same time.
5. Release choke, return throttle to neutral after ignition.
ENGINE FAILS TO START

1. Check level of fuel in tank

2. Check air vent screw on tank open
3. Check arrow on primer bulb to ensure fuel line is connected the right way
4. Check fuel lines connected tightly and bulb primed
5. Check engine is in neutral and throttle control in START position
6. Inspect battery and connections (electric start)
7. Check emergency-stop (kill) lock plate connected correctly to switch
8. Inspect fuel filters (fuel tank, external, internal) and clean if necessary
9. Check internal fuel filter to ensure filter casing is tightly screwed
10. Inspect spark plugs and clean if necessary
11. Check fuel pump to ensure membrane is not torn out
12. Check carburetor to ensure that draining screw is not opened

Warnings
Never run an outboard motor without supplying water to the lower unit; it only takes a few seconds
of dry running to damage the water pump impeller.
If engine starts but stops almost immediately:
1. Check choke has been pushed back in
2. Checks 1 to 12 above
If engine starts but stops when gear is engaged:
1. Check propeller is not blocked
2. Inspect spark plugs and clean if necessary If engine still fails to start seek mechanical advice
ENGINE OVERHEATS
1. Check water pump and thermostat operating correctly by checking if “tell tale” water stream
is at normal rate
2. Inspect/clear water intakes (plastic bags?)
3. Check oil level if separate lube oil tank is fitted If problem cannot be rectified seek
mechanical advice
ELECTRICAL FAULT
1. Check for loose or dirty battery connections
2. Check electrolyte in battery at correct level
3. Check level of charge of battery with hydrometer
4. Check “kill” switch is connected correctly
5. Inspect spark plugs and connections and clean or replace if necessary If problem cannot be
rectified seek mechanical advice

Engine Pre Start Checks:

 Water: remove cap on water tank and feel inside for water/coolant. Top up with distilled
water and antifreeze if necessary.
 Oil in sump: remove oil dip-stick and wipe clean. Re-insert and pull out to ensure that oil is at
the correct level. Smell the oil – if there’s any hint of fuel in the oil, alter the captain
immediately.
 Oil in gearbox: note that this might need to be done after the engine has been run for a few
minutes and then shut down. Check your manual.
 Fuel supply control (if fitted): make sure that it’s in the open position
  Belt: check that the belt(s) around the engine are firm. Don’t twist! Should bounce the width
of your thumb along the longest side (25 – 30mm)
 Battery: look at the batteries and ensure the connections are solid and there’s no serious
corrosion. Check the charge level.
 Leaks: look around the area below the engine. Ensure there are no liquids such as water, oil
or fuel in the bilge. Always keep the engine basin very clean so leaks show up easily.
 Electricity: make sure all the wires are secure and there are no lose ends.
 Strainers: check the sea strainer or strainers. Ensure they’re free from debris. Use gloves as
some sea creatures are hard to see and can sting if you touch them.
 Sea cocks: make sure that your engine sea cocks are open.
 Fuel: check that you have adequate fuel for your travels.
 Log: enter your engine hours and review maintenance logs.
Operation and maintenance of rescue boat outboard motors Purpose : The purpose of this
marine notice is to draw to the attention of ship owners, operators, masters, officers, seafarer training
organizations and industry organizations the importance of maintaining rescue boats in good working
order ready for immediate use. This marine notice highlights operation and maintenance issues that
the ship’s crew and operators should be aware of. Background Australian Maritime Safety Authority
(AMSA) Port Sate Control Officers (PSCOs) are increasingly finding that some crew members are
unfamiliar with the operation and maintenance of outboard motors. A lack of understanding on how
outboard motors are operated and maintained could result in poor performance, or total failure, of
these motors. This is an unacceptable risk during a rescue operation that could have catastrophic
consequences. Rescue Boats A rescue boat is designed to rescue persons in distress and to marshal
survival craft. Masters have the responsibility for ensuring that rescue boats and associated
equipment are maintained in good working order at all times. Rescue boats may be either of rigid or
inflated construction or a combination of both and are fitted with an inboard engine or outboard
motor. The most common type of propulsion system used for a rescue boat is a petrol driven
outboard motor. During recent Port State Control (PSC) inspections, AMSA PSCOs have identified
rescue boat outboard motor operational and maintenance issues which are described below. Cooling
Water Outboard motor cooling water circulation is provided by a cooling water pump incorporating a
rubber impeller and is confirmed during operation by a jet of water through a tell-tale hole located
below the power head. Outboard motors are not designed to be operated without cooling water, even
for short periods of time, unlike inboard engines which are designed to be capable of operating for
not less than 5 min after starting from cold with the lifeboat out of the water (International
LifeSaving Appliance (LSA) Code Chapter IV/ 4.4). While proper procedures should be followed
during routine testing and operation of outboard motors, AMSA PSCOs have observed that some
crew operate the motor without any cooling water, which will result in damage of the water pump
and possibly result in failure. Even testing using an external pressurized water supply has limitations,
as these do not demonstrate that the water pump is capable of taking suction and circulating water
through the motor. An effective operational test is to submerge the motor leg in water to a depth
which will cover the inlet ports. When the motor is started, the pump circulates water through the
motor and out through the exhaust outlet. The pump condition and circulation is verified by
observing the cooling water flow through the water flow indication (tell-tale) hole as indicated in
Figure 1. The manufacturer’s advice with respect to flushing of cooling water passages with fresh
water after use must always be followed. Figure: 1 Internet address for all current Marine Notices:
www.amsa.gov.au Page 2 of 2 During inspections of outboard motors, AMSA PSCOs have found
various defects including: • blocked cooling water inlet mesh/ports; • tell-tale holes blocked by salt
deposits, broken pieces of rubber or by paint; • worn out impellers (Figure 2); • salt water deposits in
cooling water passages. All these defects could lead to serious engine damage due to overheating.
Figure: 2 Fuel and Oil Rescue boats have either 2-stroke or 4-stroke petrol (gasoline) outboard
motors (diesel outboard motors are available but not common). Use of improper fuel can damage the
engine or result in starting difficulties. AMSA PSCOs have found that manufacturer’s operating
manuals are not always available and crew are unsure of the type of outboard motor fitted and its
associated systems. 4-stroke motors require no mixing of oil and fuel. Some 2-stroke designs use oil
injection systems, while others require pre-mixing of oil and fuel. Fuel problems are the most
common cause for an engine failing to start. Generally, the fuel is either too old, contaminated, not
the correct mix, or may not be able to be ignited due to the spark plugs being fouled by oily residue.
Sufficient fuel (for maintaining a speed of at least 6 knots for a period of at least 4 hrs) must be
carried on-board and stored in approved containers. Fuel systems are to be approved and fitted tanks
are to be specially protected against fire & explosion. (LSA Code Chapter V/ 5.1.1.8). Best practice
guidance Safety of Life At Sea (SOLAS) and the International Safety management (ISM) Code
require that ships crews are properly familiarised with the operation and maintenance of emergency
equipment, including rescue boat outboard motors. The ISM Code, under element 10.3, requires that
companies identify equipment the sudden operational failure of which may result in a hazardous
situation. Specific measures should be provided in the Safety Management System (SMS) to promote
the reliability of such equipment. The ship’s SMS should ensure that effective maintenance
procedures for rescue boat inboard and/or outboard motors are developed and included in the ship’s
planned maintenance system. Manufacturers instruction manuals must also be available on-board, as
should a fully inventory of the manufacturer recommended spares, such as fuel and oil filters, spark-
plugs and water pump impeller.
Chapter-10 Handling survival craft and rescue boats in rough weather

10.1 Boats

First of all Lowering Life boat in heavy weather is not recommended for any training or Drill
purpose, If your intention of Lowering only to meet requirement of drill matrix then don’t do it , you
can ask your flag state's for dispensation.
In case of Abandoning the ship in heavy weather some steadying method to be used so that the life
boat does not land hard against the ship side.

Preparation

1. Prevent the fall blocks to hit ship crew or lifeboat.

2. Boat crews must wear life jacket, helmet and immersion suit in cold climate for rescuing
operation.
3. Sea quelling oil may be used to reduce the seas.
4. Vessel to create a good lee. Wind to be on the opposite bow.
5. Ship plugs.
6. Lower lifeboat into the rough of a wave.
7. On the next rising crest, release the hooks immediately and simultaneously.
8. Cast off the painter once clear
9. Bear off the ship's side with tiller, oars or boat hook.
10. Engine is started before the release of blocks and kept neutral.
11. Once lifeboat is underway, tiller put against ship's side and with full throttle clear off the ship.

Precautions
1. Rig fenders, mattresses or mooring ropes to prevent the boat from being staved during an
adverse roll.
2. A cargo net, slung between davits and trailing in the water for crew to hang on in case the
boat capsize alongside. It should not hamper the operation of the boat.
3. The painter is rigged and kept tight throughout so as to keep the boat in position between the
falls.
4. The falls are loosely tied with a line, led to the deck and manned. When the boat is unhooked,
the line line will steady the falls and prevent accidental contact with the boat crews.
5. Once unhooked, the blocks should be taken up to avoid injuring the crews in lifeboat.

SEA ANCHOR:
A sea anchor (also known as a drift anchor, drift sock, para-anchor or boat brake) is a device that is
streamed from a boat in heavy weather. Its purpose is to stabilize the vessel and to limit progress
through the water. Rather than tethering the boat to the seabed with a conventional anchor, a sea
anchor provides drag, thereby acting as a brake. Normally attached to a vessel's bows, a sea anchor
can prevent the vessel from turning broadside to the waves and being overwhelmed by them.

Early sea anchors were crude devices, but today most take the form of a marine drogue parachute.
These are so efficient that they need a tripping line to collapse the parachute for retrieval. Being
made of fabric, a sea parachute may be bagged and easily stowed when not in use.

(A similar device to the sea anchor is the much smaller drogue, which is instead streamed from a
yacht's stern in strong winds so as to slow the boat to prevent pitch poling or broaching).
USE:

Sea anchors can be used by vessels of any size, from kayaks to commercial fishing vessels, and were
even used by sea-landing naval Zeppelins in World War I. While the purpose of the anchor is to
provide drag to slow the vessel, there are a number of ways this can be used:

 The first use of the sea anchor is as an aid to vessels in heavy weather. A boat that is not kept
bow-on or stern-on to heavy seas can easily be rolled by the action of breaking waves. By
attaching the sea anchor to a bridle running from bow to stern, the boat can be held at any
angle relative to the wind. This is useful in sailboats in conditions too windy to use the sails
to maintain a heading, and in motor vessels that are unable to make sufficient headway to
maintain steerage.
 Sea anchors also reduce the speed at which a vessel will drift with the wind. Often sold
as drift anchors or drift socks, sea anchors are used in fishing vessels to hold them stationary
relative to the water to allow a certain area to be fished, without having to use the motor.
 The related drogue can provide directional control of a sailboat in the case of a steering
failure. By towing a drogue from a bridle off the stern, the direction of the boat can be
controlled on a running course.
 A drogue can also be used to control the speed of a sailboat, in cases where delicate handling
is required in high winds.
 Drogues can also be used behind a towed vessel to maintain tension on the towing line, and
prevent the radical side-to-side motion exhibited by some vessels under tow.
 Sea anchors may also be used as anchors to allow warping of a vessel in deep water.

The length and type of the line, or rope, used to attach the sea anchor to the bow is also important. In
addition to connecting the sea anchor to the hull, the rope also acts as a shock absorber. The
stretching of the rope under load will smooth out the changes in loading caused by the changing
force of the waves interacting with the hull of the vessel. Because a high degree of stretch is
desirable in this application, a material with a low elastic modulus is preferred, such as nylon. If
there is no concern about breaking waves and the only reason the sea anchor is being used is to
reduce drift from the wind, then you can use a short rope. If short rope is used on large ocean swells,
its length should be tuned to the wavelength of the waves; either under 1/3 of the wavelength, or an
integer multiple of the wavelength. A line significantly shorter than the wavelength means the anchor
and hull will ride over the crests together, while a line equal to the wavelength will keep the hull and
anchor from ending up out of phase, which can result in severe loading on the anchor. In stormy
seas, and when breaking waves are a concern, it is important not to tune the rope length to the waves,
so that the anchor and boat are not rolled by the same wave or by adjacent waves. The ability to
absorb shock is even more important. Under these conditions, a rope as much as 10 to 15 times the
length of the hull should be used to provide a high degree of shock absorption.
 10.2 Liferafts
 Explains that in strong winds great difficulty will be experienced in getting clear of the lee
side of a ship
 Explains how to position survivors to minimize the danger of capsizing when lying to a sea-
anchor
 Explains the precautions when lashing a liferaft to other survival craft in rough weather

 States the types of beaches to be avoided if possible

 States that, when possible, beaching should be undertaken in daylight
 Describes how to beach a boat under oars through surf
 Describes how to beach a boat under power
 Explains that persons should leave a boat over the stern to avoid being swept back to sea by
the undertow
 Explains that an effort should be made to save the boat and its gear
 Describes the landing signals for the guidance of small boats with crews or persons in distress

10.3 Beaching
 CHAPTER-11 Actions to take when aboard a survival craft

11.1 Initial actions

NOTING regulations III/38.5.1.22 and III/38.5.1.23 of the International Convention for the Safety of
Life at Sea, 1974, as amended, concerning instructions on how to survive and instructions for
immediate action in liferafts, regulation III/41.8.4 concerning carriage of a survival manual in
lifeboats and regulation III/51.15 concerning the requirement to explain, in the training manual, the
best use of survival craft facilities in order to survive,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its fifty-
seventh session,
1. ADOPTS the Liferaft Survival Instructions set out in Annex 1 to the present resolution;
2. ADOPTS ALSO the list of contents for the lifeboat survival instructions or manual set out in
Annex 2 to the present resolution;
3. INVITES Contracting Governments to the International Convention for the Safety of Life at Sea,
1974, as amended, to include in the normal equipment of every liferaft and in the training manual the
Liferaft Survival Instructions set out in Annex 1 to the present resolution, and to include in every
lifeboat and in the training manual, lifeboat survival instructions based on the list of contents set out
in Annex 2 to the present resolution;
4. REVOKES resolutions A.181(VI) and A.216(VII).

