Handout: Personal Survival Technique (Imo Model Course 1.19)

RENAISSANCE TRAINING CENTER, INC. Rev. No.
:0
Rev. Date
PERSONAL SURVIVAL TECHNIQUE
(IMO MODEL COURSE 1.19) Initial Issue Date:
February 4, 2016
Author: AOT
Control No.: HANDOUT Page 1 of 44
HND051(02-16)
1
INTRODUCTION, SAFETY AND PRINCIPLES
SAFETY AND SURVIVAL
Survival at sea is a positive mental attitude token towards you and surrounding in order to
remain alive or in existence during and after the occurrence of an emergency or accident on
board ships.
SURVIVAL IN GENERAL
Proper preparation and knowledge can give a person a strong psychological edge to overcome
a survival situation. While no one expects to be in such situation, one can anticipate certain
conditions that dramatically increase the possibility. The moment you board a vessel, either as a
passenger or a crewmember, the odds of finding your life in danger are increased. It will not
only be a sound advice but strong psychological support under survival conditions to remember
the letters keyed to the words…
S–U–R–V–I–V–A–L
SIZE UP THE SITUATION

What is around me that can increase my chances of survival? Am I injured? What
emergency first aid measures must I take? Are there other survivors? What is the injury status
of others in my group? What are the immediate dangers?
UNDUE HASTE MAKES WASTE
Do not scurry about without direction or purpose. Until you are fully aware of your situation, it
is important to conserve energy. Under survival conditions energy is precious and time (except
in medical emergencies)of less important. Do not engage in any physical activity until you have
plan and specific tasks to perform. Wasted activity can foster a sense of helpless that can
ultimately lead to panic.
REMEMBER WHERE YOU ARE
Most likely you will be drifted away from your initial location. It is important that you have to
note your surroundings and make a mental picture of them so as you do not “lose” your focal
point and that you can retrace your footsteps.
VANQUISH FEAR AND PANIC

Reminding oneself consciously of the debilitating force of fear and panic can diminish their
danger. Take an “attitude check” and objectively analyze the results.
IMPROVISE
No matter where you may find yourself in, there always be something, probably several things,
within your immediate location that could aid in your survival. The more inventive and creative
you are, the greater the chances of your survival.
VALUE LIVING
While the urge to survive is basic in man and animal, extreme conditions could severely test
one’s will to survive. Once you lose your will, all knowledge and preparation in survival
techniques is rendered useless.
ACT WISELY and PROPERLY
You are the key to your survival and foolish gambles and unnecessarily taking risks could
limit your effectiveness and a chance to be rescued.
LEARN BASIC SKILLS
This is the main purpose of the STCW courses. By attending religiously the theoretical
instructions and participating actively in practical training and drills on board you become
equipped for survival.
THE PSYCHOLOGY OF SURVIVAL
No one can ever be fully prepared for a survival situation. You may be lucky or smart, but no
matter how lucky or skillful you might be, to find yourself suddenly dislocated is a shock to the
entire human system – emotionally and mentally, as well as physically. It is important to
understand the psychology of survival.
THE WILL TO SURVIVE
The will to survive is the most important factor of survival. Whether you are with a group or
alone, emotional problems resulting from shock, fear, despair, loneliness and boredom will be
experienced. In addition to these mental hazards, injury and pain, fatigue, hunger and thirst tax
the will to survive. If you are not prepared mentally to overcome all obstacles and to except the
worst, the chances of surviving are greatly reduced.
TRAINING AND PREPARATION
Proper preparation can give the survival victim a strong psychological edge towards
overcoming his survival situations. With the advent of modern and superior life saving
appliances and equipment it has been said that a person’s chance of survival is better today
than anytime in the past. Recent maritime disasters, however, indicate otherwise and it is very
difficult to conceive or believe that some individual wait to be in a survival situation to learn
emergency response procedures and how these saving life appliances or equipment operate.
RENAISSANCE TRAINING CENTER, INC. Rev. No.:0
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
Training is not only a part of preparation but could also give a person strong psychological
support under survival conditions. Lives have been lost needlessly due to lack of training,
ignorance and misuse of life saving equipment. So, as a person’s chance of survival really better
today than anytime in the past? The answer is – it depends on the person.
PANIC AND FEAR
Almost everyone who has ever found himself lost, isolated and cut off from civilization has
experience fear – fear of unknown, fear of pain and discomfort, fear of
one’s weaknesses. Under such conditions, fear is not only normal, it is healthy; fear heightens
one’s senses and attunes one to potential dangers and hazards. Fear is the natural mechanism
against hostility or the unknown.
But fear must be harnessed and properly channeled or it can lead to panic. Panic is the most
destructive response to a survival situation. Energy is wasted, rational thinking is impaired or
destroyed altogether, and positive steps to one’s survival become impossible. Panic can lead to
hopelessness, which can begin to break down one’s will to survive.
Several positive mental steps can be taken to make fear an ally and panic impossibility. As
mentioned above, preparation and knowledge of survival techniques instill confidence and lead
to control of one’s self as well as one’s environment. In addition, it is important to occupy your
mind immediately with an analysis of the situation and the survival tasks at hand.
WATER SAFETY
1. Basic Swimming Stroke
a. Dog Paddle – recommended in narrow and crowded places.

b. Breast Stroke – easy and relaxed, provides power, has reasonable speed, and conserves
energy and best for long range swimming.
c. Side Stroke – use if one hand is disabled. A rescue stroke.
d. Elementary Backstroke – used when both hands are disabled and when there is danger
of underwater explosion to protect lungs and intestines from the shocks of conclusion
waves.
2. Floating Technique
a. Back Float – the best relaxing float.

b. Prone Float – eyes open to see underwater or head high to observe.
c. Jellyfish or Tuck Float – used to remove shoes or to relieve from foot cramps.
d. Dead Man’s Float – play like a dead man with both arms and legs relaxed.
e. Treading Water – body is upright, useful when stopping to observe
f. Sculling – arms are used alone.
3. Rescuing a Drowning Person
a. Undress quickly as possible.

b. Throw a life ring or life saving gear to the person in water.
c. Assure him with a loud voice that he or she is safe.
d. struggling do not seize him at once.
e. Keep a safe distance until the person is nearly exhausted.
f. Always make your approach from behind.
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EMERGENCY SITUATIONS
INITIAL ACTION UPON DISCOVERING AN EMERGENCY
As stated previously, an accident or emergency such as fire will be quickly resolved if the
correct thing is done in the very first few minutes. However, if a small emergency is not dealt
with immediately, it can develop into a life threatening and potential ship loss situation.
Proper initial action upon discovering an emergency such as fire

or flooding can be the difference between the loss of the ship and saving the
ship.
TYPES OF EMERGENCIES AND CORRESPONDING SAFETY ACTIONS
1. FIRE – typical initial actions upon encountering smoke or fires are:

• ALARM – immediately give the alarm by calling the bridge of breaking the glass on an
alarm actuator.
• BRING FIRE EXTINGUISHER – attempt to fight the fire with a portable fire extinguisher if
the fire is small enough. If the fire is too large, evacuate people that are in the vicinity of
the fire.
• CONTAIN – close doors to the room and Fire Screen Doors if the fire is too large to fight
with a portable fire extinguisher.
• DESCRIBE – wait for the safety Office and/ or Response Team immediately outside the
area involve in the fire to describe to them what you saw. Then go to your assigned
station for fire.
2. FLOODING – typical initial actions upon encountering flooding or water in a compartment.

