H O O N M ARITIM E INS TIT UT E

PE RSO N AL S U R VIV A L T E CH NIQ UE S

CO N TE N TS

SERIAL Topic
NO.

1 Introductionsafety and Survival

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2 EmergencySituations

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3 Evacuation
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4 Survival craft and rescue boats
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5 Personal Life Saving Appliances

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7
Helicopter Rescue

8 Radio Equipment
 CHAPTER-1

INTRO DUCTIO N SAFETY

1.1. SAFETY GUIDANCE:

Please note that during course and the practical sessions the safety guidelines and
rules laid down by the Instructor, must be obeyed at all times especially during
practical drills.

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

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To wear a lifejacket at all times during swimming pool sessions
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 To test the function of the Lifejacket prior entering Pool Area
 To wear proper PPE at all times
 At all times to follow clear instructions of the Instructor/s.
 If instructions are not understood, to repeat the Instructions till the candidate
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is clear regarding Instructions

 To diving area must be clear before diving
 Forward Dives Only
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 During Launching of the Life raft ensure no person is in the Pool

Principal of Survival on Sea: (Please Refer to Appendix 1)

The value of regular training of all personnel in lifeboat, life raft and any survival
equipment cannot be over-emphasized. Personnel must always prepared to respond
to any emergency necessitating launching, embarkation or manning of survival
craft and equipment. There is no substitute for thorough knowledge, periodic training
and practical regard to survival at sea.

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The Principles of survival at sea are

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1.Initial On-Board familiarization(Immediately when a crew boards a vessel)
2.Regular training and drills
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3.Preparedness for any emergency
4.Knowledge of action to be taken:
 When called to survival craft stations,
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 When required to abandon ship
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 When in the water,

 When aboard a survival craft,
5. Knowledge of the main dangers to survivors.
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Definitions (Please Refer to Appendix 2)

The various definitions as associated with survival craft and

appliances are listed below:
 Survival Craft is a Craft capable of sustaining the lives of persons in
distress from the time of abandoning the ship.
 Rescue Boat is a boat designed to rescue persons in distress and to marshal
survival crafts.
  Free fall launching is that method of launching a survival craft where by the
craft with its component of persons and equipment on board is released and
allowed to fall into the sea without any restraining apparatus.
 Float Free Launching- A method of launching a survival craft whereby the
craft is automatically released from a sinking ship and is ready for use, (
SOLAS, Chapter III).
 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

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the wearer from hypothermia from immersion in cold water, after abandoning

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a sinking or capsized vessel, especially in the open ocean.
 Inflatable appliance is an appliance which depends upon non-rigid,
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gas filled chambers for buoyance and which is normally kept unflated,
until ready for use.
 Thermal protective aid is a bag or suit made of waterproof
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material with low thermal conductivity.
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 Launching appliances means of transferring a survival craft or

rescue boat from its stowed position safely to water.
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1.4 SOLAS Training Manual: (Please Refer to Appendix 3)

 This regulation applies to all ships
 A training manual consists of instructions and information in easily understood
terms illustrated wherever possible, on the life saving appliances provided in
the ship and on the best methods of survival.
1.5 Safety Symbols: (Please Refer to Appendix 4)
Safety signs and symbols are used extensively onboard ships to alert crew members to
working hazards, escape routes, type of equipment etc. These signs act as a pictorial
illustration to help seafarers increase their level of personal safety on ships.
Safety signs use a variety of colours and symbols, which have been acknowledged by
the regulatory bodies of the shipping industry, to explain different aspects related to the
operation and maintenance of the ships.
It is imperative that sea going professionals are able to identify and understand the
safety signs, as they greatly help in reducing the number of accidents on ships.
Also to refer to
http://www.marineinsight.com/wp-content/uploads/2012/07/The-Ultimate-Guide-to-
Safety-Signs-on-Ships.pdf
 CHAPTER- 2

EMERGENCY PROCEDURES ON BOARD (REFER TO APPENDIX 1& APPENDIX

16)

What is an Emergency?

An emergency may be defined as a generally unexpected occurrence, demanding action to avoid

any possible loss or damage.

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Various of Emergency.