Part A Instructions for immediate action in a liferaft

The instructions concerning immediate action upon entering the liferaft should be written in easily
legible type on waterproof material, and displayed so as to be easily seen by a person entering the
liferaft. The instructions should be written in one of the official languages of the Organization in
addition to the official language of the country.

1. Cut painter and get clear of ship.

2. Look for and pick up other survivors.
3. Ensure sea-anchor streamed when clear of ship.
4. Close up entrances.
5. Read survival instructions.
Part B Instructions on how to survive a liferaft
1. Identify person in charge of liferaft.
2. Post a look-out.
3. Open equipment pack.
4. Issue anti-seasickness medicine and seasickness bags.
5. Dry liferaft floor and inflate, if appropriate.
6. Administer first aid, if appropriate.
7. Manoeuvre towards other liferafts, secure liferafts together and distribute survivors and
equipment between survival craft.
8. Arrange watches and duties.
 9. Check liferaft for correct operation and any damage and repair as appropriate (ventilate if
CO2 leaking into liferaft).
10. Check functioning of canopy light and if possible conserve power during daylight.
11. Adjust canopy openings to give protection from weather or to ventilate the liferaft as
appropriate.
12. Prepare and use detection equipment including radio equipment.
13. Gather up any useful floating objects.
14. Protect against heat, cold and wet conditions.
15. Decide on food and water rations.
16. Take measures to maintain morale.
17. Make sanitary arrangements to keep liferaft habitable.
18. Maintain liferaft including topping up of buoyancy tubes and canopy supports.
19. Make proper use of available survival equipment.
20. Prepare action for:
 Arrival of rescue units ;
 Being taken in tow ;
 Rescue by helicopter ; and
 Landing and beaching.

Treating seasickness can be hard on the person giving the treatment. Survivors can get easily
influenced by the ill and become victims themselves. So to treat a seasick patient –

1. Ensure that the sight and odour of vomit are removed from the raft
2. Make the patient lie down and rest
3. Restrict food and water to minimum
4. Give the patient anti-seasickness tablets
5. Make the patient focus to a far away point on the horizon to help overcome seasickness
6. Using sea-sickness bands if available
Hypothermia / Cold water survival

Wind-chill is a severe hazard to the survivors in cold regions. When wind or moving air in colder
climates comes in contact with the exposed skin, a wind-chill effect is created. Combining the wind
speed and air temperature in the area an equivalent temperature is considered as the one for the wind-
chill effect.

As a matter of fact, pitting human bodies against the cold weather conditions is considered as among
the most difficult survival situations. Such blizzard conditions can be encountered even on a clear
sunny day. Cold weakens the senses to think and adapt quickly as it abates the will to survive. By
keeping oneself in dry and warm outfitting, avoiding contact with cold water protected oneself from
the wind-chill and maintaining the core body temperature warm enough, are a few measures to fight
hypothermic and cold weather hazards.

Sunburns

Escape sun to prevent sunburns and related problems. Keeping to the shaded areas, by covering the
skin and head, avoiding glare from the sea and by using creams from the first aid kit can prevent
problems associated with the harsh sunlight.
 11.2 Routines for survival

Allocate Duties on the Survival Craft

Choose a leader

If the master or skipper is not present or seriously injured, a leader should be chosen amongst the
survivors. A most likely leader would be the ships captain or someone who has done this course or
one similar. It is important that survivors agree to obey this leader.

The survivors should be given duties to:

 Fill in the time

 Keep them physically and mentally busy
 The survivors should sit with their feet towards the centre of the survival craft, with their
arms through the hand-line inside the raft if the ocean is rough.

The duties to be allocated:

Lookout

The look out should look for ships, aircraft, rain showers, fish and land.

Bailing out water

Bailers and sponges should be used to keep the life raft dry.

Giving first aid to the injured and sick

Attend to the injured and sick as soon as possible. There may be survivors with fractures, burns or
other injuries.

Distributing rations

The leader should carry this out. Rations should be shared out in view of all the occupants and must
be consumed at that time.

The duties need to be carried out round the clock or at appointed times. Short work times should be
allocated, because survivors will tend to get very tired. Survivors should move as little as possible in
a survival craft so as to conserve their energy.

The leader of the survival craft should ensure that the will to live keeps burning and the means to live
are provided. He or she should take all measures for the detection and location of the craft. The
survival craft should be kept in the vicinity of the abandoned boat, because that is where the search
will start.
 11.3 Use of equipment
Equipment’s carried in Life Boat are:
1. Except for free-fall lifeboats, sufficient buoyant oars to make headway in calm seas.
2. Boat-hooks = 2;
3. Buoyant bailer =1
4. Buckets =2;
5. Survival manual =1
6. Compass =1 which is luminous or provided with suitable means of illumination. In a totally
enclosed lifeboat, the compass shall be permanently fitted at the steering position; in any
other lifeboat, it shall be provided with a binnacle if necessary to protect it from the weather,
and suitable mounting arrangements;
7. sea-anchor =1 of adequate size fitted with a shock-resistant hawser which provides a firm
hand grip when wet. The strength of the sea-anchor, hawser and tripping line if fitted shall be
adequate for all sea conditions;
8. Efficient painters = 2 of a length equal to not less than twice the distance from the stowage
position of the lifeboat to the waterline in the lightest seagoing condition or 15 m, whichever
is the greater. On lifeboats to be launched by free-fall launching, both painters shall be
stowed near the bow ready for use. On other lifeboats, one painter attached to the release
device required to come together with release mechanism shall be placed at the forward end
of the lifeboat and the other shall be firmly secured at or near the bow of the lifeboat ready
for use.
9. Hatchets = 2, one at each end of the lifeboat;
10. Watertight receptacles containing a total of 3 liters of fresh water for each person the lifeboat
is permitted to accommodate, of which either 1 liter per person may be replaced by a
desalting apparatus capable of producing an equal amount of fresh water in 2 days, or 2 liters
per person may be replaced by a manually powered reverse osmosis desalinator capable of
producing an Equal amount of fresh water in 2 days.
11. Rustproof dipper with lanyard =2
12. Rustproof graduated drinking vessel =1;
13. Food ration totalling not less than 10,000 kj for each person the lifeboat is permitted to
accommodate; these rations shall be kept in airtight packaging and be stowed in a watertight
container;
14. Buoyant smoke signals =2:
15. Rocket parachute flares = 4;
16. Hand flares = 6;
17. Waterproof electric torch suitable for morse signaling = 1 together with one spare set of
batteries and one spare bulb in a waterproof container;
18. Daylight signaling mirror =1 with instructions for its use for signaling to ships and aircraft;
19. Copy of the life-saving signals = 1 prescribed by regulation v/16 on a waterproof card or in a
waterproof container;
20. Whistle =1 or equivalent sound signal;
21. First-aid outfit =1 in a waterproof case capable of being closed tightly after use;
22. Anti-seasickness medicine sufficient for at least 48 h and one seasickness bag for each
person;
23. Jack-knife =1 to be kept attached to the boat by a lanyard;
24. Tin openers= 3;
25. Buoyant rescue quoits = 2, attached to not less than 30 m of buoyant line;
26. Manual pump = 1 suitable for effective bailing if the lifeboat is not automatically self-bailing;
27. Fishing tackle = 1 set;
28. Sufficient tools for minor adjustments to the engine and its accessories;
 29. Portable fire-extinguishing equipment of an approved type suitable for extinguishing oil fires
[a.602(15)].
30. Searchlight = 1 with a horizontal and vertical sector of at least 6° and a measured luminous
intensity of 2500 cd which can work continuously for not less than 3 hour;
31. Efficient radar reflector = 1, unless a survival craft radar transponder is stowed in the lifeboat;
32. Thermal protective aids complying with the requirements of section 2.5 sufficient for 10% of
the number of persons the lifeboat is permitted to accommodate or two, whichever is the
greater;
33. In the case of ships engaged on voyages of such a nature and duration that, in the opinion of
the administration a food ration and fishing tackle are unnecessary, the

Important Liferaft Equipment

All liferafts on ships are fitted with the following equipment:

1. Rescue quoits with minimum 30-metre lines

2. Non-folding knife with a buoyant handle. If the life raft holds more than 13 persons, then a
second knife
3. For 12 persons or less, 1 bailer. For more than 13 persons, 2 bailers should be kept
4. 2 sponges
5. 2 buoyant paddles
6. 3 tin openers
7. 2 sea anchors
8. 1 pair of scissors
9. 1 first aid waterproof kit
10. 1 whistle
11. 1 waterproof torch for communicating morse code with 1 spare set of batteries and bulb
12. 1 signalling mirror/heliograph
13. 1 radar reflector
14. 1 life-saving signals waterproof card
15. 1 fishing tackle
16. Food ration totalling not less than 10000 kJ for each person
17. Water ration- 1.5 litres of fresh water for each person
18. One rust proof graduated drinking vessel
19. Anti seasickness medicine sufficient for at least 48 hours and one seasickness bag for each
person
20. Instructions on how to survive (Survival booklet)
21. Instructions on immediate action
22. TPA sufficient for 10% of the number of persons or two, whichever is greater
23. Marking shall be SOLAS ‘A’ Pack
24. 6 Hand Flares
25. 4 Rocket Parachute Flares
26. 2 Buoyant Smoke Signals
 11.4 Apportionment of food and water

How much food and water is aboard the lifeboat?

Regulations state that the boat must have a food rations totaling not less than 10,000 kJ for each
person the lifeboat is permitted to accommodate; these rations shall be kept in airtight packaging and
be stowed in a watertight container.

The boat is also required to carry watertight receptacles containing a total of 3 liters of fresh water
for each person the lifeboat is permitted to accommodate.

28 foot boats typically have a capacity to carry over 50 individuals. In other words, the captain and
four pirates “could” survive for a few weeks.

How to use food rations issue water and emergency food

Food/rations

Food is not vital for a short period of time. The aim of any emergency ration is to provide the
maximum energy possible with minimum thirst.

The main food provided in a survival craft is carbohydrate type foods such as barley sugar or cereal
based biscuits. This type of food:

 Provides us with the energy to carry out survival duties

 Does not make us thirsty (so there is minimum consumption of water)
Like any food, barley sugar boosts morale.

Proteins and fats require substantial water to digest. Fish, bird, and other meat, all contain proteins
and fats that will make us thirsty! On the other hand, starches and sugars, such as in barley sugar will
give us energy and help our bodies conserve water.

The ration provided in a life raft is 500 grams of barley sugar for each person.

How to issue food

The food provided in the raft should be rationed out in the following way:

 No food should be issued in the first 24 hours because the body's needs can be met by the
previous meal. Exception to this rule may be the sick and injured.
 After this first 24 hours, 125 g of barley sugar should be issued to each person per day. With
5 g per sweet it would mean 25 pieces per day.
 The food may be issued twice or three times a day.
 You can add fish, bird, seaweed or plankton but these must only be eaten if there is an
extra water supply available since eating this food can make survivors thirsty.
Water

 Below are some key issues for water consumption on board a survival craft.
 Coastal life rafts have one litre of water /person, in sealed containers (SOLAS, 3l).
 No water should be issued for the first 24 hours. Exceptions to this rule may be the injured
 and the sick. After this, 0.5 litre of water may be issued to each person each day at sunrise,
midday and sunset.
 You need to drink the water slowly, holding it in your mouth and gargling before swallowing.
 All efforts shall be made to supplement water on the life raft by collecting rain water or
through condensation.
 If extra water has been collected, it should be consumed first.
 Survivors should keep a lookout for rain and black clouds. Rainwater collecting in the tubes
on the life raft canopy can be also used. Wash off the salt from the tubes before collecting
water.
 When it rains, fill up every possible container. If rain continues, drink your fill and clean
yourself.
 You can also collect water that has condensed inside the life raft canopy, using a sponge.
Keep a sponge only for this purpose, making sure that salt does not get into it.
 It is very important that every ration of food and water is:
o Properly measured
o Issued within the sight of the recipients and the other occupants of life raft and
o Is consumed there and then. It is the minimal amount for survival!

11.5 Action to take to maximize detectability and location of survival craft

EPIRB’s (Emergency Position Indicating Radio Beacons)

It is recommended that every vessel should carry an EPIRB. In some states it is mandatory for all
vessels proceeding more than 2 kilometres off shore to carry one.

EPIRB’s should be:

 Taken to the survival craft in case of 'abandon ship'

 Activated immediately and set afloat tied to the survival craft

The EPIRB signal guides the search aircraft to the location of the survival craft. The tether line
attaching the EPIRB to the survival craft should be checked frequently for wear and tear. The EPIRB
should be switched off once survivors are rescued.

SART Search and Rescue Transponder (SART) is an electronic device that automatically reacts to
the emission of a radar. This enhances the visibilty on a radar screen. SART transponders are used to
ease the search of a ship in distress or a liferaft. All GMDSS vessels up to 500 ton must carry at least
one SART.

RADAR REFELECTOR A radar reflector is used to help make your vessel more identifiable by
other boats and ships that use radar to scan for vessels as well as other obstructions.
 CHAPTER-12 Methods of helicopter rescue

12.1 Communicating with the helicopter

States that search and rescue service helicopters can communicate on VHF channel 16

Why are helicopters used in rescue operations: In cases of disaster, helicopters are used as a
means of operational command, rescue and transport. transport personnel and equipment to rough
terrain or inaccessible locations, fly out injured or endangered persons, carry out rescue
operations and evacuations.