• ALARM – immediately give the alarm by calling the bridge or breaking the glass on an
alarm actuator.
• CONTAIN - close doors to the room and watertight doors to the compartment (if there
are only)
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Author: AOT
HND051(02-16)
• DESCRIBE – wait for the safety officer and/or response team immediately outside the
area being flooded to describe them what you saw. Then go to your assigned station for
flood.
3. FOUNDERING – when a vessel is filled with water SAFETY ACTIONS:

• Emergency alarm sounded (internal and external)
• Water tight door closed
• Vessel’s position (available in radio room), satellite terminal and other automatic
distress transmitters, updated as necessary
4. MAIN ENGINE FAILURE SAFETY ACTIONS:

• Master informed
• Rudder and bow thrusters used to best navigational advantage
• Preparations for anchoring if in a shallow water
• “not under command” shapes or lights exhibited
5. STEERING FAILURE
SAFETY ACTIONS
• Engine room informed and alternative / emergency steering engaged
• Master informed
• “not under command” shapes or lights exhibited
• Appropriate sound signal made
• If necessary, way taken off ship
• Warning broadcasted
6. SEACH AND RESCUE

SAFETY ACTIONS:
• DF bearing of distress message taken
• Distress message re – transmitted
• Continuous listening watch on all distress frequencies maintained
• Merchant ship SAR manual (MERSAR) consulted
• Communication established between surface units and SAR aircraft on 2182 KHZ and/or
channel 16/70
• Position courses and speeds of other assisting units plotted
• Radar made available for locating survival craft transponder signal
MAN OVERBOARD PROCEDURES

As soon as alarm is given:
1. Stop main engine to prevent man from being injured by propeller.
2. Put the helm hard in the same side as man overboard.
3. Release lifebuoy with self-igniting lights and smoke signal
4. Eventually release lifebuoys with self-igniting lights or other lifebuoys
5. Post watch keeper permanently looking at the man overboard.
6. Have crew prepare for recovery procedure.
ACTIONS TAKEN IN AN EMERGENCY
• On discovering an emergency, raise the alarm immediately.
• Attempt to control the emergency by whatever means available until relieved by the
emergency squad.
• Provide the control station with as much information as possible.
• On hearing the alarm all personnel must proceed immediately to their mustering
station.
PRECAUTIONS
Taking precautions to prevent such emergencies is everyone’s responsibility. Being prepared,
knowing where to go, what to do and how to do it when an emergency arises are absolutely
essential beforehand. The effectiveness of how an emergency is handled depends greatly on
the expertise and training of all personnel. In order to cope with an emergency situation the
best way, planning ahead is necessary.
MUSTER LIST
All the instructions on where you must go and what you must do in case of an emergency are
listed on the muster list. It gives the instruction as to your responsibilities in cases of emergency
and during drills. The muster list contains information about when the various alarms signals
are to be used and what they sound like.
It is vital that, all those on board must fully understand their tasks in the event of an
emergency. For this reason it is duty of every crew member to study the lifeboat, fire and man
overboard information on the muster list as soon as they sign on.
DRILLS
To ensure that all on board always know their duties in the event of an emergency, drills shall
be performed. It is during drills that things possibly not functioning according to their intended
purpose be found. It is during drills that you have the opportunity to ask the questions you
want to have answered.
EMERGENCY SIGNALS
Alarm signals are given on board a ship to indicate emergencies. These signals can be given
either on the general alarm bells, which can be heard inside and out on deck.
Type of Alarm Signal Alarm given by

General Emergency lifeboat 7 short blast followed by Ship’s whistle and general
muster Abandon Ship one long alarm bells
Fire Muster Continuous ringing of ships Ship’s whistle and general
alarm bells for at least 10 alarm bells
seconds
Man over board 3 long blasts (letter “O”) Ship’s whistle and general
sounded at 4 times alarm bells
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
Some ships adopt only the general emergency alarm for all types of emergency, this alarm and
signals always vary in ships applicable alarm and signals always vary in ships applicable alarm
and signals for a particular ship is shown in the emergency muster list.
CREW AND EMERGENCY INSTRUCTIONS
Emergencies occur when they are least expected, perhaps in the middle of a very dark night
and with bad weather. You will have little time, if any, to search for warm clothing, your
lifejacket, or read the muster list. As soon as possible after joining a ship, personnel should
require knowledge of the following:
• Meaning of emergency signals

• Instructions on the muster list and their duties
• Location and use of personnel life – saving appliances
• Location and use of fire fighting equipment
• Escape routes and equipment
• Emergencies involving the sinking of the ship
• Means provide for survival on ship and survival craft
EXTRA EQUIPMENT AND SURVIVAL
If time permits, any extra equipment you can collect and take aboard the survival craft may
enhance your change for survival in an abandon ship situation. The following is a list of extra
equipment that is to be taken to the survival craft if time permits.
List of extra equipments/items you can bring:

• Warm clothes
• Hand held VHF radio
• EPIRB (Emergency Position Indicating Radio Beacon)
• SART (Search and Rescue Transporter)
• Extra water and food
• Blankets
• Anything that floats
• Sextants, chronometer, charts, navigation tables
ABANDONING SHIP
Even with the practice drills provided and all personnel knowing what to do in the event of an
emergency, complications can and probably will occur.
Complications when abandoning ship could occur because of the following:
• Some of the survival craft are not capable of being launched – this may force you to
embark in other craft.
• The absence of lighting due to loss of power or listing of the ship may lead to
disorientation – this can be prevented if the ship’s personnel know by heart their
emergency stations and how to get to them.
• Absence of personnel assigned to certain duties – knowledge of drills is important in
emergencies but this may not be enough. You should be prepared to perform additional
tasks if the crewmembers assigned to those duties are incapacitated. This means that
during drills each member should watch the whole team at work as well as carry out his/
her own duties.
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EVACUATION
ABANDONING SHIP
The decision to abandon ship is made by the master. It is last resort when the master is certain
everything has been done towards the vessel’s preservation and when the destruction of the
ship is imminent. Once the order has been given, it is the Master’s responsibility to get the crew
and passengers off the ship as quickly as possible. Knowing what to do and knowing the dangers
you will be facing can contribute to successful operation.
PERSONAL PREPARATION
• Put as may layers of warm clothing as possible, including foot protection, making sure
to cover head, neck hands and feet. (Fasten, close and/or button up clothing to prevent
cold water flushing through the clothing if forced to get into the water)  If an
immersion suit is available put it on over the warm clothing.
• Put your life jacket and be sure to secure it correctly.
• Take a good long drink of fresh water – it may be your last for a long time (No alcohol)
Rev. Date
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Author: AOT
HND051(02-16)
• Take anti – seasickness medication – seasickness will interfere with your survival
chances as vomiting removes precious body fluid and seasickness makes you more
prone to hypothermia and also impairs your will to survive.
• Take any additional items if time permits – extra water, food, blankets and spare radio.
PREVENT PANIC
The biggest part of your job is coping with panic. In the event of an emergency, the safety of
passengers becomes the crew’s number one priority. Per the muster list, there will be crew to
cope with passengers.
Confidence knows what you are doing. Your ability to keep a cool head is paramount to
preventing panic.
Especially when passengers are involved, it is up to you to show confidence that you can
handle the situation. This is difficult when you are really scared. You must, however, show that
you know what you are doing and provide strong leadership.
Panic is a natural human response. Understanding the specific causes that lead to panic
can help you calm is a situation quickly.
The three specific causes that trigger panic in an emergency are:
1. Emotional state; A person is less likely to behave rationally at the onset of an

emergency
2. No Escape; A person feels his/her life is threatened; a feeling of helplessness
3. Absence of Leadership; There is no one to order, control or give information to
the crew.
It is up to you to prevent panic. You must provide strong leadership. You must take their
minds off their fears. Show them confidence that you know what you are doing and you will
establish calm and prevent panic.
CREW DUTIES TO PASSENGERS
In passenger ships, passengers will look to the crew for help in an emergency. It is the crew’s
duty to assist the passengers. Passengers’ safety is the crew’s number one priority.
Your duties with respect to the passengers:
• Ensure the safety of passengers
• Prevent panic
• Assist passengers to don their life jackets properly
• Ensure passengers are suitably dressed
• Direct passengers to their muster stations
• Keep passengers away from emergency area
• Keep passengers informed
CREW DUTIES LAUNCHING SURVIVAL CRAFT
Your specific duties with regard to the actual launching of survival craft (either lifeboat or
liferafts) will be on the muster list. There are other duties, however, to be handled when
launching a survival. These may be, but are not limited to:
• Position and operation of emergency lighting at embarkation level

• Stabilizer fins and overboard discharges are special hazards when launching
• Sprinkling of embarkation area on tankers where the survival craft are positioned in the
tanked area
MASTER’S ORDERS TO ABANDON SHIP
The order to abandoned ship shall be given by the Master. The order may be given to the
officer in charge of the survival craft by hand held radio, loudspeaker or some other
prearranged signal. After the order is given to abandon ship, the officer in charge of the survival
craft is responsible for its launching.
Board davit launched survival craft on the embarkation deck or by the marine escape system or
other means of dry-shod, if embarkation are not available, use over side ladders or, if
necessary, lower yourself by means of a rope or fire hose over the side to survival craft.
Whatever method is used, the crew must be trained in the use of the equipment for their own
safety and that of the passengers for whom they are responsible. It is in this phase off
evacuation that panic can very easily arise: it is essential to inspire confidence and discipline.
Avoid entering the water if possible. Try to keep dry. Unless unavoidable, do not jump from
higher than 5 meters into water.
Try to minimize the shock of sudden cold water immersion. A sudden plunge into the cold
water can cause rapid death. Or sudden plunge can cause an uncontrollable rise in breathing
rate that may result in an intake of water into the lungs.
If you must jump into the water:
• Make sure lifejacket is secured properly
• Cover your nose and mouth with one hand
• Hold the life jacket with the other
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
• Keep feet together