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The various Types of emergencies that could occur onboard are as follows:
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 Collision/imminent collision

 Grounding/stranding
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 Foundering
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 Fire
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 Main Engine Breakdown

 Man Overboard

 Oil Spill

 Adverse Reaction of DangerousGoods and hazardousBulk Material

 Shifting of Cargo

 Hull Failure
Precautions:

At sea the responsibility for an action rests with the master and his operating management. Where
a casualty occurs in territorial waters or port limits, the national authority or the port authority may
be involved and the master's and his operational management's freedom of action may be thorp by
constrained. This would be particularly so that the hazard relevant of the casualty could put the
parties in risk. In these latter circumstances, contingency plans may need to be adapted quickly to

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take account of the requirement of the shore authorities. However, the basic consideration in these

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circumstances are still of the same nature at those when the ships is at sea.
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When a ship is breathed alongside a cargo terminal, the responsibilities for action in the
event of an accident are more complex, for terminal management must also be involved in the
protection of terminal facilities and in the provision of remedial action. Furthermore, the
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circumstances of the casualty and the hazards which may result are of a different of have a different
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emphasis from those when underway.

Contingency planning can only be based upon an understanding of:

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 The type of accidents which may occur

 The possible consequences.
 The action as per the practical requirement.
 The requirements relating to a suitable location or locations in which to take that action.
 The possible reaction of the media and other bodies to the casualty, and its consequences.

The aim of the plan should be to ensure the most timely response, adequate in scope to meet
the size and varied nature of such accidents and thereby, as quickly as possible, to remove any
threat there may be of a serious escalation of the situation. In addition to speed and adequate
resources in men and equipment, the plan should reflect the need for the assured flow of accurate
information and for the constant control of action being taken. The plan should acknowledge
priorities which, in turn, protect life, environment and property.
The Personnel to be involved must be familiar with the procedures of the plan and understand
what may be required of them. This necessitates that the plan be fully documented and available to
those who would be concerned, opportunity should be taken to exercise personnel in the
planned procedures In order that they may gain experience and the effectiveness of the plan tested.

Extract 'from "Code of Safe Working Practices for Merchant Seamen" (Chapter 3)

Emergency Procedures

Muster and drills

Musters and drills are required to be carried out regularly in accordance, with Merchant

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Shipping Regulations The guidance contained in this chapter should be read in conjunction with
information and guidance on these regulations issued in the relevant Merchant Shipping Notices.

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Musters and drills have the objective of preparing a trained and organized response to the
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situations of great difficulty which may unexpectedly threat loss of life at sea. It is important that
they should be carried out realistically, approaching as closely as possible to emergency
conditions. Changes in the ship's function and changes in the ship's personnel from time to
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time should be reflected in corresponding changes in the muster arrangements.
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The muster list should be conspicuously posted before the ship sails and, on international
voyages and in ships of class II A and III should be supplemented by emergency instructions for
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each crew member (leg in the berths or bunks). These instructions should describe the
allocated muster station, survival Craft station and emergency duty and all emergency
signals and action, if any, to be taken on hearing such signals.

An abandon ship drill and a fire drill must be held within 24 hours of leaving port if more
that 25% of the crew have not taken part in drills on board the ship in the previous month. As
soon-as possible but not later than two weeks after joining the ship onboard training in the use of
the ship's life saving appliances, including survival craft equipment, should be given to crew
members. As soon as possible after joining the ship, crew members should also familiarize
themselves with the emergency duties, the significance of the various alarm signals and the
locations of their life boat station and of all lifesaving and firefighting equipment.

All the ship's personnel concerned should muster for a drill wearing of life Jackets
property secured. The lifejackets should continue to be worn during lifeboat drills and launching
but in other cases they may subsequently be removed at the Master's discretion they would
impede or make unduly, onerous the, ensuing practice, provided they are kept ready to hand.

The timing of emergency drills should vary so that personnel who have not participated
particular drill may take part in the next.

Any defects of deficiencies revealed during drills and the Inspections, which company
them, should be made good without delay.

The drills

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Efficient fire-fighting demands the full co-operation of personnel in all departments of the

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ship. A fire drill should be held simultaneously with the first stage of the abandon ship
fire-fighting parties should assemble at their designated station. Engine room personnel should
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start the fire pumps in machinery spaces and see that full pressure is put fire mains. Any
emergency pump situated outside machinery space should also be ail members of the crew should
know how to start and operate the pump.
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The fire parties should be sent from their designated stations to the selected site of supposed
fire, taking, with them emergency equipment such as axes and lamps and
different apparatus The locations should be changed in successive drills to give practice different
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conditions and in dealing with different types of fire so that accommodation, machinery spaces,
store rooms, galleys and cargo holds or areas of high fire hazard are covered from time to time.
All adequate number of hoses to deal with the assumed tire should be realistically
At some stage in the drill, they should be tested by bringing them into use, firstly water provided
by the machinery space pump and secondly with water from the emergency pump alone.

The drill should extend, where practicable, to the testing and demonstration of tile controls
for ventilating fans, fuel pumps-and fuel tank valves and the closing of dampers.
Fixed fire extinguishing installations. Should be tested to the extent practicable
Portable Fire extinguishing should be available for demonstration of the
manner of their use. They should include the different types applicable to different kinds of fire
At each drill, one extinguisher or more should be operated by a member of the fire party, a
different member on each occasion. Extinguishers so used should be recharged before being
returned to their normal location or sufficient spares should otherwise be carried for
demonstration purposes.