How many people can a rescue helicopter hold: The helicopter can carry one or two pilots and 16
to 18 passengers.

Ordination Centre if suitable equipment is available

States that visual signals may be used

Distress can be indicated by any of the following officially sanctioned methods:

 Transmitting a spoken voice Mayday message by radio over very high frequency channel
16 (156.8 MHz) and/or high frequency on 2182 kHz
 Transmitting a digital distress signal by activating (or pressing) the distress button (or key) on
a marine radio equipped with Digital Selective Calling (DSC) over the VHF (channel 70)
and/or HF frequency bands.
 Transmitting a digital distress signal by activating (or pressing) the distress button (or key) on
an Inmarsat-C satellite internet device
 Sending the Morse code group SOS by light flashes or sounds
 Burning a red flare (either hand-held or aerial parachute flare)
 Launching distress rockets
 Emitting orange smoke from a canister
 Showing flames on the vessel (as from a burning tar barrel, oil barrel, etc.)
 Raising and lowering slowly and repeatedly both arms outstretched to each side
 Making a continuous sound with any fog-signalling apparatus
 Firing a gun or other explosive signal at intervals of about a minute
 Flying the international maritime signal flags NC
 Displaying a visual signal consisting of a square flag having above or below it a ball or
anything resembling a ball (round or circular in
 12.2: Evacuation from ship and Survival craft:

Helicopter landing areas should be located on an upper deck. The landing areas should consist of an
outer manoeuvring zone and a clear zone. It is important that, whenever possible, the
clear zone should be close to the ship's side.

How much space does a helicopter need landing: The ideal landing zone is a level, 100-by-100-foot
or larger area of grass or hard surface. Most civilian medevac helicopters in use today have a main
rotor diameter of 35-50 feet and a fuselage length with main rotor blades turning of 40-50 feet

Color lights are used for obstruction lighting: Medium intensity obstruction lights – Medium
intensity obstruction lights
Height are aircraft warning lights required: According to Federal Aviation Administration (FAA)
and International Civil Aviation Organization (ICAO) tower lighting requirements, all structures
exceeding 200 feet above ground level (AGL) must be appropriately marked with tower lights or
tower paint.

The purpose of obstruction lighting: Innovative Obstruction Light

Flight Light's complete line of aircraft warning lights, obstruction lights and beacons help mark tall
structures which occupy airspace, as specified by the FAA and ICAO, including: Towers, Antennas,
Buildings, Bridges and Cranes.

Flight Light L-810 obstruction lights are used on buildings, antennas, towers, cranes, and any other
kind of obstacle which occupies airspace. Each fixture includes a glass Fresnel globe which is
colored red for most applications. The fixtures are either a single or a double lamp housing and made
with 3/4" or 1" internally threaded housing. A side-mounted option is also available. These
obstruction lights operate on a 120V or 230V circuit. The fixture is illuminated with a 116W, A21
medium screw base lamp.

FEATURES
FAA approved L-810, certified and tested by ETL with a red lens and 116W lamp #32B.
• Direct installation into existing voltage power circuit.
• Direct mounting to conduit, bottom or side mounting options available.
• Standard configurations come with 3/4" threaded fittings.
• Photocell option for automatic activation at night.
• Optional grounding wire available.

ORDERING CODES
Fixture FL-810

Color R: Red
 Power AC1: 120VAC
AC2: 230VAC[1]
Fixture Style S: Single
D: Double
Mounting 34B: 3/4" Hub - Bottom
10B: 1" Hub - Bottom
34S: 3/4" Hub - Side
10S: 1" Hub - Side
FF: Floor Flange
LSM: Low Surface Mount[2]
Options F: Flasher[3]
MT: Marine Treated
P: Photocell (81020 Series)
R: Red Casting
T: Transfer Relay
[1]
Fixture Not FAA Approved. [2] For
single option only. [3] Flasher not
available for 277VAC.
Shipping Weight: (Single): 4.5
lb./2 kilo., Volume: 0.5 cu.
Feet/0.01 cu. Meters; (Double): 10
lb./4.5 kilo., Volume: 1 cu.
Feet/0.02 cu. Meters.
COMMON REPLACEMENT PARTS
Part Number 13-861R-T

Description Red globe with tether

Part Number 61-80001

Description Clamp band

Part Number 61-80004

Description Medium base socket

Part Number LA-22483-2

 Description 116W, 120V lamp

Part Number LA-116W/230V

Description 116W, 230V lamp

Part Number 61-80002

Description O-ring

ORDERING CODES

Fixture FL-810

Color R: Red

Power AC1: 120VAC

AC2: 230VAC[1]

Fixture Style S: Single

D: Double

Mounting 34B: 3/4" Hub - Bottom

10B: 1" Hub - Bottom

34S: 3/4" Hub - Side

10S: 1" Hub - Side

FF: Floor Flange

LSM: Low Surface Mount[2]

Options F: Flasher[3]

MT: Marine Treated

P: Photocell (81020 Series)

R: Red Casting

T: Transfer Relay

Shipping Weight: (Single): 4.5 lb./2 kilo., Volume: 0.5 cu. Feet/0.01 cu. Meters; (Double): 10 lb./4.5
kilo., Volume: 1 cu. Feet/0.02 cu. Meters.
COMMON REPLACEMENT PARTS

Part Number 13-861R-T

Description Red globe with tether

Part Number 61-80001

Description Clamp band

Part Number 61-80004

Description Medium base socket

Part Number LA-22483-2

Description 116W, 120V lamp

Part Number LA-116W/230V

Description 116W, 230V lamp

Part Number 61-80002

Description O-ring

A ships requirement for lifeboats, liferafts and evacuation systems:

Although seen as vital pieces of equipment and the last hope for crew and passengers in an emergency,
survival craft and lifeboats in particular have been said to have caused perhaps as many deaths as lives they
have saved. If passenger evacuations from stricken cruise ships and ferries are taken out of the equation it is
quite likely that they have indeed become a major cause of loss of seafarer life but when passenger ship
accidents are taken into account a very different picture emerges.

At a presentation to the 2012 Passenger Ship Safety Conference, Harry Klaverstijn representing the
International Life-Saving Appliances Manufacturers’ Association (ILAMA) highlighted that in the period
between 2000 and 2012 almost 10,000 persons had been evacuated from vessels by lifeboats and liferafts.
That number far exceeds the number killed or injured in lifeboat drills and validates the efforts of those past
and present that have put passenger safety at the fore.

The problem encountered with lifeboats during drills has less to do with the boats themselves and is mainly
due to problems experienced with release mechanisms and their incorrect operation and the means of
securing lifeboats in davits. It is for this reason that the requirement to man lifeboats during drills has been
suspended.

The issue of lifeboat accidents was first raised by Australia in 1999 and has been continually on the IMO
agenda ever since. A measure of the prolonged debate that has been taking place is that in 2007 a resume of
IMO actions in its various committees from 1999 until then ran to no less than 50 pages. Today, a similar
document could be almost twice as long.

Lifeboat design
Lifeboat design and construction has changed over the years but open boats have predominated until quite
recently. Today most vessels are equipped with totally or partially enclosed lifeboats.
Traditionally lifeboats have been hung on davits and lowered on wire falls. More recently the free
fall lifeboat has become a feature on many vessels and is mandatory on some types of tanker. The
free fall lifeboat is not designed for regular launch and recovery and therefore accidents during
training
are rare.

Since the 1980s, SOLAS has required every lifeboat to be launched by a fall or falls, except a free-
fall lifeboat to be fitted with a release mechanism complying with the following requirements:

 All hooks are to be released simultaneously. The mechanism shall have normal (off-load) and
on-load release capabilities.
 Release system shall be so arranged as to release the lifeboat under any conditions of loading
from no load with the lifeboat waterborne to the load of 1.1 times the total mass of the lifeboat
when loaded with its full complement of persons and equipment. The release control shall be
clearly marked with a colour that contrasts with its surroundings.
 The fixed structural connections of the release mechanism in the boat shall be designed with the
calculated safety factor of 6 based on the ultimate strength of the material used.
 Every lifeboat shall be fitted with a device to secure a painter near its bow. Except for free-fall
lifeboats, the painter securing device shall include a release device to ensure the painter to be
released from inside the lifeboat, with the ship making headway at speeds up to 5 knots in calm
water.
It is well known that the main causes of accidents have been the on load release mechanism being
operated at the wrong moment or the mechanism failing (usually because the securing arrangements
have been carried out incorrectly) causing the lifeboat to be released at an unsafe height or leaving
the lifeboat hanging from one of its ends.

There have been far fewer problems with incidents of off load release and in any case these would be
less of a danger to life except in a genuine emergency where it was impossible to release the lifeboat
from its falls. When used for its prime purpose of abandoning ship, a lifeboat would not be required
to be retrieved as it is during a drill and it is because so many of the accidents have occurred when
the lifeboat was being retrieved after a drill that the requirement for releasing the lifeboat or manning
it during drills has been suspended.

The issue of lifeboat release mechanisms seems to have reached a resolution although remedial
action will stretch out to July 2019. At MSC89 in May 2011, it was decided to implement new
requirements for lifeboats with on-load release hooks. These requirements came into force in 2013.
In accordance with the decision existing release and retrieval systems had to be verified and tested
against the requirements not later than 1 July 2014, and systems that did not comply were to be
replaced at the first scheduled drydocking after 1 July 2014, but not later than 1 July 2019. For a
release and retrieval system that has passed the design review and hook testing, the actual hook on
each lifeboat will be subject to a one-time follow up overhaul examination on board each vessel.

Again this should be done within the time limits set by the new requirement. A sensible precaution
endorsed and made mandatory by some flag states is for a fall preventer device to be installed on
release and retrieval systems at all times during testing until the systems are approved.

The number of vessels affected by the new regulations runs in to tens of thousands with many having
multiple lifeboats installed on board. Therefore, the number of release mechanisms needing
replacement could be as high as 100,000.

There are various makers of release mechanisms each employing proprietary methods of securing the
boat to the falls. Most of these have been improving existing mechanisms and developing new
versions that will meet the new requirements. Although most make use of a hook mechanism
operated either by wire or hydraulics there is one developed by Nadiro (now part of Viking) that
employs a system similar to that of a towing ball connection.

Rescue boats
In addition to the lifeboats and liferafts required by SOLAS, ships are also obliged to be equipped
with a rescue boat. For some passenger vessels, a fast rescue boat is stipulated. The prime purpose of
the rescue boat is self explanatory and is the recovery of persons from the water. Under SOLAS they
also have a secondary purpose and must be capable of marshalling and towing liferafts that would
otherwise be left to drift helplessly.

Rescue boats come in a variety of shapes and sizes and in rigid, inflatable and hybrid RIB types. A
rescue boat may be between 3.8m and 8.5m in length and must be capable of accommodating at least
five seated persons and a casualty on a standard SOLAS stretcher. The seating space may be on the
floor of the craft for all but the helmsman but cannot be on the buoyancy tubes, gunwhales or
transom. The power can be provided by a fixed engine or an outboard engine. There are several
manufacturers active in producing rescue boats around the globe.

SOLAS permits the rescue boat to count towards the lifeboat provision providing it meets the
performance standards for both craft. Passenger vessels above 500gt are obliged to carry two rescue
boats, one on either side of the vessel but passenger vessels below this size and cargo vessels need
only carry one. Rescue boats must be equipped with certain items and stores needed for their rescue
role. If a boat is counted as both a rescue boat and a lifeboat it must be equipped with both sets of
stores and capable of carrying out its rescue role with both sets onboard.

The requirement to carry rescue boats was altered in 1989 when the IMO issued Resolution
A.656(16) which recognized that fast rescue boats were being used in some offshore operations. The
intent of the resolution was to set guideline standards for fast rescue boats which until then had not
been codified. These guideline standards were later made mandatory.

The main differences between a ‘slow’ and fast rescue boat is that the latter must be over 6m and
under 8.5m in length and capable of operating at 20 knots during a four-hour period using a petrol
engine. The 20 knots requirement drops to 8 knots if the sea is not calm or if the craft is fully loaded.
A fast rescue boat is also intended to be launched and retrieved under severe adverse weather
(Beaufort 6 with 3m waves), and requires a special launching appliance.

Under SOLAS rules it must also be either self-righting or capable of being righted manually by two
persons. The rules also require that vessels obliged to carry a fast rescue boat must also have at least
two specially trained crews available to man it. IMO has developed a model course for crew required
to operate fast rescue boats and the training required is covered by STCW. Courses offered by most
training establishments are three-day affairs much of which will be practical boat handling. What
cannot be guaranteed is the opportunity to launch, operate and recover the boat in the adverse
conditions which it must be capable of operating in.

The requirement for ro-ro passenger vessels to carry fast rescue boats has not been without
controversy. In the offshore sector, fast rescue boats are normally launched from and recovered to
static rigs making the operations in adverse weather much safer than could be achieved on a vessel.

Under adverse weather conditions a ship would be pitching and rolling with the very high possibility
of the craft slamming against the ship side causing damage or death. Critics also say that if there is a
good case for fast rescue boats on ro-ro passenger vessels then the same arguments should apply to
vessels that are not ro-ros.
Recovering persons at sea
Lifeboats and liferafts are primarily intended are intended to accommodate personnel whether crew
or passengers carried onboard the vessel. Ordinarily personnel evacuating a ship would be in a
lifeboat when it is lowered but there will be times when they will need to be recovered from the
water as will personnel who have fallen overboard or from other vessels, aircraft or offshore
installations.

While crew are expected to train for and be familiar with abandon ship procedures, recovering
personnel from the water will involve other skills and if not done correctly could bring hazards for
both the rescuer and the person being rescued. Recovery techniques should be included in a vessel’s
ISM procedures but some assistance may be necessary in drawing up the procedures.