• Check below for obstructions
• Jump feel first attempt to land near and slightly ahead of the survival craft.
Do not jump into boats or on top of raft canopies. You may injure yourself or other
people already in the survival craft.
MEANS OF SURVIVAL
Once in the water, whether accidentally or by ship abandonment, orient yourself and try
to locate the ship, lifeboats, liferafts, and other survivors or other floating objects.
If you were unable to prepare yourself before entering the water, button up clothing. Now, in
cold water you may experience violent shivering and great pain. These are natural body reflexes
that are not dangerous. You do, however, need to take action as quickly as possible before you
lose full use of your hands. Button up clothing, turn on signal lights, locate whistle, etc.
While afloat in the water, do not attempt to swim unless it is to reach nearby craft or fellow
survivor, or a floating object on which you can lean or climb on to. Unnecessary swimming will
pump out any warm water between your body and the layers of clothing, thus increasing the
rate of body heat loss. In addition, unnecessary movement of your arms and legs send warm
blood from the inner core of your body to the extremities (arms and legs). This can result in
very rapid heat loss. Stay calm and take a good position to prevent drowning.
BODY POSITION
The body position you assume in the water is also very important in conserving heat. Float as
still as possible with your legs together, elbows close to your side and arms folded across the
front of your lifejacket. This position minimizes the exposure of the body surface to the cold
water. Try to keep your head and neck out of water.
HEAT CONSERVATION
Try to board a lifeboat, raft, or other floating platform or object as soon as possible in order to
shorten the immersion time. Remember; you lose body heat many times faster in water than
in air. Since the water soaking has seriously reduced the effectiveness of your insulation, you
must now try to shield yourself from the wind to avoid a wind chill effect. If you manage to
climb aboard a lifeboat, shielding can be accomplished with a canvas cover or unused garment.
Huddling close to the other occupants of the lifeboat or raft will also help to conserve body
heat.
ATTITUDE
Keep a positive attitude about survival time until rescue comes. Your will to live do make a
difference!
ESSENTIAL ITEMS
To summarize, the following is essential for survival after the ship has been abandoned.
• A means of keeping afloat  A means of keeping warm
• Drinking water and food
Rev. Date
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Author: AOT
HND051(02-16)
• A means of communicating with ships or rescue services

 A positive attitude
4
SURVIVAL CRAFT AND RESCUE BOAT
Survival craft is a craft capable of sustaining the lives of persons in distress from the time of
abandoning the ship.
TYPES OF SURVIVAL CRAFTS:
1. Lifeboats – Principal/main survival equipment aboard ship.

2. Liferafts – Supplement to lifeboats
3. Rescue boat – is a boat designed to rescue persons in distress and to marshal survival
craft.
4. Float-free launching – is that method launching a survival craft whereby the craft is
automatically released from sinking ship and is ready for use.
5. Free fall launching – is that method launching a survival craft whereby the craft with its
complement of persons equipment on board is released and allowed to fall into the sea
without any restraining apparatus.
6. Inflatable appliance – is an appliance that depends upon non – rigid, gas filled chamber
for buoyancy and which is normally kept not inflated until ready for use.
7. Inflated appliance – is an appliance that depends upon non – rigid, gas filled chambers
for buoyancy and which kept inflated and ready for use at all times.
8. Launching appliance or arrangement – is a mean of transferring a survival craft or
rescue boat from its stowed position safely to the water.
LIFEBOATS – GENERAL
The lifeboat is the main lifesaving appliance aboard ships. It is also often referred to as primary
lifesaving equipment or survival craft. On cargo, or passenger ships the number of lifeboats
required to be carried and the survival rations and equipment found in them is governed by
International Maritime Organization (IMO) regulation.
There are several different types of lifeboats. All are rigid hull and have sufficient
buoyancy to remain floating even when completely flooded with full complement of passengers
and equipment. They are sufficiently strong to allow them to be safely lowered into the water
when fully loaded with persons and equipment. They are to be built of fire retardant material
and non-combustible. A compression ignition engine shall power every lifeboat.
TYPES OF LIFEBOATS
1. Open Lifeboat – This is the lifeboat that is known to most people. It has no permanent
covering or shelter. It provides little protection from the environment.
2. Partially Enclosed Lifeboat – Partially enclosed liferafts shall be provided with
permanently attached rigid covers over not less than 20% of the lifeboat forward and
aft. It has a permanently attached foldable canopy, which, together with the rigid
covers, completely encloses the occupants of the lifeboat in a weatherproof
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Author: AOT
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shelter and protects them from exposure.
3. Self-righting partially enclosed lifeboats – Complies with the same regulations as the
partially enclosed lifeboats. However, a safety belt shall be fitted at each indicated
seating position. These are designed to hold a person in place when the lifeboat shall be
such that is inherently or automatically self righting when fully loaded with its full or a
partial complement or persons and equipment and the persons and the persons are
secured with safety belts.
4. Totally enclosed lifeboat – totally enclosed lifeboats were first introduced on oil tankers
and offshore oil platforms. These are now required on vessels over 85 meters in length.
They provide the best protection against the cold and the sea. They have extra to
buoyancy so that it is self righting. Some models have a sprinkling system to provide a
mist of seawater around it if sailing through burning oil. Such models are equipped with
an internal air supply.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
5. Free fall lifeboat – The free fall type lifeboat is a special totally enclosed lifeboat. As the
name indicates they are launched by a free fall principle. Some are specially designed for
offshore installations, other for cargo ships and tankers. Passengers during the fall, the
boats are self-righting and have 360 º visions for the coxswain. Free fall lifeboats are
also capable of being launched mechanically or by a float free system.
SURVIVAL CRAFT LIFEBOAT / LIFERAFTS CAPACITY
The capacity of lifeboats on passenger ships is generally sufficient for every person on board.
Substitution of lifeboats for liferafts is permitted.
The IMO may permit the substitution of lifeboats by liferafts of equivalent total capacity
provided that there shall never be less than sufficient lifeboats on each side to accommodate
37.5% of the total number of persons on board.
The capacity of each individual lifeboats and liferaft shall be clearly marked. The name and port
of registry shall also be marked on each survival craft. Each sitting position shall be clearly
indicated in the lifeboat.
In addition, liferaft shall be provided as will accommodate at least 25% of the total number of
persons on board.
On cargo ships, the capacity of the lifeboats is generally twice the number of persons on board.
Cargo ships (built after July 1, 1986) shall carry totally enclosed lifeboats that will accommodate
the total number of persons on board on each side. In addition, liferaft whose capacity
accommodates each person on board shall be carried on each side of the ship. LIFEBOAT
LAUNCHING
The necessary crew for launching a lifeboat varies according to the type of boat and launching
system (davit or free fall). In recently built ships, launching can be performed from inside the
boat.
The typical lifeboat crew for launching a traditional davit type lifeboat is 5 to 6 persons:
• The designated officer: in charge of launching. Starts engine.

• A second in command. In charge if the boat commander is not available.
Rev. Date
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Author: AOT
HND051(02-16)
• Two (2) persons: To put in the drain plugs, release lashings and make ready the bowsing
tackles. Soon as the lifeboats have been lowered to the embarkation deck, the bowsing
gear is rigged. Thereafter, release the tricing pendants.
• One (1) person: Stands by at the brake-operating lever. Lowers away when ordered to
do so.
The same person can perform one or more of the above functions.
On vessels equipped with free fall lifeboats, the boats are launched from the after part of the
ship using a special slide launching arrangement. Crews embark and strap themselves in with
the safety belts. The boat launched clear of the ship from a ramp and plunges nose first into the
sea.
Free fall lifeboats are also capable of being launched mechanically using a davit.
If possible, launch all the ship’s survival craft. Spare survival craft will provide additional stores,
some extra sleeping accommodation, help avoid overcrowding in hot weather and provide back
up craft that may be used in the case of a further unseen emergency.
PERSONAL SAFETY WHILE LAUNCHING
Launching of a lifeboat must be carried out in accordance out in accordance with the launching
procedures, trained during boat drills. Lifejackets shall always be worn. Keep your arms inside
the boat. Keep your fingers out of hook, links, falls and sheaves. Watch that the blocks of the
falls used to lower boats don’t injure anyone as they swing about after they have been let go.
LIFEBOAT EMBARKATION
Lifeboats are boarded after they have been lowered and secured using bowsing gear at the
embarkation deck. All crew and passengers are boarded at the embarkation deck. Ensure
everyone is sitting down. In open boats hands and arms must be kept inboard. In enclosed
lifeboats the hatches are closed. The boat is then lowered loaded to the water and released.
LIFEBOAT EQUIPMENT
The following is a list of the equipment every lifeboat shall have in a stowed or secured
manner:
• 1 set of oars
• 1 set of thole pins or crutches (row locks)
• 2 boat hooks
• 1 bailer
• 2 buckets
• 1 survival manual
• 1 compass in binnacle
• 1 sea anchor
• 2 painters
• 2 hatches
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Author: AOT
HND051(02-16)
• 3 liters of fresh water per person