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Breathing apparatus should be worn by members of the fire-fighting parties so each
member in turn has experience of its use Search and rescue exercises should be
undertaken in various parts of the ship. The apparatus should be cleaned and verified to
be in good order before it is stowed; cylinders of self contained breathing
apparatus should be recharged or sufficient spare cyllinders of otherwise carried
for this purpose.

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Fire appliances, fire and watertight doors and other dosing appliances and

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also fire detection and alarm systems which have not been used in the drill should be
inspected to ensure that they are in good order, either at the time of the drill or
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immediately afterwards. Additionally the relevant statutory requirements should be
compiled with.
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Survival craft drills
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Arrangements for drills should take account of prevailing weather conditions.

Crew members taking part in lifeboat or Life Raft drills should muster wearing
warm outer clothing and fjadts properly secured.
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Where appropriate, the lowering gear and chocks should he inspected and
check made to ensure that all working parts are well lubricated.

When turning out devils or when bringing boats or rails inboard under power,
seamen should always keep clear of any moving parts.
The engines on motor lifeboats should be started and run ahead and astern. Care
should be taken to avoid overheating the engine and the propeller shaft stern gland. All
personnel should be familiar with the engine starting procedure.
 Hand - operated mechanical propelling gear, if any, should be examined and tested.

Radio Equipment should be examined and tested, with the aerial erected by the officer or
another trained person and the crew instructed in its use.

Water spray systems where fitted, should be used in accordance with the lifeboat
manufacturer's instructions.

When drill is held in port as many as possible of the lifeboats should be cleared and swung

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out. Each lifeboat should be launched and maneuvered in the water at least once every three

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months. Where launching of free-fall lifeboats is impracticable, they may be lowered into the water
provided that they are free-fall launched at least once every six months.
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When rescue boats are carried which are not also lifeboats they should be launched and
maneuvered in the water every month so far as that is reasonable and practicable. The interval
between such drills should not exceed three months.
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Where simultaneous off-load/on-load release arrangements are provided great care should
be exercised to ensure that the hooks are fully engages before a boat is recovered, after it has been
stowed and prior to launching.
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Where davit-launched life rafts are carried then on-board, training, including an inflation,
must be carried out at intervals not exceeding four months. Great care should be taken to ensure
that the hook is properly engaged before taking the weight of the raft. The release mechanism
should not be cocked until just prior to the raft landing in the water. In the raft used for the
inflation is part of the ship's statutory equipment and not a special training raft then it MUST
be repacked at an approved service station.
 Where the handle the lifeboat winch would rotate during the operation of
the winch, it should be removed before the boat is lowered on the brake or raised
with an electric motor, if a handle cannot be removed, personnel' should keep well
clear of it.

Personnel in a rescue boat or survival craft being lowered should remain

seating keeping their hands inside the- -gunwale to a-void them being crushed-
against the ship side Lifejackets should be worn in totally enclosed lifeboats seat
belts should be secured only the launching crew should remain in a lifeboat being
raised.

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During drills lifebuoys and lines should be readily available at the point of
embarkation.
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While craft are in the water crews should practice maneuvering the vessel by
oar, sail or power as appropriate and should operate the water spray system where
fitted on enclosed lifeboats.
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Seamen should keep their fingers clear of the 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.
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Before craft in gravity davits are recovered by power the operation of

the limit switches or similar devices should be checked.

A portable hoist unit used to recover a craft should be provided with a

clutch or have an attachment to resist the torque. These should be checked. If
neither device is available, the craft should be raised by
hand.
 Where lifearfts are carried, instruction should be given to the ship's
personnel in their launching, handling and operation Methods of boarding them and
the disposition of equipment and stores on them should be explained.

The statutory scale of lifesaving appliances must be maintained at all times. If

the use of a liferaft for practice would bring equipment below the specified scale, a
replacement must lust be made available.

Action in the event/of fire

The risk of fire breaking out on board a ship cannot be eliminated but will be

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much reduced if the advice given elsewhere in the code is conscientiously followed at
all times.

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Training in fire-fighting procedures and maintenance o equipment should be
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assured by regular drills in accordance with section 3.2, but it is important also that
access to lire- fighting equipment should, be kept unimpeded at all times and that
emergency escapes and passage ways are never obstructed.
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A ..................... can usually be readily extinguished if prompt and

correct action is taken.