The IMO has addressed this and in November 2014 issued MSC.1/Circ.1182/Rev.1 GUIDE TO
RECOVERY TECHNIQUES which is a 19 page document that explores most of the issues and
obstacles that may be encountered in an emergency situation. The guidance is in relatively simple
terms and is addressed directly at ships’ officers and crew and is broken down into sections with
detailed advice under the following headings;

 Possible recovery problems

 Planning considerations
 Providing assistance before recovery
 The recovery process – general considerations
 The approach
 Rescue craft and lines * Getting people aboard – factors to consider * Climbing and lifting *
Providing assistance when standing by * The immediate care of people recovered * Recovery
checklist

Room for all

The launching arrangements for survival craft are contained in SOLAS Chapter III Regulation 16
and the carriage requirements for passenger ships and cargo ships in Regulations 21 and 31
respectively. SOLAS requires that there be sufficient lifeboats on board passenger ships to
accommodate all persons on board; half being placed on each side of the vessel.

At the discretion of the flag state the lifeboat capacity on each side can be reduced to 37.5% of the
total number on board with the shortfall being made up with liferafts. For passenger vessels on short
international voyages, it is permissible for the lifeboat capacity to be reduced and replaced with
liferafts. In all cases there must also be additional liferaft capacity to cover 25% of the total on board.
For cargo vessels the requirement is for a lifeboat on each side capable of carrying all persons on
board and liferafts for the same number. If the liferafts can be transferred from side to side the
requirement can be met with one set of liferafts.

In case a stern free fall lifeboat is fitted the requirement for capacity for all on board on each side is
removed. The requirement for liferafts remains unchanged. The liferaft or liferafts must be equipped
with a lashing or an equivalent means of securing the liferaft which will automatically release it from
a sinking ship.

Cargo ships where the horizontal distance from the extreme end of the stem or stern of the ship to the
nearest end of the closest survival craft is more than 100m shall carry, in addition to the liferafts
mentioned, a liferaft stowed as far forward or aft, or one as far forward and another as far aft, as is
reasonable and practicable.
Such liferaft or liferafts may be securely fastened so as to permit manual release and need not be of
the type which can be launched from an approved launching device. There are special requirements
in SOLAS for certain vessel types when the normally required enclosed lifeboat is replaced by a
more specialised alternative. Chemical tankers and gas carriers carrying cargoes emitting toxic
vapours or gases require lifeboats with a self-contained air support system complying with the
requirements of section 4.8 of the LSA Code. For oil tankers, chemical tankers and gas carriers
carrying cargoes having a flashpoint not exceeding 60ºC (closed-cup test) the rule is for fire-
protected lifeboats complying with the requirements of section 4.9 of the LSA Code.

Although the need for a specialist lifeboat on tankers is connected to the properties of the cargo, the
particular problems experienced may not be confined to tankers alone. A recent event reported by the
US Coast Guard on board a tanker could just as well have occurred on any vessel type. In that case, a
Port State Control inspector was conducting an examination and in anticipation the crew opened the
hatch to the freefall lifeboat to let it air out. As the inspector entered the lifeboat his gas meter
alarmed and he quickly exited.

Upon investigation, it was confirmed with ship’s equipment that carbon monoxide had collected in
the lifeboat. Wind conditions had been blowing exhaust from the main stack into the lifeboat. The
proper use of a gas meter likely prevented tragic consequences.

Supplied for survival

Lifeboats are considered essential items of ships’ equipment and although there has been an extended
period with few, if any, instances of crew having to survive for long periods in lifeboats there is no
guarantee that this situation will continue. In the recent cases where lifeboats have been used in
earnest their occupants have been picked up by search and rescue services or the boats have reached
shore in a relatively short space of time. This has led some to question whether the equipment that is
required by SOLAS to be carried by survival craft is still necessary or appropriate.

It may seem odd that a ferry making voyages of only a few hours or less might be prevented from
putting to sea because of missing or rusty fish hooks in the lifeboat emergency supplies but the
debate is not likely to be settled on such issues. There may be a case for revisiting the emergency
supplies that need to be carried and perhaps adding requirements for EPIRBS to be carried on all
lifeboats rather than there being a need to take equipment from the bridge or elsewhere on the ship
on board when evacuating.

The Polar Code adopted in November 2014 has some special requirements for survival craft that
include a requirement for each to have communication equipment and searchlights as well as a
requirement for lifeboats to be fully or partially enclosed. At least one maker has produced a purpose
designed Polar liferaft.

SOLAS requires all lifeboats, liferafts and launching apparatus to be serviced at regular intervals.
During the mid-2000s the IMO issued guidelines and intended to make mandatory requirements for
all LSAs to be serviced and repaired only by OEMs. There was much opposition to this from
independent servicing organisations who argued that their competence had been proved over time
and that not all OEMs were still in existence. The debate subsided after it was agreed that
independent service providers could continue to operate either by becoming approved by the OEMs
or recognised by flag states.

Moving en masse
On most ships including offshore vessels with contractor staff onboard where total personnel
numbers are measured in tens or very low hundreds, an evacuation in an emergency can be done
quite rapidly using conventional lifeboats and liferafts but the same is not likely to be true for
passenger vessels. Not only will there be many more persons to evacuate – maybe as many as 5,000
– but their mobility is likely to be less and with more people involved the potential for panic
increases.

In the 1990s, concurrent with the IMO’s Passenger Ship Safety initiative, a number of companies
began developing rapid evacuation systems designed to speed up evacuation of large numbers of
passengers from cruise ships and ferries. These marine evacuation systems or MES come in two
basic varieties. Both make use of liferafts or platforms that are reached using either a slide or a chute.

Early trials of the systems did highlight some problems with congestion in chutes and sadly some
deaths did occur in trials. Lessons were learnt and the systems modified to remove the cause of the
problems and the concept has since been approved by the IMO.
The first use of an MES in an actual emergency was in 1994 on the Sally Albatross a converted
cruise ship that had begun life in 1980 as the ro-pax ferry Viking Saga. The vessel had run aground
in ice in the Baltic Sea off the Finnish coast and after being towed to shallower water around 1,500
persons were evacuated using the MES.

Regulations are contained in both SOLAS and the LSA Code but ultimate approval to fit a system in
place of required liferafts is the prerogative of the flag state. Any liferafts used in conjunction with a
MES are subject to the requirements of the LSA Code, Chapter 4, section 4.1 and 4.2. Examination
requirements are in accordance with SOLAS chapter III/20.8 and Chapter 6 of the LSA code, 6.2
covers MES specifically and in detail.

Because an MES is designed for evacuation only, it cannot be recovered and re-stowed as a lifeboat
could be, nor is it possible for the system to be deployed for the purposes of passenger drills. This
limitation is addressed in SOLAS chapter III/19.3.3.8 which says, “drills shall include exercising of
the procedures required for deployment up to the point of actual deployment by the system party
assigned to the MES.” Crew trained in using the systems are given instruction in assisting passengers
when needed. However, there is little opportunity during operations to check and practice with the
system because of the limitation mentioned.

All MES installations are required to be inspected annually and deployed in rotation at six yearly
intervals. The conditions for deployment can vary according to flag state requirements and the six-
year interval can be reduced. Some flag states have concerns over failed deployments and the matter
is being reviewed on a continual basis.

An MES is usually housed at the embarkation station and is activated by a crewmember. When
activated the liferaft or platform deploys along with the connecting slide or chute. The slides are
inflatable structure to give some rigidity while the chutes may or may not have inflating elements
incorporated into their structure. Although the chutes appear to be steeper than the slides – often
hanging vertically – there is not a direct drop inside as the internal structure makes use of a helical
slide or baffles to slow the descent.

When in use, some of the liferaft crew will descend to the liferaft to supervise and one or more will
be stationed at the evacuation deck to assist passengers board. Although the systems are capable of
evacuating passengers much faster than conventional davit launched liferafts, they can be daunting
prospects for trepid passengers, chutes perhaps more so than slides. Since the first systems were
developed, variations have been produced with mini versions designed for vessels with low
embarkation decks. Some systems are fitted with a large capacity liferaft more than sufficient to
accommodate all personnel onboard but others – and in particular the platform type – are designed to
be stations for the vessel’s liferafts to moor to while passengers board at sea level.

There are additional requirements in SOLAS for the size and characteristics of platforms intended to
ensure they provide a secure and safe environment for evacuees. The number of companies
producing the systems is quite small and is still in single figures.
As with lifeboats and liferafts, PSC can take an interest in MES installations which will begin with
an initial document check and may progress to a full inspection. The USCG advice to inspectors has
been published on the internet and is reproduced below giving an insight into what the inspection
may involve.

During your document check you will need to verify additional requirements have been met for the
MES. This involves verifying two individual requirements. Reference SOLAS chapter III/20.8.2
“Each system must be deployed rotationally at least once every 6 years. This schedule is at the
discretion of the company. Additionally; per SOLAS Chapter III/19.3.3.8 “Every system party
member (assigned crew member) shall be involved in further training by way of an actual
deployment, whether it be onboard or at an offshore training facility once every (24) months”. This
training may be combined with the required deployments. Verify that the crew members who are
assigned to the MES have this practical experience and have participated in a deployment.
Remember this is “as far as practicable”

During your deck walk, while on the embarkation deck, pay attention to the control box ensuring it is
free of any obstructions that could limit the use of or restrict crew access to the controls. For
example: locks installed on the control box to prevent unauthorised access, equipment bags for the
MES teams or general stowage in way of the controls. Examine the bowsing winch, does it appear to
have been maintained, is heavy corrosion present? If you feel its operability is in question, ask the
accompanying officer to verify its operability; it should be free moving. The rafts used in
conjunction with the MES are subject to the requirements of the LSA
code, Chapter 4, section 4.1 and 4.2. Examination requirements are In accordance with SOLAS
chapter III/20.8 and Chapter 6 of the LSA code, 6.2 covers the MES specifically and in detail.

During the fire and abandon ship drill portion of your exam it should be witnessed that, according to
SOLAS chapter III/19.3.3.8 “drills shall include exercising of the procedures required for
deployment up to the point of actual deployment by the system party assigned to the MES.” Ask the
system party to explain the system to you, have them identify the main components of the system
and their function.

Improving the concept

While an MES can allow for rapid evacuation the reliance on liferafts which have limited
manoeuvrability does impose some limitations on the ability to remove evacuees from the scene of
the incident to safety. As highlighted in the Costa Concordia incident, the inability to launch
lifeboats when a ship is listing severely does mean that there may be insufficient powered craft to
tow the liferafts.

In late 2013, a four-year project by Viking Life-Saving Equipment concluded with the product
launch of a hybrid lifesaving craft that combined the advantages of modern lifeboats - such as self-
propelled manoeuvrability - with the flexibility, comfort and smaller footprint of today’s liferafts.

The LifeCraft System consists of two main elements: The LifeCraft itself – a self- propelled
inflatable vessel with four engines for a high degree of manoeuvrability and safety; and a storing and
launching unit, either placed on deck or built in, containing up to four LifeCraft units with a capacity
of 200 persons each - for a total capacity of 800 persons.

There are more advantages of this hybrid solution. For example, the LifeCraft System is safe on an
entirely new level as a specially designed chute system helps evacuees with special needs; such as
children, the elderly and those on stretchers, setting a new standard for full-spectrum marine
evacuation. The system also takes up less room than lifeboats, freeing up deck space allowing for
more cabins and other facilities.
Safer on board
During the early years of the 21st century some bold new ideas for ensuring passenger safety were
formulated and discussed. Among these were proposals for parts of a ship’s superstructure to act as
self-contained ships-within-a-ship that would float free as the mother vessel foundered.

Goal-based standards at the IMO and the risk-based approach of the EU’s Safedor project, as well as
the IMO prescription that passengers should under most emergency circumstances affecting large
passenger vessels remain protected in a safe area on board, may one day allow some of the more
innovative to become reality but in practice designers have remained more conservative.
The safe area regulation appears to have killed off further development of the ship-within-a-ship
concept. In 2006 MSC 82/12 agreed amendments to SOLAS (Chapter II-1and Chapter II-2,
Regulations 21- 22) applicable to certain passenger ships (those the keels of which were laid on or
after 1 July 2010, having a length of 120m or more, or having three or more main vertical zones).

The safe area requirements stipulate that the following basic services are to be available to ensure
that the health of the passengers and crew is maintained as the ship proceeds to port:

 Sanitation (Minimum one toilet required for every 50 persons or fraction thereof). Water
(Minimum 3 litres per person per day drinking water, plus water for food preparation and
hygiene).
 Food (can be of any kind including dry food).
 Alternate space for medical care (The alternate space for medical care to be in a different MVZ
than the hospital and to have lighting and power supply from the emergency source of power).
 Shelter from the weather (Internal spaces required unless otherwise accepted by the
Administration).
 Means of preventing heat stress and hypothermia (Temperature within safe areas should be
maintained in the range of 10° to 30°C). Light (Portable rechargeable battery operated lighting
may be acceptable for use in spaces not covered by the ship’s emergency lighting system).
 Ventilation (Minimum ventilation volume available should be not less than 4,5m3/H per
person).
To date, there have been no occasions when the safe area has been needed nor a major incident
involving a vessel built to the new standards although there have been a number of incidents
involving older vessels which would appear to cast doubt on the efficacy of the safe area concept.

The most recent occurred in late December 2014 when the ro-pax ferry Norman Atlantic caught fire
in waters off Corfu. The fire prompted most passengers to seek refuge on the outside upper decks
where many were affected by inclement weather conditions. Although relatively close to shore,
evacuation of the vessel took more than a day and one wonders how anyone within a safe zone
would have coped with the intensity of the fire especially as some passengers reported that the paint
on the decks was melting beneath their feet.