• 1 rust proof dipper with lanyard
• 1 rust proof graduated cup
• 1 ration of provision with at least 10,000 kJ for each person
• 4 parachute flares
• 6 hand flares
• 2 smoke signals
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 PERSONAL SURVIVAL TECHNIQUE
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Author: AOT
HND051(02-16)
A flashlights (Morse) with spare batteries and bulb

• 1 signal mirror
• 1 copy of rescue signals
• 1 whistle
• 1 first aid kit
• 6 doses of anti – seasickness medicine for each person
• 1 pocket knife with lanyard
• 3 can openers
• 2 rescue quoits with line
• 1 manual pump
• 1 set of fishing tackle
• 1 fire extinguisher
• 1 searchlight
• Thermal protection aid
• 1 efficient radar reflector
• 1 set of tool for minor adjustments of the engine
• Optional to type of lifeboat
The above applies to ships built after July 1, 1986
INFLATABLE LIFERAFTS
The inflatable liferaft is the most common type of liferafts and forms the secondary lifesaving
appliance in the majority of ships. In some classes of vessels liferafts are the main form of life
saving equipment. International regulations lay down the requirements for the design and
manufacture of inflatable liferafts and the emergency equipments carried in them. Liferafts
complying with the 1974 SOLAS Convention are made of different sizes form 6 persons to 25
person capable of being launched by standard throw overboard procedures or by davits. For
small craft, principality those used for pleasure purposes, liferafts for four persons are
procedure to meet national regulations.
Larger liferaft of 35, 45 and 50 person capabilities are found on large, high – density passenger
and ferry vessels.
RIGID LIFERAFTS
Liferafts are also made of rigid cork type material. They usually have a mesh net attached and
lifelines. Capacity will be marked clearly. These are more common on small commercial vessels.
LIFERAFT LAUNCHING
There are several methods of inflating and launching liferafts. Manually launching life rafts can
be accomplished by throwing the valise or container overboard and by pulling the painter
activating the automatic inflation of the raft. CO2, in a compressed gas cylinder, is used for
automatic inflation.
Davit and carousel arrangements allow for aft inflation and embarkation at on place for several
rafts. The rafts are boarded at the embarkation level and then lowered to the water loaded. The
next raft is rotated into place, inflated, secured, boarded and lowered.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
The typical crew for launching of a davit – launched liferaft would be 2-3 persons:
Designated officer – in charge of launching

• A second in command – in charge of launching if the raft commander is absent.
Helps the crew and passenger embark safely.
• One person stands by at the davit. Lowers away on the order of the officer The
same person can perform some of these functions.
FREE FLOAT ARRANGEMENT
A float arrangement is a device that ensures that the liferafts will automatically free, float to
the surface at the sea and inflate if the ship sinks. Such arrangements are required by IMO
regulations. The most typical example of a float free arrangements is the use of hydrostatic
release unit.
If the time does not permit the raft to be freed manually from its cradle, the hydrostatic release
unit will automatically release the container lashings at a depth between 2 and 4 meter. The
buoyancy of the liferaft in its container will bring the raft to the surface where it will remain
attached to the vessel by its painter line. When the vessel sinks to a depth greater than the
length of the painter the raft will automatically inflate. The painter will part at a weak link
preventing the inflated raft from being dragged down with the sinking ship.
LIFERAFT EQUIPMENT
The following is a list of the equipment in a survival pack supplied by the manufacturer. This
survival pack will be found and strapped inside the raft after inflation.
• Operational instruction
• 2 sea anchors and cord  2 paddles
• Rescue quoits with line
• Bellows
• Repair kit
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
• 1 buoyant safety knife (2 in rafts for more than 12 persons)

• 4 rocket parachute flares
• 6 hand flares
• 2 buoyant smoke signals
Flashlight with spare bulb and batteries
• Whistle
• Signaling mirror
• Scissors
• Instructions for survival
• Illustrated table of life saving signal
• 1 bailer (2 in raft for more than 12 persons)
• 2 sponges
• Emergency rations 10,000 kJ per person
• Drinking water, 1.5 liter per person
• 1 drinking vessel
- 3 can openers
- Fishing tackles
- First aid kit
- Anti-sickness bag, 1 per person
- Radar reflector / radar transponder
- Thermal protective aids for 10% of the number of persons permitted in the
liferaft, but at least for 2 persons
RESCUE BOAT
Rescue boats have become a requirement on vessels built after July 1, 1986 the rescue boat is a
boat designed to rescue persons in distress and to marshal survival craft. The rescue boat
comes in several shapes and forms. One of them is the semi-grid fast rescue boat with a fiber
glass hull and inflated rubber buoyancy chambers to provide extra stability. The rescue boat or
the man overboard boat as it is often called is designed to be launched from the ship in just a
few minutes. It is capable of retrieving persons from the water and able to marshal and tow
liferaft.
Passenger ships ship shall carry at least one rescue boat on each side of the ship. Cargo ships
shall carry at least one rescue boat.
A lifeboat may be accepted as a rescue boat, provided that it also complies with the
requirements for a rescue boat.
Partially Enclosed
A lifeboat complying the requirements of Reg. 41 of SOLAS Ch. III, which is fitted permanently
with rigid covers extending over not less than 20% from aftermost part of the ship lifeboat and
a permanently attached foldable canopy with together completely enclosed the occupants of
the lifeboats in a weatherproof shelter and protects them from exposure.
Self – Righting Partially Enclosed Lifeboats

Is the lifeboat describe above that is inherently or automatically self – righting when loaded
with its full or partial complement of persons and equipment and the persons are secure with
safety belts.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
Totally Enclosed Lifeboat

Is a totally enclosed lifeboat that is provided with a rigid watertight enclosure which completely
enclosed the lifeboat.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
Self-Righting Totally Enclosed

Is a totally enclosed lifeboat complying with the requirements of Reg. 41 and Reg. 44 which
inherently or automatically self-righting when loaded fully or partially.
Totally Enclosed with a Self-Containing Air Support System

In addition to complying with the requirement of Regulation 41 and 44, lifeboat with self
contained air support system that is safe and breathable.
Fire-Protected
In addition to complying with requirement 41, 44 and 45, a fire protected lifeboat when
waterborne is complying is capable of protecting the number of persons it is permitted to
accommodate when subjected with a continuous oil fire that envelops the lifeboat for a period
of time.
For cargo ships the capacity of the lifeboats is generally sufficient for every person
onboard.
Life Launching Appliances

Gravity Davits
These types of davits are “must” for use of lifeboats weighing more than 2.25 tons. They
consider of two arms mounted on roller which travel down in cline tracks which allow the boat
to be safety lowered even if the ship is listed25 degrees either way. The falls are of multi-strand
steel wire ropes lied to, and stowed on, the drum of the boat winch, which is so arranged that
the two falls are kept separate and are paid out at the same rate. The winch has an automatic
brake which controls the speed of lowering between 18 and 36 meters per minute.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
Quadrantal Type Davits
The boat carried on chocks under the davits. The davits themselves stand upright with the tops
curved in toward each other so that the ends come directly above the hoisting hooks of the
boat. The davit, which pivots, is turned outward by a crank operating a worm gear.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
The Cresent Type of Davit

Cresent type davits are fitted to seagoing ships to handle lifeboat weighing not more than 2.25
tons when fully equipped with the launching crew aboard but not loaded with passengers. The
davits falls, blocks and all lowering gear must be strong enough for the lifeboat to be safety
lowered when fully loaded even if the ship list to 15 degrees either way. The davit is hand
operated by a telescope screw mechanism.
Sheath Screw Davits
Sheath davits are provided near the boat and then will turn at right angle to vessel side. They
are rotated outboard by quadrantal davits which differ from sheath screw davits.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
Radial Type Davit
They are usually fitted aboard cargo ships not exceeding 45 meters in length which have
approved means to prevent them from being jerked from their sockets. With the radial or
round bar davits, the boat is carried on chock under the davits.
Falls in radial davits are always made of fiber rope. Easily designated and manufactured but the
difficulty of swinging put heavy boats with these davits prevent their use on large ships only
small vessels are allowed to carry radial davit.
PARTS OF THE LIFEBOAT (OPEN TYPE)