Preparation of rescue by helicopter from sea

A helicopter has limited flying time. The rescue needs to be smartly executed, so the crew awaiting
the SAR people should do all they can to prepare.
Secure all loose gear on deck, or stow it below. Unsecured covers, ropes, even unstowed bits of
clothing, are easily lifted by the down-draught of the rotors. They can cause chaos on deck. They can
even be sucked into the helicopter’s air intakes and threaten engine failure.
The winchman will board you on the port quarter because the pilot sits to starboard in the aircraft and
he needs to see you.

The hatch is on that side too, so clear away everything movable from the critical area.
This includes danbuoys, aerials and even the ensign staff.
If your engine is powerful and reliable, or if there’s very little wind, drop the mainsail and headsail.
Now lower the boom to the deck if you don’t have a fixed rod kicker. Lash it down to starboard and
take the topping lift to the mast.
If you don’t trust your engine or are in any doubt about it, get ready to sail close-hauled on the port
tack.

Put your best helmsman or woman on the job. Once things start happening, their task will be to steer
absolutely straight in the direction the helicopter crew ask for. The helm must not be distracted,
whatever happens.
 12.3 Helicopter pick-up
Rescue sling: Complete rescue gear, which delivers flotation to the victim and provides a means to
hoist the person back aboard (with the help of a lifting tackle or halyard winch if necessary).
The clever and exclusive design of the Rescue Sling consists in the retrieval line which is coiled on a
reel : this avoids the line tangling or fouling, and makes the Rescue Sling the most efficient man over
board recovery gear.

FEATURES
• Buoyancy of flotation belt : 98 N.
• 40 m of floating line.
• Storage bag with clips for rail attachment.
• Dimensions : height 50 cm, width 30 cm, thickness 20 cm.
• Weight : 1.7 kg.
• Breaking strain of line : 400 kg.
• Breaking strain of flotation belt : 700 kg.

Rescue basket: A helicopter rescue basket is a basket suspended below a helicopter in order to
rescue people from a fire or other disaster site. here are two main types of helicopter baskets. The
smaller, more common type is used by rescuers to lift a person up from ground or water into the
helicopter. An early type that could scoop an unconscious person from the sea was the Sproule Net,
invented by Lt Cdr John Sproule, RN, in 1956 which was used by British helicopter rescue units
until the late 1970s.[1]

The second type is a new invention. This is a basket able to fit five people or more. It allows a large
group of people to be rescued from a fire or other emergency site, without needing to load them into
the helicopter itself. It enables the helicopter to load a large group without landing. The helicopter
hovers over the site and rests the basket on the ground or other surface. Evacuees board, then are
transported to a safe area.
This type of basket was tested by the Air National Guard in 2006, and were found to be quite
functional. Guard personnel tested out a basket which could fit up to 15 people, at the Air National
Guard-Air Force Reserve Command Test Center at Tucson, Ariz. The basket which was tested is
known as the Heli-Basket, is 4-and-a-half foot by 8-and-a-half feet, and hangs on a 125-foot cable
below an HH-60G Pave Hawk helicopter. it was invented by John Tollenaere, of the company
Precision Lift,

Rescue net: The RescueNet Device is specifically designed for optimal visibility, control and
strength for quick and efficient foreign body removal.

Product Details
Catheter diameter: 2.5 mm
Catheter length: 230 cm
Net size: 3 cm x 5.5 cm

Features
ProMesh™ 2x stronger than the leading competitor
Ultra-strong, porous mesh improves conformability and greatly reduces tearing
Optical Blue Loop Sheath
Designed to prevent “bunching” and significantly enhances visibility

OmniLoop™ Technology
Enables smooth, flat loop deployment and retraction to minimize scope repositioning
Ordering Information

Rescue litter: A litter is a stretcher or basket designed to be used where there are obstacles to
movement or other hazards: for example, in confined spaces, on slopes, in wooded terrain. Typically
it is shaped to accommodate an adult in a face up position and it is used in search
and rescue operations.

Why is a stretcher called a litter?

A "stretcher" is, in theory, a simple version of a litter, although I suspect that the idea of a "stretcher"
being called a "litter" dated back well into the 1800s, and army tradition etc., meant that the
nomenclature of such an item remained the same.
Rescue seat: The Rescue Seat is a compact, lightweight, and simple to use rescue device. Equipped
with two folding seats and flotation collar. May be utilized for both maritime and land rescue
operations. Patterned after the military Forest Penetrator, the Rescue Seat has been designed for
simple operation and ease of maintenance. All problems (corrosion, spares, etc) with the military
Forest Penetrator are eliminated. Constructed entirely of stainless steel and corrosion resistant
components, the Rescue Seat is virtually maintenance free. Each fold-down seat is equipped with a
safety strap, and printed instructions on the flotation collar.
Constructed of tough reinforced vinyl that is easy to clean and resists blood and bodily fluids. Four
handles assist in moving patients short distances, and the Rescue Seat can remain underneath the
patient when placed onto cot to avoid additional transfer. Includes a convenient storage pouch that
can attach to a cot frame.

- Weight : 2 lbs (1 Kg)

- Load Limit : 350 lbs (159 Kg)
- Width : 19 in (48.25 cm)
- Depth : 19 in (48.25 cm)
- Height : 37in (95 cm)

Helicopter Operations at Sea from vessel:

Helicopter operations are commonly used on ships for crew changes, Pilot transfer
(embarkation and disembarkation), emergency situations as MEDEVAC (medical evacuation) and/or
rescue. They are considered to be complicated high risk operations, as they involve
personnel / equipment and crafts other than vessel’s and they demand accuracy, training and clearly
established procedures. The officers and crew members associated on scene for these operations
should show high level of situational awareness and good seamanship.
When it comes to these challenging operations, the following issues are of outmost importance:

#1 Procedures
The vessels’ operators/ ship owners and all other stakeholders involved in shipping management
have to develop (or incorporate) procedures in their Managing Systems related to helicopter ship
operations. This means that every vessel should be able to respond to the requirements of the ICS
Guide related to Helicopter operations. Procedures may include step by step guidance, checklists,
reports, standard communication expressions and any other supportive information related to
helicopter operations.
#2 Safety precautions
Helicopter operations must not be permitted over the tank deck unless all other operations have been
suspended and all cargo tank openings closed. On a vessel which does not have a dedicated winching
area, it would be necessary to provide an area suitable for use as an emergency winching area. The
area should as minimum and possible be free of turbulence, unaffected by flue gases, readily
accessible and clear of accommodation spaces, with a clear flight path along the ship's side, capable
of being illuminated by downward facing floodlights, without obstructions such as masts and with all
moving parts secured.

#3 Equipment
Ocean going vessels, in accordance with SOLAS chapter II, have to be equipped with extra
firefighting equipment dedicated to Helicopter operations, in conjunction with lifesaving or
operational equipment. Crew should never compromise on wearing proper PPE and of staying clear
from the area of operation. Landing or winching areas should be as appropriate established and
maintained in order safe operations to be conducted.

#4 Communication
It is vital for these operations, that a good communication path has been established between
helicopter and vessel’s bridge team throughout the operation. All available information should be
passed to helicopter’s pilot and vice versa. The Course to be steered and the Speed to be maintained
by the ship during the operation, the intended position of operation, the ETA to that position, the
desired Landing or Winching Area and current weather conditions are the most important
information to be passed to the pilot of helicopter.

#5 Weather Forecast/Conditions
Weather plays a crucial role to these operations. Vessel should review the weather forecast and
especially wind speed and direction; visibility; sky condition; rain, fog, drizzle and snow conditions
and sea state. All relevant information should be passed to Helicopter Providing Service Company
and/or to the Helicopter itself.

#6 Training & Familiarization

A sufficient number of crew members should be trained in helicopter operations. Roles and
responsibilities should be clearly mentioned in Muster list and drills to be contacted in appropriate
intervals with the use of relevant equipment. A safety check-list should be used as the basis either for
training or preparing the ship/helicopter operations. Another point of training for crew is the
evacuation of the vessel with helicopter’s assistance as there are a lot of examples where such
rescues and evacuations took place.
 Ship's crew members involved in helicopter/ship operations should be trained in accordance with
standards and procedures necessary to maintain the safety of the ship, its crew and the helicopter
aircrew. It must be ensured that the Deck Party Officer and the Deck Party Crew are fully familiar
with equipment for winching and landing operations and are trained and regularly drilled in the tasks
required of them in both routine operations and emergencies.

#7 Contingency planning
A contingency plan should be devised to minimize the effect of a helicopter crashing onto the ship/or
in the sea nearby and seafarers should be trained in the operation of the plan. Fire party, rescue party,
readiness of means for recovery from water, are some of key factors that should be addressed in a
proper contingency plan. Preparedness of ship’s crew to perform safe and short time landing and/or
hoisting to and from the vessel is important thus a helicopter is more vulnerable to many threatening
factors.

The least amount of time spent in approach and hover/landing to accomplish the mission safely,
greatly increases the odds of the mission being completed successfully, with no injuries or damage
sustained on behalf of vessel or helicopter.

#8 Roles and Responsibilities

The ship's Master is ultimately responsible for the safety of his ship. If there is any doubt whether the
proposed helicopter service meets the requirements of his shipping company concerning safety,
liability, indemnity and insurance, he should seek company advice before operations commence. He
may stop or curtail the operation at any time for reasons of ship safety. In this event, the helicopter
must move clear of the ship immediately.
 Deck Party Officer (DPO) is the leader on scene of the deck party involved to helicopter operations.
He has to ensure that firefighting, life saving and other related equipment and is ready available for
use during operations, the deck party crew is fully briefed and trained to support operations and
appropriate communication has been establish with bridge as appropriate.

 Deck Party Crew (DPC) involves trained crew members with duties assigned for the operation. They
have to assist DPO During operations, assist the helicopter passengers where and if necessary and
prepare/operate firefighting / lifesaving and other related equipment.

 Officer of the Watch (OOW), has the vessel’s con under the supervision of Master during the
operation, is responsible for the safety of navigation, the weather prediction and monitoring and the
appropriate radio communication with the helicopter and/or the helicopter service provider.
 Chapter-13 Hypothermia

Hypothermia occurs when your body loses heat faster than it produces it. The most common causes
of hypothermia are exposure to cold-weather conditions or cold water. Staying out in the cold too
long. Being unable to get out of wet clothes or move to a warm, dry location

Hypothermia is a medical emergency that occurs when your body loses heat faster than it can
produce heat, causing a dangerously low body temperature. Normal body temperature is around 98.6
F (37 C). Hypothermia (hi-poe-THUR-me-uh) occurs as your body temperature falls below 95 F (35
C).

When your body temperature drops, your heart, nervous system and other organs can't work
normally. Left untreated, hypothermia can eventually lead to complete failure of your heart and
respiratory system and eventually to death.

Hypothermia is often caused by exposure to cold weather or immersion in cold water. Primary
treatments for hypothermia are methods to warm the body back to a normal temperature.

Symptoms

Shivering is likely the first thing you'll notice as the temperature starts to drop because it's your
body's automatic defense against cold temperature — an attempt to warm itself.

Signs and symptoms of hypothermia include:

 Shivering
 Slurred speech or mumbling
 Slow, shallow breathing
 Weak pulse
 Clumsiness or lack of coordination
 Drowsiness or very low energy
 Confusion or memory loss
 Loss of consciousness
 Bright red, cold skin (in infants)
Causes

Hypothermia occurs when your body loses heat faster than it produces it. The most common causes
of hypothermia are exposure to cold-weather conditions or cold water. But prolonged exposure to
any environment colder than your body can lead to hypothermia if you aren't dressed appropriately
or can't control the conditions.

Specific conditions leading to hypothermia include:

 Wearing clothes that aren't warm enough for weather conditions

 Staying out in the cold too long
  Being unable to get out of wet clothes or move to a warm, dry location
 Falling into the water, as in a boating accident
 Living in a house that's too cold, either from poor heating or too much air conditioning

How your body loses heat

The mechanisms of heat loss from your body include the following:

 Radiated heat. Most heat loss is due to heat radiated from unprotected surfaces of your
body.
 Direct contact. If you're in direct contact with something very cold, such as cold water or the
cold ground, heat is conducted away from your body. Because water is very good at
transferring heat from your body, body heat is lost much faster in cold water than in cold air.
Similarly, heat loss from your body is much faster if your clothes are wet, as when you're
caught out in the rain.
 Wind. Wind removes body heat by carrying away the thin layer of warm air at the surface of
your skin. A wind chill factor is important in causing heat loss.

Risk factors for hypothermia include:

 Exhaustion. Your tolerance for cold diminishes when you are fatigued.
 Older age. The body's ability to regulate temperature and to sense cold may lessen with age.
And some older adults may not be able to communicate when they are cold or to move to a
warm location if they do feel cold.
 Very young age. Children lose heat faster than adults do. Children may also ignore the cold
because they're having too much fun to think about it. And they may not have the judgment to
dress properly in cold weather or to get out of the cold when they should.
 Mental problems. People with a mental illness, dementia or other conditions that interfere
with judgment may not dress appropriately for the weather or understand the risk of cold
weather. People with dementia may wander from home or get lost easily, making them more
likely to be stranded outside in cold or wet weather.
 Alcohol and drug use. Alcohol may make your body feel warm inside, but it causes your
blood vessels to expand, resulting in more rapid heat loss from the surface of your skin. The
body's natural shivering response is diminished in people who've been drinking alcohol. In
addition, the use of alcohol or recreational drugs can affect your judgment about the need to
get inside or wear warm clothes in cold weather conditions. If a person is intoxicated and
passes out in cold weather, he or she is likely to develop hypothermia.
 Certain medical conditions. Some health disorders affect your body's ability to regulate
body temperature. Examples include an underactive thyroid (hypothyroidism), poor nutrition
or anorexia nervosa, diabetes, stroke, severe arthritis, Parkinson's disease, trauma, and spinal
cord injuries.
 Medications. Some drugs can change the body's ability to regulate its temperature. Examples
include certain antidepressants, antipsychotics, narcotic pain medications and sedatives.