STEM POST  The forward end of the hull of the boat
BOW SHEETS  The area inside the bow of the boat
BUOYANCY TANKS OR AIR TANK  Empty airtight tanks fitted under the side
benches in the lifeboat there to give buoyancy
so that even when full of water the lifeboat
will remain afloat.
GUNWALE  The top edge the hull of the boat
KEEL  Strong fore aft piece fitted at the every bottom
of the lifeboat. The “backbone of the boat”
KEEL GRAB OR BILGE GRAB RAIL  Rails fitted amidships running fore and aft
below the waterline. Rails fitted of the boat so
that in the event of the capsize, survivors in
the water can hang on the rail.
MAST CLAMP  A steel clamp of the after side of the mast
thwarts and used to clamp the mast in
position when it is stepped.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
MAST SHOE  A socket to take the bottom of the mast when

it is stepped.
PLUG HOLE  A drain in the bottom of the boat. Its position is
indicated by arrows on the side of the boat.
RUDDER  A movable extension to the stern post and
used to steer the boat
SIDE BENCHES  Seats running forward and aft for the length of,
and at the side of the boat.
STERN POST  A vertical post at the aft end of the lifeboat.
THWARTS  Seats running side to side in the lifeboat to
provide rigidly of the lifeboat
TILLER  A loose handle which fits into the top of the
rudder and the part which the coxswain
actually holds and uses to steer the boat.
LIFTING HOOKS  The fitted, one forward and aft, in the boat to
which the fall blocks are attached for raising
the lifeboat.
GRAB LINES  Lines made up in bright around the outside of
the boat so that survivor in the water can hold
on to them.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
How lifeboat s are launched:
Lifeboats are launched

by: - Davits
- Free fall method
Launching procedure of a lifeboat using the davit
In motor lifeboats the engine is started on order from the boat commander.
1. Check harbor pins not in place
2. Insert drain plugs
3. Pass out toggle painter and make fast forward on the ship
4. Lower embarkation ladder
5. Check which if not engaged
6. Check tracing pendants secure and browsing tackles ready. Tricing pendants and bowsing
tackle may be combined to a single browsing gear.
7. Release gripes, ensure lashing wires are clear.
8. With a great care lower lifeboat to embarkation deck, manually lifting the breakoperating
lever. Do not let the falls over run; tricing pendants are not strong enough to carry the
weight of the boat.
9. Rig bowsing pendants together
10. Release tricing pendants together
11. Inform the bridge that lifeboat is ready
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
12. Passenger ad crew to embark ensures everyone is sitting down. In open boats, hands and
arms must keep in board, in enclosed lifeboats the hatches are to be closed.
13. Ease the lifeboats out from the ship’s side with the bowsing gear, and then release
bowsing gear.
14. When ordered, lower always brake to be fully open.
Precautions which have to be taken to ensure personal safety while launching lifeboats
- Crewmembers taking part in lifeboat or life raft drills should muter wearing
warm outer clothing and lifejacket properly secured.
- Where appropriate, the lowering gear chocks should be inspected and a check
made sure that all working parts are well lubricated.
- When turning out davits or when bringing boats or rafts under power, seaman
should always keep clear of any moving parts.
- The engines on motor lifeboats should be started and run ahead and a stern.
Care should be taken to avoid over heating the engine and the propeller shaft
gland. All personnel should be familiar with the engine starting procedure.
- Hand operated mechanical propelling gear, if any, should be examined and

similarly and tested.
- where simultaneous off-load / on-load release arrangement are provided great

care should be exercised to ensure that the hooks are fully engaged before a
boat is recovered, after it has been stowed and prior to launching.
- Where the lever handle of the lifeboat’s motor winch, which would rotate during
the operation of the winch, should be remove before the boat is lowered on the
brake or raised with an electric motor. If a handle cannot remove, personnel
should keep well clear of it.
- Personnel in a rescue boat or survival craft being lowered should remain seated,
keeping their hands inside the gunwale to avoid being crushed against the ship’s
side. Lifejackets should be worn. In totally enclosed lifeboats seats belts should
be secured. Only the launching crew should remain while the lifeboat is being
raised.
- Seaman should keep their finger clear of long-link when unhooking or securing
blocks on to lifting hooks while the boat is in the water and particularly if there is
a swell.
5
PERSONAL LIFE SAVING APPLIANCES
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
LIFE SAVING APPLIANCES
Lifesaving appliances and equipment will improve your chances of survival when shipwreck or
other damage or accident occurs. You must know where it’s location, know how to don and use
the equipment or combination of equipments in situation at sea.
PERSONAL FLOTATION DEVICE
1. Lifebuoy
2. Lifejacket
3. Lifeboat
4. Immersion suit
5. Thermal Protective Aid
Lifebuoys or life rings are floatation devices tossed to a person who has fallen over board.
The lifebuoys are placed in such a way that they are easily accessible on both sides of the ship.
The lifebuoys must be ready for casting off rapidly. They must not be permanently fastened.
A certain number of lifebuoys must be carried on every ship. The number is dependent on
the length and purpose of the ship (cargo or passenger).
The name and port of registry of the ship shall be marked on each lifebuoy in legible block
letter. The lifebuoy have to be equipped with reflective tape.
Be aware to the location of lifebuoys and various attachments and how to work. If a person
falls over board the lifebuoy will greatly help his chances for survival and assist the ship in
finding him.
LIFEJACKETS
If a person is not wearing a lifejacket and loss consciousness in the water he will have a natural
buoyancy of about 1.5 kg provided he has not swallowed any seawater. His head will have
tendency to fall forward and his buoyancy will be concentrated mostly in the seat area. This can
be counteracted by the use of artificial buoyancy- a lifejacket correctly positioned and secured
on the body.
Lifejackets have the ability and are intended for an emergency situation to save the life of
person lying in the water. They must be able to turn the body of an unconscious person in the
water from any position to one where the mouth is clear of the water in not more than 5
seconds. In order to do this, however, they must be an approved lifejacket, free from defects
and worn properly.
a. Number of lifejacket required
There shall be a lifejacket for every person on board a passenger ship or cargo ship. In
addition a sufficient number of jackets shall be carried for persons on watch and for use at
remotely located survival craft stations. There also be provided a numbers of lifejackets suitable
from children equal to at least 10% of the number of passengers on board or such greater
number as may be required to provide a lifejacket for each child.
On passenger ship, in addition to a lifejacket for every person on board and number of
additional lifejackets for persons on watch, there shall be lifejackets carried for not less than
15% of the total number of person on board. These lifejackets shall be stowed in conspicuous
places on deck or at muster list stations.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
b. Lifejacket equipment
Each lifejacket shall be fitted with a light and whistle.
The light can be activated automatically or manually depending on what type is on your
jacket. One is activating upon contact to the water, the other must be switched on. The light
should last in excess of 12 hours. It can be flashing or fixed.
The whistle (an audible device used to attract attention) shall be firmly secured to each
lifejacket by a cord. The whistle draws attention by sound. It takes less energy to attract
attention by blowing the whistle than yelling. It can also be heard at a greater distance.
Lifejackets also have reflective patches for maximum visibility. They are designed to attract
the attention of searchers using spotlight.
IMMERSION SUITS
An immersion suit is a protective suit that reduces the body heat loss of a person in cold water.
IMO requires that suits, when functioning and worn properly, prevent the reduction of body
heat loss to the extent that the body temperature of a person staying in 0 ۫C cold water does
not fall to less than 35 degree C after 6 hours.
A body temperature of 35 ۫C is dangerous because the person gets apathetic. As a