 Prevention

Staying warm in cold weather

Before you or your children step out into cold air, remember the advice that follows with the simple
acronym COLD — cover, overexertion, layers, dry:

 Cover: Wear a hat or other protective covering to prevent body heat from escaping from yourhead,
face and neck. Cover your hands with mittens instead of gloves.
  Overexertion: Avoid activities that would cause you to sweat a lot. The combination of wet
clothing and cold weather can cause you to lose body heat more quickly.
 Layers: Wear loose fitting, layered, lightweight clothing. Outer clothing made of tightly
woven, water-repellent material is best for wind protection. Wool, silk or polypropylene inner
layers hold body heat better than cotton does.
 Dry: Stay as dry as possible. Get out of wet clothing as soon as possible. Be especially
careful to keep your hands and feet dry, as it's easy for snow to get into mittens and boots.
Hypothermia treatment:

1. replacing wet clothing with dry clothing;

2. wrapping the person in blankets;
3. placing dry coverings over the person;
4. covering the person's head and neck;
5. covering the person with an insulating device and vapour barrier;
6. applying warm, dry objects (40 to 45°C).

Use of immersion suit: An immersion suit, or survival suit (or more specifically an immersion
survival suit) is a special type of waterproof dry suit that protects the wearer from hypothermia
from immersion in cold water, after abandoning a sinking or capsized vessel, especially in the open
ocean.

TPA or Thermal Protective aid: Every survival craft should have 2 thermal protective aid suits or
10% of its total carrying capacity whichever is greater. The material used to make TPA is usually
aluminized polyethylene suit with sealing to reduce both convective and evaporative heat loss from
wearer's body.

Anti-exposure suit: Anti-exposure suits are similar to immersion suits, but there are a few
differences. They must provide at least 70 Newtons of buoyancy and be made of material that
reduces the risk of heat stress during rescue and evacuation operations. Anti-exposure suits are
provided with a lifejacket light and whistle and must be capable of turning a person in the water from
face-down to face-up in not more that five seconds.
 Chapter-14 Radio equipment

14.1 Two-way VHF radiotelephone apparatus

Portable two way VHF radiotelephone equipment is used for communications between survival craft
and rescue vessels. It may also be used for onboard communications on channels 15 and 17. Newer
models automatically reduce the power to 1 W when these channels are selected. The equipment
typically comprises a small hand-held transceiver with integral antenna

IMO performance standards

The equipment should comprise at least:

A transmitter and receiver;

An antenna which may be fixed or mounted separately; and

A microphone with a PTT and loudspeaker.

The equipment should:

Be capable of being operated by unskilled personnel;

Be capable of being operated by personnel wearing gloves for immersion suits;

Be capable of single–handed operation except for channel selection;

Withstand drops on to a hard surface from a height of 1 m;

Be watertight to a depth of 1 m for at least 5 min;

Maintain water tightness when subjected to a thermal shock of 45 deg C under conditions of
immersion;

Not be unduly affected by seawater, or oil, or both;

Have no sharp projections which could damage survival craft;

Be capable of operating in the ambient noise level likely to be encountered on board ships or in
survival craft;

Have provisions for its attachment to the clothing of the user;

Be resistant to deterioration by prolonged exposure to sunlight;

Be either of a highly visible yellow/orange colour or marked with a surrounding yellow/orange

marking strip;

Be capable of operation on the frequency 156.800 MHz (VHF Ch. 16) and on at least one additional
channel;

Note: Some authorities require channels 6, 13, 16 and 73 at least.

Be capable of operation on the frequency 156.800 MHz (VHF Ch. 16) and on at least one additional
channel;

Note: Some authorities require channels 6, 13, 16 and 73 at least.

Be fitted with channels for single–frequency voice communication only (i.e. duplex channels not
allowed);

Be provided with an on/o switch with a positive visual indication that the radiotelephone is switched
on;

Be provided with a manual volume control by which the audio output may be varied;

 Be provided with a squelch (mute) control and a channel selection switch:

– Channel selection should be easily performed and the channels should be clearly
discernible.
– Channel indication should be in accordance with Appendix 18 of the ITU Radio
Regulations.
– It should be possible to determine that channel 16 has been selected in all ambient
light conditions.
 Be operational within 5 s of switching on; and
 Not be damaged by the effects of open–circuiting or short–circuiting the
antenna.

Equipment Operation
The equipment is operated in the same fashion as any hand held (or ‘walkie-talkie’) type unit.
Controls are provided for volume, squelch and channel operation. Transmission – reception is
controlled by a ‘push-to- talk’ switch located on the side of the unit.
The VHF emergency frequency: The frequencies are 121.5 MHz for civilian, also known as
International Air Distress (IAD) or VHF Guard, and 243.0 MHz for military use, also known as
Military Air Distress (MAD) or UHF Guard.

VHF frequency range: Very high frequency (VHF) is the ITU designation for the range of radio
frequency electromagnetic waves (radio waves) from 30 to 300 megahertz (MHz), with
corresponding wavelengths of ten meters to one meter

The emergency channel on VHF: Channel 16 VHF, Channel 16 VHF. Channel 16 VHF (156.8
MHz) is a marine VHF radio frequency designated as an international distress frequency. Primarily
intended for distress, urgency and safety priority calls, the frequency may also carry routine calls
used to establish communication before switching to another working channel.

International VHF Marine Radio Channels & Frequencies

Channel Tx Frequency Type of Traffic

14 156.700 MHz Port Operations & Ship Movements

15 156.750 MHz Environmental

16 156.800 MHz International Distress, Safety & Calling

17 156.850 MHz Special Pu

Carriage Requirements: GMDSS vessels over 500 GRT are required to carry three portable
survival craft VHF transceivers. Vessels of 300–500 GRT carry two. They are usually stored on or
near the navigating bridge, for easy transport to survival craft. As the equipment uses re–chargeable
batteries, the transceivers are stored in a ‘drop in’ type of battery charging cradle.

Requirements of passenger vessel: At least three two-way VHF radiotelephone apparatus must be
provided on every passenger ship.

Controls and indicators

→ An on/off switch should be provided with a positive visual indication that the radiotelephone is
switched on.
→The receiver should be provided with a manual volume control by which the audio output of the
loudspeaker may be varied. Where a handset is provided, this manual volume control of the
loudspeaker should not influence the audio output of the handset.
→A squelch (mute) control and a channel selection switch should be provided.
→Channel selection should be easily performed and the channels should be clearly discernible.
→Channel indication should be in accordance with Appendix 18 of the Radio Regulations.
→It should be possible to determine that channel 16 has been selected in all ambient light conditions.

Transmitter power

The R.F. output power should be a minimum of 0.25 W. Where the R.F. output power exceeds 1 W a
power reduction switch to reduce the output power to 1 W or less is required.
Receiver parameters
→The sensitivity of the receiver should be equal to or better than 2μV e.m.f. for a SINAD ratio of 12
dB at the output.
→ The immunity to interference of the receiver should be such that the wanted signal is not seriously
affected by unwanted signals.

Antenna

The antenna should be vertically polarized and, as far as practicable, be unidirectional in the
horizontal plane. The antenna should be suitable for efficient radiation and reception of signals at the
operating frequency.

Receiver antenna work: Electricity flowing into the transmitter antenna makes electrons vibrate up
and down it, producing radio waves. 2) The radio waves travel through the air at the speed of light.
This produces an electric current that recreates the original signal. Transmitter and receiver
antennas are often very similar in design.

Receiver output

Receiver antenna work: Electricity flowing into the transmitter antenna makes electrons vibrate up
and down it, producing radio waves. 2) The radio waves travel through the air at the speed of light.
This produces an electric current that recreates the original signal. Transmitter and receiver
antennas are often very similar in design.

→The audio output should be sufficient to be heard in the ambient noise level likely to be
encountered in survival craft.

→In the transmit condition, the output of the receiver should be muted.

Receiver works: The receiver is at the heart of a typical home theater system. The receiver sends the
video on to your television and sends the audio to the decoder. The decoder sorts out the different
sound channels from the video signal, and then sends the information to amplifiers for each sound-
channel output.

Power supply

→The source of energy may be integrated in the equipment or external to it.

→The source of energy should have sufficient capacity to ensure 8-hour operation at its highest rated
power with a duty cycle of 1:9. This duty cycle is defined as 6-second transmission, 6-second
reception above squelch opening level and 48-second reception below squelch opening level.

→The two-way radiotelephone equipment may be equipped with a primary or secondary battery.
Primary batteries should have a shelf life of at least 2 years.

→Where secondary batteries are used, suitable arrangements should be made to ensure the
availability of fully charged cells at all times.
 14.2 Emergency position-indicating radio beacons (EPIRBs)

EPIRBs: An Emergency Position Indicating Radio Beacon or EPIRB is used to alert search and
rescue services in the event of an emergency. It does this by transmitting a coded message on the 406
MHz distress frequency via satellite and earth stations to the nearest rescue co-ordination centre.

Use: You should only use an EPIRB when there is a threat of grave and imminent danger. During an
emergency, you should first try to communicate with others close by using radios, phones and other
signaling devices.
EPIRBs are generally installed on boats and can either be operated automatically after an incident or
manually. In most countries they are mandated to be used in all commercial shipping. However, they
are also used on yachts and leisure boats.
Activation of EPIRBS: Automatic EPIRBs are water activated. Some EPIRBs also "deploy"; this
means that they physically depart from their mounting bracket on the exterior of the vessel (usually
by going into the water.) For a marine EPIRB to begin transmitting a signal (or "activate") it first
needs to come out of its bracket (or "deploy"). This mechanism releases the EPIRB at a water depth
of 1 - 3 meter.
Types: There are two types of 406 MHz EPIRB's. one category EPIRB is automatically activated
when a ship sinks. Another category EPIRBs are housed in a special bracket equipped with a
hydrostatic release. This mechanism releases the EPIRB at a water depth of 1 - 3 meter.
Requirements: It is mandatory to carry one EPIRB on every ship and two EPIRBS for all Registered
ships (and other types of vessels)

Frequency: The standard frequency of a modern EPIRB is 406 MHz. It is an internationally-

regulated mobile radio communication service that aids search and rescue operations to detect and
locate distressed boats, aircraft, and people. It is distinct from a Satellite emergency position-
indicating radio beacon station.

Battery

 12 Volt battery
 48 hours of transmitting capacity
 Normally replaced every 2 to 5 years
 The purpose of EPIRBs: The basic purpose of this system is to help rescuers find survivors
within the so-called "golden day" (the first 24 hours following a traumatic event)
Testing EPIRB

The EPIRB should be tested once a month to ensure operational integrity. The procedure to do so is
as follows:

1. Press and release the test button on the EPIRB

2. The red lamp on the EPIRB should flash once
3. Within 30 seconds of pressing the button, the strobe, as well as the red light, should flash
several times
4. After 60 seconds of operation, the EPIRB will switch off
Maintenance of EPIRB

1. The EPIRB must be inspected visually for any defects such as cracks
2. It is advisable to clean the EPIRB once in a while with a dry cloth
3. While cleaning, the switches must be specifically checked
4. The lanyard of the EPIRB must be neatly packed into the container of the EPIRB without any
loose ends dangling about
5. The expiry date of the battery must be checked to cover the immediate as well as the next
voyage at the least
6. Send the EPIRB back to the service agent or the supplier if the EPIRB fails the monthly
checks
7. Change the battery onboard if the facilities are available or send it to the servicing agent if
there isn’t
8. If the EPIRB has been used in an emergency, it must be returned to an authorised service
agent for a battery change.
9. In the event that the HRU has crossed its expiry date, the HRU ought to be replaced on board
and HRU must be marked with an expiry date 2 years into the future

Using an EPIRB
The EPIRB needs to be activated to emit signals. This could be done by pushing a button on the unit,
or it could happen automatically if and when it comes in contact with water. The latter variety is
known as hydrostatic EPIRB; the quality makes hydrostatic EPIRBs the best choice for sailors
because they could be automatically activated in case the ship or vessel meets an accident and finds
itself in deep waters. The apparatus will operate for a period of 48 hours

The point to be kept in mind is that EPIRB needs activation to be operative, and this could happen
only when it emerges from the bracket it is placed in. This could be done manually or it could
happen automatically, as said earlier. The device is essentially battery-operated. This helps because
power is the first entity to be affected in case of a calamity.

How does it work: An Emergency Position Indicating Radio Beacon or EPIRB is used to alert
search and rescue services in the event of an emergency. It does this by transmitting a coded message
via the free to use, multinational Cospas Sarsat network

SARTs: The Search and Rescue Transponder (SART) is a self-contained, waterproof, floating radar
transponder intended for emergency use at sea. They are designed to be used on board any vessel;
ship, boat, or survival craft. There are (2) types of Search and Rescue Transponders, the
“Radar SART" and the “AIS SART." SART operates on 9 GHz.

14.3 Search and rescue transponder beacons (SARTs)

Use: A Search and Rescue Transponder (SART) is an electronic device that automatically reacts to the
emission of a radar. This enhances the visibility on a radar screen. SART transponders are used to ease the
search of a ship in distress or a liferaft. These devices may be either a radar-SART, or a GPS-based AIS-
SART (automatic identification system SART).All GMDSS vessels up to 500 ton must carry at least one
SART.

Activating the SART

1. If the SART is stowed on the vessel, then remove it from the bracket mounted inside the
vessel next to emergency exit while abandoning the vessel and embark the life raft.
2. Switch on the SART (the way to do that depends of the SART model). The SART should
give appropriate light indication (depends on the SART model).

Testing: Hold the switch on the SART in its TEST position (the way to do that depends of the SART
model) for no more than 10 s at least 15 m from the vessel's X-band radar antenna.
The SART should give appropriate sound and light warning (depends on the SART model). At least every 6
months The transponder should be taken out of its bracket and tested against a radar, using the procedure .
Note that the self-test use the internal battery and will reduce the operational lifetime of the equipment
therefore the test should be limited to not more than once every month“.Battery: According to IMO
standards, all AIS SARTs must give a minimum of five years battery life in standby mode, and 96 hours
battery life when activated.
Requirements: Vessels over 500 GRT must carry two. The SART(s) or AIS-SART(s) must be
stowed in locations from where they can be rapidly placed in survival craft. Most Australian GMDSS
vessels have SARTs stowed on the bridge, near the bridge wing doors.
Purpose and method of operation of a SART: A SART operates in the 9 GHz (3 cm or ‘X-band’) radar
frequency band and, on receiving a signal from a ship or aircraft radar, transmits a series of response
(homing) signals. The SART can be activated manually or automatically (in some cases) so that it will
thereafter respond when interrogated. The method of using and activating SARTs varies over the type
available, but instructions are marked on the sides of all SARTs.
These response signals will be seen on the ship or aircraft radar screen as a line of 12 dots (0.64 n miles
apart) extending approximately 8 n miles outward from the SART’s position along its line of
bearing. This unique radar signal is easily recognized and allows the rescue vessel or aircraft to
locate the survival craft. As the SART becomes closer, another 12 dots are produced, also 0.64 n
miles apart (see Section 11.1.4).
A SART will not respond to 3 GHz radar (also referred to as 10 cm or ‘S-band’) radar.

A distress signal, also known as a distress call, is an internationally recognized means for obtaining
help. Distress signals are communicated by transmitting radio signals, displaying a visually
observable item or illumination, or making a sound audible from a distance.

An emergency on the water and need help, you can use distress signals, flares, PLBs and EPIRBs to
show you are in distress.

Distress signals

Description
A distress signal, also known as a distress call, is an internationally recognized means for obtaining
help. Distress signals are communicated by transmitting radio signals, displaying a visually
observable item or illumination, or making a sound audible from a distance.

Distress signals are used to show that you need help and require immediate assistance. The signals
14.4 Distress signals
are internationally recognized and must only be used if you are in distress.

1. Use your marine radio/signaling:

2.
a. 'mayday, mayday, mayday' in emergencies only
b. 'pan pan, pan pan, pan pan' for urgent messages that aren't emergencies
c. SOS in Morse code (using marine radio or another signaling method).
3. If other boats or aircraft are in the area, let off an orange smoke flare (daylight) or a red hand-
held flare (night).
 4. A v-sheet should be displayed to attract the attention of other boats or over passing aircraft.
6. Continuously use sound signaling equipment for SOS.

7. Display international code flags N over C.

8. An EPIRB or PLB should be used as a last resort. Keep it turned on until help arrives.
nd repeatedly raise and lower your arms o tretched to each sid

Flares

Use flares to get the attention of other boats or aircraft in the area if you need assistance. Flares that are in
date must be carried on all boats and personal watercraft (PWC) that operate beyond smooth water limits,
except tenders that don’t need registration. Both orange smoke and red hand flares are needed as part of the
safety equipment (PDF, 200 KB) for these boats.

Your flares must be in date. Flares have a life span of 3 years and must be replaced before they expire. The
expiry date is printed on the flare.
Always read the instructions and make sure you understand the manufacturer’s directions before
storing your flares on board your boat. Flares should be stored in a dry place where they will be
easily accessible in an emergency.

There are 3 types of flares that are designed for day or night use. Effective ranges of flare in
conditions of good visibility are:

Flare type At night During the day

Parachute flare 25 to 35 nautical Are red in colour and can be used during the day.
miles

Red hand flare 5 to 10 nautical Are red in colour and can be used during the day.
miles

Orange smoke Not suitable Very limited—visibility up to 1.4 nautical miles (nm) but
flare better from the air.

There are severe penalties for misuse of flares including—the cost of labour, risk incurred or loss
sustained as a result of misusing flares.

Make sure you dispose of expired flares correctly.

Emergency beacons—EPIRBs and PLBs

An Emergency Position Indicating Radio Beacon (EPIRB) is a small electronic device that, when
activated in an emergency, can help search and rescue authorities pinpoint your position.

Once activated, EPIRBs continuously send out a signal for at least 48 hours. Search and rescue
authorities respond to all EPIRB activations—you must only activate the EPIRB in an emergency
and you must tell them immediately if you no longer need help.
 OCEAN MARITIME ACADEMY DATE 1 January 2013

PROFICIENCY IN PERSONAL SURVIVAL ISSUE NO

CRAFT AND RESCUE BOATS (PSCRB) PAGE NO

All boats operating beyond smooth and partially smooth waters or more than 2nm from land in open
waters must carry a 406MHz digital EPIRB.

Operators of lightweight craft have a choice if they want to carry an EPIRB or a Personal Locator
Beacon (PLB). If you chose to carry a PLB in place of an EPIRB it must comply with the following;

 GPS enabled
 float
 be worn by the operator
 comply with AS/NZ 4280.20
 be registered with AMSA
 in service

Lightweight craft means off the beach type craft, human powered canoe and kayak, small sailing
vessels (less than 6m in length) and personal watercraft.

EPIRBs and PLBs must:

 Comply with the Australian Standards (4280.1:2003).

 Be registered with the Australian Maritime Safety Authority (AMSA)—registration is free
and must be renewed every 2 years. You need to tell AMSA when the beacon ownership or
boat details change.

Do not dispose of old beacons in general waste as it will end up in landfill and could be accidentally
activated. Contact your local battery store to check whether they disconnect and dispose of beacons.
A small fee may apply.

Safety tips
 Keep flares and beacons in good condition and accessible at all times on your boat. You
should clearly sign where safety equipment is kept on your boat.
 Make sure you know how to use flares and beacons before you go out on your boat so
you’re ready in an emergency.
 Check the expiry dates on safety equipment regularly and replace them before they
expire.
 Wear your PLB on your person.

MAS Marine Page 123

Academy
 OCEAN MARITIME ACADEMY DATE 1 January 2013

PROFICIENCY IN PERSONAL SURVIVAL ISSUE NO

CRAFT AND RESCUE BOATS (PSCRB) PAGE NO

1. Red handheld flares: Use as a line of sight distress signal by day and night. Hold with arms
outstretched.
2. Orange smoke distress flares: Use as a line of sight distress signal for daytime use only.
3. Red parachute or rocket flares: Use for long range distress signaling.
4. Illuminating flare. White Handheld:

Caution: Use flares only in an emergency. Always read the manufacturer's instructions before using flares as a
safety measure. Aerial flares should be fired at an angle into the wind. If the wind is strong, the firing angle must be
reduced.

The rocket parachute flare:

 Creates a single red star;
 Reaches a height of 300 m (984’) and comes
 Down slowly with a parachute;
 Is easily seen from the ground or air; and
 Burns for at least 40 seconds.

Smoke Signal :

 creates a dense orange smoke;

 is most effective for daytime us
The multi-star flare:
 Creates two or more red stars;
 Reaches a height of 100 m (328’1”) and
 Each burns for four or five seconds; and
 Is easily seen from the ground or air.

The hand flare:

 Is a red flame torch you hold in your hand;
 Provides limited visibility from the ground;
 Is best used to help air searchers locate you; and
 Burns for at least one minute.
Use a signal mirror: Use the mirror to reflect sunlight on
to a nearby surface like a raft or your hand. Slowly bring
the mirror up to your eye, while making sure that the
reflective surface is not obscured by your brimmed hat or fingers. Tilt the mirror up toward the sun
(not directly into it, though), until you see a small bead of light.

How far can you see a signal mirror: The signal mirror has repeatedly been rated as the most
effective daylight-signaling device available and has been seen from up to 100 miles away. Because
of this, the Star Flash Signal Mirror has been an included item in Air Force Survival Kits.

Pyrotechnics are carried in survival craft: Six hand flares, four rocket parachute flares and two
orange smoke floats

Pyrotechnics are carried in a life raft Lifeboat (each)

 Hand Flares (06 nos)

 Rocket Parachute Flares (04 nos)
 Buoyant smoke signal (02 nos)
.
How to use distress flares at sea:

Flares should be kept in a waterproof container in an easily accessible location such as a cockpit
locker. There are several types of flare for different purposes:

Red handheld flares:

→Use as a line of sight distress signal by day and night.

→Hold with arms outstretched.
→ Point downwind.
→Don’t look at flare.
→ Lasts approx 1 minute.
Orange smoke distress flares:

→Use as a line of sight distress signal for

daytime use only.
→Handheld and Floating canister versions,
which last
approx 3 minutes.

Red parachute or rocket flares:

→Use for long range distress signaling.

→Up to 10 miles in daylight, 40 miles at
night.
→Height 300m if fired vertically.
→Fire at 45º downwind in low cloud or
strong winds.
→Lasts less than 1 minute.

Illuminating flare White Handheld:

→Only available in some countries.

→Use to signal your position at night if there is a risk of collision.
→Hold with arms outstretched.
→Point downwind.
→Don’t look at flare.
→Lasts approx 1 minute

Tips

• Handheld flares get very hot. Keep a pair of gloves with the container to prevent burns.

• Check your expiry dates and replace when necessary. Take advice on disposal of expired flares
locally.
 Lists the devices for signaling attracting attention as:
 Pyrotechnics
 Torch suitable for morse signaling
 Daylight signaling mirror
 Whistle
 Orange sails in open boat
 Searchlight

Pyrotechnics are carried in survival craft: Six hand flares, four rocket parachute flares and two
orange smoke floats.

How many pyrotechnic signals are in each lifeboat: If pyrotechnic devices are selected, a
minimum of three must be carried. Any combination can be carried as long as they add up to
three signals for day use and three signals for night use.

It is remember that pyrotechnics should only be used on the instructions of the person in
charge of the craft

Purpose of distress flare: Distress Flares are an essential piece of kit for any vessels that are used
at sea or inland waterways. Predominantly used as a way to signal for help, flares can also be used to
warn other boats about your position as to avoid potential collisions
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Chapter-15 First aid

15.1 Resuscitation techniques

Breathing: Breathe for the person

Rescue breathing can be mouth-to-mouth breathing or mouth-to-nose breathing if the mouth is
seriously injured or can't be opened.
With the airway open (using the head-tilt, chin-lift maneuver), pinch the nostrils shut for mouth-to-
mouth breathing and cover the person's mouth with yours, making a seal.
Prepare to give two rescue breaths. Give the first rescue breath — lasting one second — and watch to
see if the chest rises. If it does rise, give the second breath. If the chest doesn't rise, repeat the head-
tilt, chin-lift maneuver and then give the second breath. Thirty chest compressions followed by two
rescue breaths is considered one cycle. Be careful not to provide too many breaths or to breathe with
too much force.
Resume chest compressions to restore circulation.
As soon as an automated external defibrillator (AED) is available, apply it and follow the prompts.
Administer one shock, then resume CPR — starting with chest compressions — for two more
minutes before administering a second shock. If you're not trained to use an AED, a 911 or other
emergency medical operator may be able to guide you in its use. If an AED isn't available, go to step
5 below.
Continue C PR until there are signs of movem ent or emergency medical p personnel take over

Cardiac compression: 000010. Cardiopulmonary resuscitation (CPR) is an emergency

procedure that combines chest compressions often with artificial ventilation in an effort to
manually preserve intact brain function until further measures are taken to restore spontaneous
blood circulation and breathing in a person who is in cardiac arrest.

Cardiac Arrest occurs, some of these symptoms may come before Sudden Cardiac Arrest:

Fatigue or weakness.

Shortness of breath.

Fainting.

Dizziness or lightheadedness.

Heart palpitations.

Chest pain.
Closed-chest massage: an effective resuscitative procedure for the maintenance of the
circulation during cardiac arrest.

What does chest compression do?

Rescue breathing, which provides oxygen to a person's lungs. Chest compressions, which keep
the person's blood circulating.

Closed chest cardiac massage: Open versus closed chest cardiac massage in non-
traumatic cardiac arrest......However, in the ensuing quarter of a century, a large amount of data
has been accumulated that seems to indicate that open-chest CPR is the physiologically superior
method of cardiopulmonary resuscitation.

Note: Cardiac massage may be performed either internally through an opening in the chest
wall by direct squeezing or externally through compression of the chest (as in
cardiopulmonary resuscitation).

Recovery position for unconscious person: If a person is unconscious but is breathing and has
no other life-threatening conditions, they should be placed in the recovery position. Putting
someone in the recovery position will keep their airway clear and open. It also ensures that any
vomit or fluid won't cause them to choke.
The recovery position is used for a casualty who is unconscious but breathing, or for an
unconscious person who has foreign material in their airway, or to help clear the airway of water
after suspected drowning.
It's important to get help as quickly as possible for someone who's unconscious. If another
person is available, ask them to phone 000 for an ambulance. If you are alone with the casualty,
turn them into the recovery position before phoning for an ambulance.
The recovery position described below is for children over the age of one and adults. Babies
should be laid face down over your forearm with their head supported by your hand.

Kneel beside the person.

Put their arm that’s farthest from you out at right angles to their body.

Place their nearer arm across their chest.

Bend their nearer leg up at the knee; the other leg should be straight.
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 While supporting their head and neck, roll the person away from you.
 When they are on their side, keep their top leg bent at the knee, with the knee touching
the ground.
 Then tilt the head slightly backwards and downwards to let anything that’s in the airway
(such as vomit) drain out, and clear the airway with your fingers.