consequence of this, an immersion suit is a piece of personal equipment that should always be
available for crews. Not only in northern waters but also in relatively warm water. After all,
there are not many places where the sea temperature is above 35 degree C.
Immersion suits are available in numerous designs and fabrics, with or without insulation. A
suit with a well insulating hood and gloves is recommended. The heat loss from the head and
hands is substantial. A good suit may not function with a poor hood and poor gloves. Yet, poor
suits with little or no insulation function reasonably with a good hood and good gloves.
THERMAL PROTECTIVE AIDS
Thermal protective aids are fully water proof garments designed to increase the survival time
of an individual in cold water. They do not provide floatation and are usually only worn once.
(You don your lifejacket after putting on the suit). Thermal protective aids are part of the
survival craft equipment and can also be used to warm a hypothermic victim or to help keep in
the survival craft.
Thermal protective aids are provided for 2 persons or 10% of the persons a lifeboat is certified
to accommodate and least one in life craft. Any injured persons should be protected against the
cold with thermal protective aid.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
6
SURVIVAL AT SEA
SURVIVAL AT SEA
In a survival situation a person is suddenly, and often without adequate warning, directly
exposed to the elements. From the very first moment, all efforts are concerned with survival of
oneself and others. The threats are drowning, cold, thirst, hunger and despair. Any of these
might kill him within minutes or days depending upon the situation. Every body sailing should
know how to fight these conditions and treat his comrades.
The will to survive is the survivor’s best weapon. One should concentrate his mind on how to
improve the odds in wishes to give in.
NEVER GIVE UP. You can always do something to improve your situation by doing so you are
surviving.
DANGERS TO SURVIVORS
In this section we will examine dangers to survivors both in the water and in the survival craft.
The dangers can be described as:  Immersion and drowning
• Exposure to cold and hypothermia
• Exposure as heat stroke and heat exhaustion
• Effects of seasickness
• Fire and oil on the water
• Failure to maintain body fluids correctly
• Hunger
• Drinking seawater
• Marine predators
• Despair
We will now to take a detailed look at the dangers to survivors and the steps you can take
to survive
IMMERSION
Drowning is the immediate threat when abandoning shi. If possible the survivor should always
try to get on board lifeboats and life rafts dry, i.e., without being immersed. All modem
lifesaving equipment is constructed to reduce this danger of being immersed in the sea but it
could and does happen.
Lifejackets are constructed so that the wearer’s mouth and nose as high as possible. Still, this
means that the face is just a few centimeters above the water surface. In rough seas, water and
foam will continuously break over the face and make breathing difficult.
Cold water in the face provokes choking and thus increases the tendency to panic. You should
control your breathing.
The supervisor should try to shield his face from the incoming water. If he wears a hood, he
should use this to protect his face and airways. He should breathe through his hands seek that
position in the water where the exposure is the least.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
If floating in an insulated suit, i.e., a survival or immersion suit, he should try to break the waves
with the feet.
If you are in the water,
• Don’t panic – you can breathe.

• Try to get out the water – if flotsam is around, cling to it in order to bring as much your body
as possible out of the water.
• Do no swim- unless it improves your situation – when swimming you will lose more heat
and tire quickly.
• Keep legs together – arms close to the body – in order to reduce heat loss.
• Keep together – if more survivors keep together. If possible, lock your vests together. Some
lifejackets have a special line for this.
DROWNING
Drowning occurs when water enters the airways and thus blocks the free passage of air to the
lungs. Water may not necessarily penetrate to the lungs. Very often the muscles in the throat
will contract and thus hinder air in reaching the lungs.
Drowning is due to lack of oxygen from the air. The treatment is to restore respiration and thus
furnish the lungs with oxygen.
Artificial respiration must be given at once to anyone not breathing. Rescue depends on time.
Do not try to oppress water out of the lungs. The amount of free water in the airways is of no
importance. If possible artificial respiration should be given even when the victim is still in the
water.
If and when the drowning victim has been brought out of the water artificial respiration, and if
pulse is absent, cardiac massage/ CPR should be continued for at least 30 minutes before giving
up.
A drowning victim is nearly always also a hypothermic victim, and his lowered body
temperature should be treated. During the treatment, he should be covered with insulating
blankets to avoid further heat loss.
Even if a near drowned victim has been rescued and brought back to life, danger exists. There
may be water damage to the lungs. For further treatment consult the medical guide in the
survival manual in the lifeboat or liferaft. If possible, a person that has been treated for
drowning should be transferred to a hospital for observation.
EXPOSURE
Exposure to the elements is your next biggest concern to surviving after abandoning ship. Heat
stroke, sunstroke, dehydration, exposure to cold and hypothermia are cause by your body’s
exposure to the environment.
More people, however, lose their lives from cooling as a result of immersion in cold water than
from any other single course. Investigation of ship disaster has shown that the risk of dying
from cold exposure is greater than the risk drowning.
HYPOTHERMIA
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
The temperature of the water plays an important part in the chances of survival if
immersed even in the tropics. There is no universal rule, as the resistance of people to cold and
their instinct for self prevention differs widely. The following table is based on statistics that will
give you an idea of how long one may possibly survive in water at different temperature.
Water temperature Time until exhaustion Time until death

˚C/˚F or unconsciousness
0/32 15 mins 15mins-1 ½ hours
10/50 ½-1 hour 1-2 hours
15/59 2-4 hours 6-8 hours
20/68 3-7 hours 20-30 hours
25/77 12 hours More than 30 hours
Survival time at different water temperature

Man has a normal deep body temperature of 37˚C (98.6˚F). Which yields energy to the
muscles where the main heat production takes place? When a person is exposed to cold,
shivering can increase heat production four to five times. This heat production however is small
in comparison to the heat loss from the body when exposed to cold water. In water, at the
temperatures below 30˚C (86˚F), the heat loss from the body will be greater than heat
production and the body temperature will fall. This is called hypothermia.
The high rate of cooling in water is due to the heat capacity of water, which many times that of
air. Even in a situation where the air temperature is much less than the sea temperature, heat
loss to air is much smaller than heat loss water.
When a person falls into cold water, water will immediately penetrate the clothes. The
insulting layer of air in the clothes will be displaced by water and the skin will be strongly
cooled. This is the reason why survivors always should try to get out of the water. Air insulates.
When exposed to cold, the body will try to reduce the heat loss to its surrounding. When the
amount of blood circulating close to the body surface is reduced, the insulation of the skin
increases. At the same time the local temperatures in the arms and legs will fall. If a person is
immersed in seawater at temperature below 10C (50F), the cold will soon paralyze his arms and
legs. That means the might not be able to grab hold of a line thrown to him to climb by himself
aboard a liferaft. In this situation, where the survivor becomes completely helpless, it is
essential that the lifejacket keep his head out of the water.
The symptoms of hypothermia may vary from person. A sign of life threatening hypothermia is
absence of shivering after having been exposed to cold water. This indicates that the body has
given up its defense against the cooling.
In the deep hypothermic victim, all signs of life might be absent. This should not lead to a
decision of not treating the victim. People without any sign of life have in many cases been
successfully revived.
No sign of life is NOT a sign of death in hypothermia.

Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
COLD WATER SURVIVAL
When in the water you can do something to survive. If possible, try to get out the water as
much as possible. Water will cool you 5-6 times more that air, even at high wind velocities. If
you are in cold water and can’t swim to anything nearby, keep your clothes on, avoid
movements and await rescue. In cold water don’t over estimate your ability to swim.
Remember, unnecessary swimming and movement (like treading water) will pump out any
warm water between your body and the layers of clothing. Stay calm and take up a good
position to prevent drowning.
If you are wearing lifejacket, which keeps your head and neck out of the water, the cooling of
the body will be slower. Float is still as possible with your legs together, elbows close to your
side and arms folded across the front of your lifejacket.
If there are others in water, survivor should handle close together to maintain body heat.
Keep a positive attitude about your survival. Remember that your will to live makes a difference.
BEST USE OF SURVIVAL CRAFT FACILITIES

When you are safe in the survival craft after having abandoned ship, the major part of
the rescue operation has been successful. This section is about the use of the survival craft
facilities that will help you and the other crewmembers to survive and be rescued.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
HOW TO CLEAR AWAY FROM THE SHIP

In all survival craft, get well clear of the distressed vessel before she sinks. Flotsam will surface
with considerable force and may damage the survival craft. After the ship has sunk, however,
collect any useful flotsam that you can get hold of.
Use the boat hooks and motor in the life boat and paddles in the liferaft to keep clear of
the ship’s side to release or cut the painter.
PROTECTIVE MEASURES AGAINST HYPOTHERMIA AND EXPOSURE

Modern lifeboats and liferaft are covered. In the liferaft, the walls and bottom might be inflated
and thus insulating against the wind and cold water. Survival craft offer good protection against
cold, but in a liferaft especially, survivors may be wet and cold. Although the raft offers
protection against the sea, they are still threatened by hypothermia.
From the moment the survivors have boarded the liferaft they should start fighting against the
cold and seasickness. Exhaustion from the cold also might render them quickly incapacitated.
Keep the survival craft bailed out and dry. In the liferaft, when the inside has been dried out,
soaked clothes should be taken off and free water should be wrung out. Woolen garments are
excellent insulators even when wet.
Tips to keep in mind in the prevention and treatment of hypothermia: 

Understand the conditions that encourage hypothermia
• Protect yourself to the best of your ability against cold wind and wetness
• Protect your extremities- head, nose, ears, feet; hands- Great amounts of body heat can
be lost through these areas.
• Retain heat by huddling up, curling up, closing the canopy and using the buddy system.
• Before abandoning the ship, if time permits, drink hot liquids whenever possible, to the
body from the inside out.
• Exercise muscles. Rub your hands, stretch your feet, move your body around and keep
your blood circulating.
• Use clothing to form a dead air space between you skin and the garments.
• No alcohol. Consuming alcohol will cause blood vessels to dilate. This allows more blood
to flow into the cold extremities, causing a quicker return of cold blood to the inner core
of the body.
• No smoking. Nicotine in cigarettes will cause the blood vessels to constrict impending
and reducing the flow of warm blood to the colder areas, such as the hands and feet
• Rations. Allow the victim of hypothermia to eat extra rations, if available, specifically
carbohydrates.
DEHYDRATION
Another serious threat to the survivor is dehydration, which is the loss of body fluids. This
occurs with either a limited or non extent water supply.
Dehydration can occur in either cold or hot environments. The process is seriously accelerated
by exposure to tropical heat and the effect of high temperature on the body’s metabolic
process. The dehydration process is triggered, as fluid is lost in the body through excessive
sweating when the body tries to cool it self down.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
If dehydration process continues without fluid intake, it will result in acute dehydration and
eventually death. Excessive sweating can also create a dangerously low salt level in the body.
This sweating alters the consistency of the blood causing cramps in the limbs and abdomen.
NEVER, UNDER ANY CIRCUMSTANCES DRINK URINE OR STRAIGHT SEA WATER. Urine and sea
water have an extremely heavy salt content. This will speed up the dehydration process
considerably.
HEAT EXHAUSTION
Heat exhaustion is caused by a loss of water and salt from the body. Heat exhaustion results
from exposure to high temperatures, and not necessarily from exposure to direct sunlight.
Cases of heat exhaustion are common among persons working in hot environment, such as
engine rooms or furnace rooms, as well as outdoors in hot or humid conditions.
HEATSTROKE
Heatstroke is a much more dangerous condition than heat exhaustion and should be considered
a medical emergency.
Heatstroke occurs when the body’s cooling system no longer functions. This is caused by
exposure to extremely high temperatures or the combinations of excessive humidity and
moderately high temperatures. When the temperature of the blood rises, the body’s
mechanism for loosing heat (the evaporation of sweat) ceases to function.
The body’s temperature gradually increases, and if not stopped, will eventually lead to
circulatory collapse and deep shock, or death.
The onset of heatstroke requires immediate treatment to reduce the body temperature in
order to prevent brain damage or death. The most effective treatment is a liquid cooling bath.
The victim should be place in cool water or the patient can be dunk in the ocean. If sharks are
present saturate the victim and his clothing with cool seawater to bring his temperature down.
Massaging the skin vigorously during the cooling procedure will help stimulate and accelerate
the return of “cooled” surface blood to the over heated core the body.
SEASICKNESS
As soon as practical, anti seasickness pills should be issued to all hands. Anti- seasickness
medication is part of all survival craft equipment. Even the most hardened and experienced
seaman is prone to seasickness in a survival craft and should take the medication. The
sequential loss of moisture and distress caused by vomiting will reduce motivation, vitality and
the will to survive.
In the survival environment, seasickness can be extremely dangerous, vomiting occurs; vital
body fluids will be lost. If water rations are low, it may mean the difference between surviving
and death from dehydration.
Resting in a reclined position with the eyes closed can aid a seasick victim. If possible, give
small amounts of dry foods crackers, bread or similar foods. The nature of the absorbing
qualities of these foods may help to alleviate seasickness.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
THIRST AND RATIONING FRESHWATER

Thirst has always been regarded as the castaway’s main problem. Regulations provide that
survival craft have an ample supply of drinking water.
Man has several liters of water in his body from which he can draw without serious symptoms.
In cold climate the survivor may not even feel real thirst in the first days after shipwreck.
The following rationing procedure should be followed:

 Do not drink on the first day- except for a person who has been injured or vomited
considerably.
 Drink ½ liter (one pint) each day as a minimum at intervals
On the first day after a shipwreck the body will still have sufficient water, and the
ingestion of water will only pass through the body. After the first day, the daily consumption of
a half-liter will replace the basic loss by sweating and passing of urine.
It is possible to catch rainwater. However, the catchments area must be washed free of all salt
with the rain before collecting rainwater.
HUNGER
Man may die within a few days if he does not get water but can survive weeks without food. In
the survival situation, people should not be forced to eat if they do not feel like it.
Foodstuffs with high sugar content are best. As sugar is metabolized in the body, it yields some
water helping the survivor to maintain a better water balance.
Survival craft rations consist of non-thirst provoking foods. It is good to eat the food ratio along
with the water ration.
Before consuming any type of fresh food that you are not absolutely certain is safe, always test
edibility with a very small portion to help minimize food poisoning.
SHARKS
Castaways in survival craft commonly report the presence of sharks. However, they are often
reported as more of a nuisance than an actual hazard, due to their tendency to bump and bang
against the underside of a lifeboat or liferaft.
The majority of shark-attacks occur in tropical water, but this may be simply because more
people swim in warm water than cold water. While it is not known what actually motivates
shark attacks, a desire for food and defense of territory seem to suggest the strongest
motivations.
Exercise preventive measures in shark infested waters by:
• Avoiding erratic movements that produce sound waves underwater.
• Stay out of the water where fish, animal blood, offal (wastes, by-products) have been
dumped – these odors may attract sharks. Only dump offal when you are underway.
• Avoid trailing any part of your body in the water such as dangling arms or legs from
liferaft.
• Discourage a shark that threatens to attack or damage the liferaft by jobbing at its snout
or gills with an oar.
If you are in the water, kick and splash to get the shark away. If you are in the water with
a group of survivors, keep together and kick and splash. Sharks prefer easy food.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
USING THE SEA ANCHOR

The sea anchor (or drogue) is a conical bag made of canvas. A small hole in the bottom of the
bag permits water to get out and thus prevents the bag from collapsing. A tripping line is
provided to ease hauling in the bag.
One of the principal functions of sea anchor is to provide stability in a rough heavy sea. By
trailing a sea anchor, you can minimize the possibility in a capsizing in high winds or heavy seas.
Because a raft floats on the water rather than in the water, it is susceptible to high winds.
Another important function of the sea anchor is its ability to slow down the drift of the
raft (or lifeboat). This is important if you sent distress message with a position and you want to
remain close to that area. Searchers will start to look for wreckage and survivors at the last
determined or confirmed position.
The principle involved in using a sea anchor is to create a “drag” effect that will:
• Slow down the drift

• Give you direction and control
• Stabilize the raft
• Minimize capsizing
7
EMERGENCY RADIO EQUIPMENT
DUTIES OF WATCH KEEPER LOOKOUT
Watchers or lookouts should begin immediately maximize the chance of being detected or
sighting land. A watch keeper shall be in charge of the valuable stores onboard. Watch for
hands or arms trailing in the water and recognize the warning symptoms of exposure.
The object of the lookout is to sight land or a rescue vessel. However, it is
Important to discuss the ramifications of a false alarm. An accidental rising of hopes can dash the
morale of the distressed and exhausted crew.
VISUAL DISTRESS SIGNAL

Sooner or later, a ship will pass close to the survival craft. That is why it is important to
keep an intense look out day and night in order to attract attention at the right time using the
survival craft detection equipment.
A good rule to maximize the chance of detection by others is to make yourself look bigger,
brighter and different than your surroundings. This will help your chances of being seen
whether you are in a survival craft or in the water.
In the daytime you should use, signaling mirror, whistle and buoyant smoke signals. At night,
you should use the rocket parachutes flares, the flash light (which is suitable for Morse course)
and the whistle.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
Any signal that is capable of attaining great height (such as a rocket flare) is far more useful for
alerting the attention of distant ships than most other types of visual signals. Your sighting
distances on the ocean will be affected by the curvature of the earth, the distance between you
and the viewer, and the height of your signal.
ELECTRONIC DISTRESS EQUIPMENT