15.2 Use of first-aid kit

A basic first aid kit may contain:

 Plasters in a variety of different sizes and shapes

 Small, medium and large sterile gauze dressings
 At least 2 sterile eye dressings
 Triangular bandages
 Crêpe rolled bandages
 Safety pins
 Disposable sterile gloves
 Tweezers
 Scissors
 Alcohol-free cleansing wipes
 Sticky tape
 Thermometer (preferably digital)
 Skin rash cream, such as hydrocortisone or calendula
 Cream or spray to relieve insect bites and stings
 Antiseptic cream
 Painkillers such as paracetamol (or infant paracetamol for children), aspirin (not to be
 given to children under 16), or ibuprofen
 Cough medicine
 Antihistamine cream or tablets
 Distilled water for cleaning wounds
 Eye wash and eye bath

It may also be useful to keep a basic first aid manual or instruction booklet with your first aid kit.

Medicines should be checked regularly to make sure they're within their use-by dates.

Describes how to deal with the following aboard a survival craft:

 Bleeding
 Fractures
 Burns
 Shock

Cause of Frostbite: Frostbite is an injury caused by freezing of the skin and underlying tissues.
First your skin becomes very cold and red, then numb, hard and pale. Frostbite is most common
on the fingers, toes, nose, ears, cheeks and chin. Exposed skin in cold, windy weather is most
vulnerable to frostbite.

The 3 stages of frostbite:

Three frostbite stages are: The first degree - irritates the skin. The second degree - blisters but
has no major damage. The third degree - involves all layers of the skin and causes permanent
tissue damage.

Signs and symptoms of frostbite include:

 At first, cold skin and a prickling feeling.

 Numbness.
 Red, white, bluish-white or grayish-yellow skin.
 Hard or waxy-looking skin.
 Clumsiness due to joint and muscle stiffness.
 Blistering after rewarming, in severe cases

Treatment for frostbite: Minor frostbite can be treated at home with basic first-aid measures.
For all other frostbite, after appropriate first aid and assessment for
hypothermia, treatment may involve rewarming, medications, wound care, surgery and various
therapies, depending on the severity of your injury. Rewarming of the skin.

The frostbitten areas need to be rewarmed. Rewarming shouldn't be attempted until you're out of
the cold.
If the warming process is started and the frozen parts are then re-exposed to the cold, it can cause
further, irreversible damage.

Rewarming should ideally be carried out under medical supervision – it can be a painful process
requiring painkillers and expert medical assessment. The best results are achieved using a
whirlpool bath that contains a mild antiseptic.

The affected area should be rewarmed slowly by immersing it in warm, but not hot, water. A
bath of water at a temperature of 40C to 41C (104F 105.8F) is recommended.

Rewarming should last at least 30 minutes and only be stopped once the affected body part is a
red-purple colour and can be easily moved.

This process can be repeated twice a day until there are clear signs that the affected body part is
beginning to heal, such as the growth of new skin and the return of normal skin colour.

First aid

If medical assistance isn't available, the following steps can be taken to treat frostbite

 Move to a warmer place (if possible) – it's best to avoid walking on frostbitten feet and
toes as it can cause further damage, but in emergency situations this may not always be
possible
 Replace wet clothing with soft, dry clothing to stop further heat loss
 Warm the body by wrapping it in blankets and protecting the frostbitten parts
 Don't rub the affected area or apply direct heat (such as from a fire or heater) as this can
cause further injury
 Don't smoke if you have frostbite (or allow someone else with frostbite to smoke)
because smoking can affect blood circulation

Non-freezing cold injury (NFCI) is an injury of the hands or feet resulting from exposure to wet
conditions and temperatures just above freezing, typically found in soldiers. NFCI is due to
microvascular endothelial damage, stasis and vascular occlusion.

 Explains how to prevent immersion foot .

 Describes the treatment of immersion foot .
 Explains the cause of heat stroke and how to avoid it .

In most cases, you can treat heat exhaustion yourself by doing the following:
Rest in a cool place. Getting into an air-conditioned building is best, but at the very least, find a
shady spot or sit in front of a fan.

 Drink cool fluids. Stick to water or sports drinks. ...

 Try cooling measures. ...
 Loosen clothing.

Trench Foot or Immersion Foot

What is trench foot?

Trench foot, also known as immersion foot, occurs when the feet are wet for long periods of
time. It can be quite painful, but it can be prevented and treated.

What are the symptoms of trench foot?

Symptoms of trench foot include a tingling and/or itching sensation, pain, swelling, cold and
blotchy skin, numbness, and a prickly or heavy feeling in the foot. The foot may be red, dry, and
painful after it becomes warm. Blisters may form, followed by skin and tissue dying and falling
off. In severe cases, untreated trench foot can involve the toes, heel, or entire foot.

How is trench foot prevented and treated?

When possible, air-dry and elevate your feet, and exchange wet shoes and socks for dry ones to
help prevent the development of trench foot.

Treatment for trench foot is similar to the treatment for frostbite. Take the following steps:

 Thoroughly clean and dry your feet.

 Put on clean, dry socks daily.
 Treat the affected part by applying warm packs or soaking in warm water (102° to 110°
F) for approximately 5 minutes.
 When sleeping or resting, do not wear socks.
 Obtain medical assistance as soon as possible.

If you have a foot wound, your foot may be more prone to infection. Check your feet at least
once a day for infections or worsening of symptoms.

Treatment for Heat Exhaustion

 Drink plenty of fluids, especially sports drinks to replace lost salt (avoid caffeine and
alcohol).
 Remove any tight or unnecessary clothing.
 Take a cool shower, bath, or sponge bath.
  Apply other cooling measures such as fans or ice towels.
 Fuel contamination, or more properly microbial contamination of fuel, is a term used to
describe the water and bacterial microbes that find a home in your diesel and other fuels.
If left untreated, contaminants will grow and eventually render the fuel in which they
reside useless

What Causes Fuel Contamination?

Fuel contamination can be the result of a foreign substance entering the fuel tank or a result
of fuel degradation. One of the most common contaminants is microbial in nature, commonly
known as the diesel bug. Fuel contamination reduces the combustibility of the fuel.
Leading causes of high soot levels can include poor ignition timing, a restricted air filter, and
excessive ring clearance. High soot loads in oil increase the depositing of soot and sludge on a
wide variety of engine parts such as piston rings and cylinder walls.
 Chapter-16 Drills in launching and recovering boats

Prior commencement of drill

1. The lifeboat lowering/free fall launching/rescue boat drill is to be supervised by a competent

personnel.
2. The Master is to ensure that all safety measures and precautions are being observed in
accordance with the vessel’s safety management system (SMS) and lifeboat / rescue boat
instruction manuals.
3. Safety briefing to all personnel involved shall be conducted prior to commencement of the
drill.
4. The operation must be carried out during daylight hours only.
5. The operation shall not be carried out concurrently with any other activity such as
bunkering, overside cargo operation, underwater diving, main engine immobilization etc.
6. Master of vessel shall Inform the Marine Safety Control Centre (MSCC) via VHF CH 07 or
Tel 63252488/2489; 30 mins prior to commencement, upon completion and in the event of
suspension of the operation.

Conducting the drill

1. There must be a safety boat in attendance if the lifeboat or rescue boat drill requires
maneuvering in the water as part of the drill. Maneuvering of the lifeboat should be kept
within the ship's length. The lifeboat / rescue boat is not permitted to loiter about at the
anchorages. Note: The safety boat must be a suitable size harbor craft and should be able to
hold and tow the lifeboat / rescue boat, if required. The ship's rescue boat or lifeboats are not
permitted for use as a safety boat.)
2. The launch area must be clear of traffic before the lowering commence. The safety boat if
provided, must warn all approaching traffic of the operation.
3. There shall be no person(s) in the lifeboat /rescue boat during its lowering, launching and
recovery.
4. The drill shall abort immediately in the event of emergency, inclement weather condition or
any likelihood of safety being compromised.

Application Procedures

a) Free fall lifeboat launching and/or Lifeboat drills involving in-water maneuvering - Ship-
owners, masters or agents of vessels are required to obtain written approval from MMD’s
Mercantile Marine Department at least three (3) working days prior the intended operation.
Permission for free fall lifeboat launching is only granted to be carried out at Sudong Special
Purpose and Raffles Reserve anchorages and subject to space availability. Such request may be
transmitted by FAX or via email with the following information:
i. Name, IMO Number, Call sign, type and maximum height of vessel.
ii. Proposed location and date of drill.
 iii. Harbour craft licence number of safety boat.
iv. Name of shipyard/berth and Terminal manager's approval if drills are being carried out
alongside berth.
v. Ship specific Safe Operating Procedures (SOP) for the intended operation endorsed by
Master or Vessel Managers.
vi Any other activity intended to be carried out at location.

b) Lifeboat drills which do not require in-water maneuvering - Ship-owners, masters or agents of
vessels to obtain approval by calling Marine Safety Control Centre via VHF Channel 07 by
providing the following information :
i. Name, IMO Number or Call sign, type and maximum height of vessel.
ii. Proposed location and date and time of drill.

Launching procedure of life boat:

 Two persons go inside the Life Boat and passes the end of toggle painter and plugs the
drain.
 Check all lines and falls are clear of Life Boat.
 Make fast the other end of toggle painter on a strong point forward of the ship.
 Remove forward and aft gripes and secure tricing pendant, both person stand by for
passing bow sing tackle.
 Remove harbour safety pin.
 Make sure the ship’s side is free of everything, no water or garbage is there.
 Now, one person lift’s the Dead man’s handle slowly which releases the brake.
 The boat along with cradle sides downward till it comes to the embarkation deck. Do not
let the falls over run because tricing pendants are not strong enough to carry the weight of
the boat.
 By pulling bowsing tackle, bring it alongside the embarkation deck.
 Crew embark inside the boat.
 Now, tricing pendant is removed and the whole load comes on falls.
 Boat is further lowered with Dead man’s handle.
 Get the lifeboat away from the ship, rescue any survivor in the water.
 IMO LIFEBOAT LAUNCHING POSTER

Recovery of a life boat:

Preparation:
Secure a wire pendant to an accessible point on the davit arm.
Care to be taken and ensure that all the materials used are of sufficient strength to accept the
weight of a fully laden boat.
The boat falls should be retrieved at deck level and the nylon strop shackle to the linkage of the
floating block

During the recovery operation

Continue to assess the priorities
Continue your risk assessment, including your own ongoing recovery capability, the survival
chances of those not yet recovered, and the availability of other recovery resources
Keep RCC and/or OSC advised of your progress and future capability.
 Chapter-17 Drills in launching liferafts

17.1 Davit-launched liferafts

→ Acts as an efficient member of a launching crew

→ Takes charge and allocates duties for launching
→ Gives correct orders for swinging out the raft, securing it and boarding
→ Lowers a liferaft
→ Operates the safety catch of the lifting hook at the correct time
→ Recovers the hook ready for the next launch
→ Clears away from ship's side and streams a sea-anchor

17.2 Throw-overboard liferafts

Checks that the painter is securely fastened to a strong point or to the hydrostatic release
unit (where fitted)
 Releases the liferaft manually
 Throws the liferaft into the water and hauls in the slack of the painter, causing the raft
to inflate
 Boards the liferaft and explains how to get clear of ship's side

17.3 Boarding a liferaft from the water

→ Dons a lifejacket/immersion suit correctly, without assistance, within a period of 1 minute
→ Jumps into the water from a height while wearing a lifejacket/immersion suit
→ Uses the attached whistle
→ Demonstrates the "heat-escape-lessening posture" (HELP)
→ Rights an inverted liferaft
→ Boards a liferaft from the water while wearing a lifejacket assists an exhausted survivor to
board a liferaft
→ Throws the rescue quoits and line to a person in the water
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17.4 Righting an inverted liferaft

How to right the life raft

There may be occasions when the life raft inflates upside down. This can happen in bad weather
or strong winds.

If this happens, send a volunteer or a good swimmer wearing a lifejacket into the water to turn
the life raft upright. Do this right away, because it may become difficult if the water fills in the
canopy of the life raft, making it heavier.

Life rafts have the righting position marked clearly on the main buoyancy tubes. To right the life
raft:

Turn the life raft until the gas bottles are downwind

Get onto the inverted floor of the life raft, at the gas bottles

Standing on top of the gas bottles, heave the raft over by pulling the righting strap

Hold your arms folded above your head as the raft comes over, to form a pocket of air. Recover
your breath before swimming out from under the raft When righting the life raft, make use of
the direction of the wind
 Chapter-18 Drills in launching and recovering rescue boats
 → Ensure as an efficient member of a launching crew
 → Takes charge and allocates duties for launching, handling and recovery
 → Gives correct commands for launching and boarding the rescue boats, clearing the
ship's side and handling and disembarking persons from rescue boats
 → Prepares and safely launches rescue boats and clears the ship's side quickly
 → Acts as coxswain in handling rescue boats under power and oars
 → Streams a sea-anchor
 → Picks up a survivor from the water
 → Places a survivor in a stretcher
 → Safely brings rescue boats alongside

Recovery Strops are used to heave up Rescue Boats in

Rough Weather conditions. Recovering a rescue boat using Recovery Strops prevents
damage to the rescue boat from the Floating Blocks in rough weather/Heavy seas and it's
easier to secure the lifeboat to the falls with a soft strop rather than the Floating Block
 CHAPTER-19 Practical exercises and evaluation

 States that starting of outboard motor out of water will quickly heat the engine and will
result in seizing of the engines
 Explains that outboard engines should never be laid horizontally, when transporting or
stowing, as cooling water may drain into the engine
 Demonstrates the emergency stop device and method of operation
 Describes the onboard maintenance of outboard motor engines