Everybody should, in their own best interest, make sure that the pre-designated crew when
abandoning ship brings the communication equipment for the survival craft on board the
lifeboat or raft.
The traditional communication equipment consists of:
 EPIRB (emergency position indicating radio beacon)
• Walki-talkies (hand held portable VHF or UHF radios)
On GMDSS equipped ships the equipped ships the equipment consists of:
• SART (radar transponder)
• Walkie-talkies (hand held portable VHF radios)
• The additional possibility of bringing on board the survival craft the ship’s EPIRB mounted
in the float free mechanism
EPIRB
EPIRB stands for Emergency Position Indicating Radio Beacon. It is usually equipped with both
a manual and a salt water activating system. This beacon is capable of transmitting continuous
distress signal 24 hours a day for the life of the batteries. The transmissions alert and enable
ships, aircraft and satellite to locate the survival craft. When activating the EPIRB, make sure to
tie it securely to the survival craft.
EPIRBs on the ship are also released form their mounting brackets by a hydrostatic release
mechanism. If the ship sinks, the EPIRB is meant to float free and automatically send
transmissions. This why is important to set the sea anchor on survival craft to help minimize
drifting far from the area where the vessel originally sank.
SART
A SART (Search and Rescue Transponder) is a radar transponder that sends a signal that
shows up distinctly on radar. When the radar beacon from a ship or airplane hits the activated
SART, it transmits a signal consisting of a number of dots visible on the radar screen of the
rescue plane or ship. The SART is brought to the survival craft as per the muster list.
Ships 500 GRT and above are fitted with two SARTS mounted on a bracket at the bridge’s port
and starboard side.
8
HELICOPTER ASSISTANCE
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
HELICOPTER RESCUE
Rescue by helicopter is used both when rescuing badly injured persons and when rescuing
whole crews from the ship or survival craft.
During any kind of helicopter rescue, relating to inflatable liferafts, however, the arch tube
should be emptied of air so that the canopy may be laid down in the raft. Otherwise, it will
work as a sail and make the operation more complicated. On lifeboats, all construction should
be laid down.
Under good weather conditions the helicopter may be able to land on the water and the
rescuing can be made from there.
In all cases, remember that the pilot of the helicopter decides how the operation has to be
carried out.
COMMUNICATING WITH THE HELICOPTER
If portable VHF radio sets are brought to survival crafts, communication may be easy. Hand
signals may also be used.
The following signals are used for communication with the crew of the helicopter:
1. Hoist: Arms raised above horizontally- thumbs up.
2. Do not hoist: Arms extended horizontally- fists clenched thumbs down.
HELICOPTER PICK-UP
A helicopter might use a single lift, double lift, basket lift, or stretcher for picking up
survivors.
METHODS OF HELICOPTER PICK-UP
1. Rescue sling or strap

Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
2. Rescue seat or double lift

3. Rescue basket
4. Stretcher lift
Single lift is atypical rescue sling or harness. Approach the sling in a way so that it’s
always between you and the hoist. The sling is to be put under the straps or clamp tightened.
Keep your arms down along your body or grip the clamp while being pulled up so you don’t slip
out.
A RESCUE SLING
When using a doublelift, the helicopter sends a rescuer down to put the sling around the
person to be rescued.
When using a basketlift, the person has to sit down, with arms and legs inside the
basket. The head should be bent towards the knees and the hands around the knees. Keep still
until the basketlift is on board the helicopter.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
The stretcherlift is used when rescuing badly injures persons. A tiller or guiding rope is
often used (also used with basket lifts to help keep the stretcher clear of obstacles. Never make
the tiller rope fast to the ship.
When a rescue is happening from a large ship, injured persons most often can be rescued
from the deck. On smaller ships a raft may be put aft to transfer the patient.
In the majority of cases’ where helicopter assistance is being given, a member of the air
view will instruct and assist in the correct method of transfer. In the event of an aircraft being
engaged and when the strop only is lowered, without a frogman or winchman, the following list
of precautionary measures advised:
a) Do not touch the strap, winch wire or any part of the lifting hoist until the static electricity
has been removed from the wire. The pilot will first earth the wire by allowing it to enter the
sea or touch the deck of the ship, to remove static.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
b) Keep the lifejacket on and place the strop over the upper part of the body; around the back
and over the lifejacket. Draw down the toggle of the web straps ands ensure a tight fit
around your person.
NEVER TIE GUIDE CABLE FIT HARNESS WELL
c) Place your arms at the side (When engaged in the United Kingdom) or follow the instructions
of the landing officer.
d) When ready to be winched up, extend your arm and give thumbs up signal to the aircrafts,
while looking toward s the helicopter. Replace your arm at your side
e) Once winched towards the access of the craft, and along side the doorway to the cabin,
remain passive until instructed to move by the aircrew operator.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
NIGHT OPERATION
There are special considerations when conducting helicopter operations at night. It is very
important to switch on as much light as possible onboard the ship. This help to facilitate the
identification of the ship and illuminate the pick up area and possible obstacles.
Under no circumstances shall light be directed towards the helicopter. This will blind the
crew.
GENERAL PRECAUTIONS FOR SEAFARERS WORKING WITH HELICOPTERS

1. DO NOT secure any lines passed down from the helicopter.
2. DO NOT touch the winchman, stretcher or hook wire until the wire is earthed.
3. DO NOT fire rockets or rocket line throwing apparatus in the vicinity the aircraft
4. DO NOT transmit on radio while winch procedure is on going.
5. DO NOT direct strong light into the helicopter’s direction when working operations at
night.
Unless otherwise instructed by the pilot, or exceptional circumstances dictate otherwise,
the surface vessel should steer with the wind 30˚ or:
a) The port bow if rescue is aft.
b) The starboard bow if the rescue is mid ships
c) The starboard quarter if the rescue area is forward.
In addition, vessel should be prepared so that:

• The rescue area is clear of all loose objects and all aerials are moved.
• A wind indicator is flying either: a windsock, flag, or smoke. If smoke is used it should not
interfere with the aircraft’s vision. When operating at night, the wind indicator should also
be illuminated.
• Always wear rubber gloves when handling winch wire
• Illuminate the operational area when engaged in night operations.
Rev. Date
February 4, 2016
Author: AOT
HND051(02-16)
CHECKLIST FOR HELICOPTER OPERATIONS

1. Secure or remove all loose objects from operation area.
2. Remove all aerials, stays, running ragging etc. which could hamper the operation.
3. Ensure that the vessel is ready to commence helicopter reception.
4. Are fire hoses ready, near to, but clear of the operating area?
5. Fire pumps running and providing adequate hose pressure.
6. foam appliances and monitors tested and ready for operation(foam nozzles should be left
trained away from the operating zone)
7. Emergency rescue party on stand by (at least two persons wearing firemen’s outfits)
8. Rescue boat turned out and in a state of readiness.
9. Crash box emergency equipment ready and close by.
10. The hook handler is fitted out in rubber gloves and rubber-soled shoes to avoid the dangers
of static electricity
11. Correctly trained deck lighting is illuminating the operations area.
12. The ship is displaying correct navigation signals.
13. Efficient communications established between all parties concerned.
14. Deck party at state of readiness and the area is clear of all passengers and unnecessary
personnel.

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RENAISSANCE TRAINING CENTER, INC. Rev. No.

SAFETY AND SURVIVAL

SIZE UP THE SITUATION

UNDUE HASTE MAKES WASTE

REMEMBER WHERE YOU ARE

VANQUISH FEAR AND PANIC

ACT WISELY and PROPERLY

LEARN BASIC SKILLS

THE PSYCHOLOGY OF SURVIVAL

THE WILL TO SURVIVE

TRAINING AND PREPARATION

PANIC AND FEAR

1. Basic Swimming Stroke

a. Dog Paddle – recommended in narrow and crowded places.

a. Back Float – the best relaxing float.

3. Rescuing a Drowning Person

a. Undress quickly as possible.

INITIAL ACTION UPON DISCOVERING AN EMERGENCY

Proper initial action upon discovering an emergency such as fire

TYPES OF EMERGENCIES AND CORRESPONDING SAFETY ACTIONS

1. FIRE – typical initial actions upon encountering smoke or fires are:

2. FLOODING – typical initial actions upon encountering flooding or water in a compartment.

3. FOUNDERING – when a vessel is filled with water SAFETY ACTIONS:

4. MAIN ENGINE FAILURE SAFETY ACTIONS:

6. SEACH AND RESCUE

MAN OVERBOARD PROCEDURES

Type of Alarm Signal Alarm given by

CREW AND EMERGENCY INSTRUCTIONS

• Meaning of emergency signals

EXTRA EQUIPMENT AND SURVIVAL

List of extra equipments/items you can bring:

The three specific causes that trigger panic in an emergency are:

1. Emotional state; A person is less likely to behave rationally at the onset of an

CREW DUTIES TO PASSENGERS

• Position and operation of emergency lighting at embarkation level

MASTER’S ORDERS TO ABANDON SHIP

• Keep feet together

• A means of communicating with ships or rescue services

TYPES OF SURVIVAL CRAFTS:

1. Lifeboats – Principal/main survival equipment aboard ship.

shelter and protects them from exposure.

SURVIVAL CRAFT LIFEBOAT / LIFERAFTS CAPACITY

• The designated officer: in charge of launching. Starts engine.

PERSONAL SAFETY WHILE LAUNCHING

• 3 liters of fresh water per person

A flashlights (Morse) with spare batteries and bulb

The above applies to ships built after July 1, 1986

Designated officer – in charge of launching

FREE FLOAT ARRANGEMENT

• 1 buoyant safety knife (2 in rafts for more than 12 persons)

Self – Righting Partially Enclosed Lifeboats

Totally Enclosed Lifeboat

Self-Righting Totally Enclosed

Totally Enclosed with a Self-Containing Air Support System

Life Launching Appliances

Quadrantal Type Davits

The Cresent Type of Davit