A fire breaks t the alarm should he raised and the bridge informed immediately if
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the ship is in port the local fire authority should he called If possible an attempt should
be made to extinguish or limit the tire by any appropriate means readily available either
using suitable portable extinguishers or by smothering the fire as in the instance of a fat
or oil fire in galley.

The different types of portable fire extinguish on board ship are appropriate to
different kinds of fire. Water extinguishers should not be used on oil or electrical fires.
 Opening to the space should be shut to reduce the supply of air to the fire and
to prevent it spreading. Any fuel lines feeding the fire or threatened by it should be
isolated. If practicable materials adjacent to the fire should be removed.

If a space is filling with smoke and fumes, any personnel not properly
equipped with breathing apparatus should get out of the space without delay: if
necessary, escape should be affected by crawling on hands and knees because air close
to deck level is likely to be relatively clear.

Area fire has been extinguished, precautions should be taken against its

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spontaneous re-ignition.

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Personnel unless wearing breathing apparatus, should not re-enter a space in
which a fire has occurred before it has been fully ventilated.
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General Emergency Alarm

a. At least seven short blasts followed by one long blast on ship's

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whistle/siren, and on electric bell.
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b. Audible throughout the vessel.

c. Capable of being operated from bridge, engine room,

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accommodation, and other strategic points.

d. Mains and emergency source of power.

General Procedures

a. Anyone may initiate an emergency alarm by simply pressing

Emergency Switch. This will bring the Emergency party to the
Emergency Headquarters and a/e/tthe remaining members of
the Emergency Organization.

b. A person having sounded the emergency alarm must, report

the location and nature of the emergency to the Bridge, and /
or the emergency Headquarters or if in port, to the cargo

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control room (if manned)

Action that follows: Signal

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Emergency Squad musters at the Emergency Headquarters with the utmost speed.
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 The first officer to arrive at the Emergency Headquarters will contact the Bridge to
advise or enquire about the nature of the emergency.
 Communications must be established with the master.
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 Emergency squad will collect the necessary equipment and proceed to the scene of
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the emergency.
 On leaving the Emergency Headquarters the Emergency Party
will use portable transceivers for communication.
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 Personnel assigned with special duties will proceed to their

station.
 The first aid and provision squad will proceed to their muster,
 The support squad will muster and await instructions.
 Supernumeraries and non crew are to report to bridge for instructions,
 Communication is to be established between Bridge and
Engine room.
 Action to be taken by the individual
a. Put on additional clothing (warm).
b. Put on the life jacket.
c. Drink plenty of water.
d. Rush to muster stations (as mentioned in muster list),

Muster List
The emergency signal, abandon ship signal, fire signal, fire alarm signal and any
other signals e.g. man over board signals.

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Action to be taken by the crew.

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a. Officers in charge of different groups or squads. Duties of
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members of the crew.
b. Officers in charge of maintenance of various life saving
equipment.
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c. Substitutes for key persons.
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d. Location of muster stations.

Alarm Signals
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a. General Emergency Alarm : At least 7 short, blasts followed

by one long blast on ship's whistle and electric bell.
b. Fire Alarm Continuous ranging of bell.
c. Mail Overboard Alarm: 3 long blasts on ship's whistle.
d. Abandon Ship Signal: Verbal order by master of the ship.
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Correct Use of Personnel Safety Equipment

Protective clothing is provided for crew member's safety. It is folly not to use it as many seam
en have found to their cost. For head protection there is proper safety helmet which protects against
knocks and also serious, risks in case of fall etc. Goggles should always be worn to protect out eyes
when welding, grinding, scaling or when there Is 3 risk of splashes from chemicals. When
working in noisy environments such as the engine room, proper hearing protection should, be
worm. Eamiuffs are generally more effective that ear plugs. Dust masks respirators or breathing

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apparatus of an appropriate type should be worn working in dusty or toxic atmosphere,

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Action To Be Taken On Discovering Potential Emergency
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Any crew members who discovers potential emergency should warn others by raising an alarm &
informing bridge as appropriate. Thereafter he should take all means to contain the damage/spread of
emergency.
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On hearing emergency alarm signal, all crew members should muster at muster station mentioned in
muster list and await for orders from bridge with reference to type of emergency & measures to adopt
to contain the same.
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Know Your Ship Well.

Every person joining ship must as soon as possible get
Familiarized with his ship. Following are some of the points for your
guidance;

a. Know your emergency stations (Boat station, Fire station etc.) and what
are
your duties if there is an emergency situation. For example, if it is you
duty to
bring a stretcher, you should know where ills kept and if it is your duty to
bring
a stretcher, you should know where it is kept and if it is under lock & key
you must know where the keys are kept or authorized person to hold keys.
b. If there a Fire extinguisher near the cabin allotted to you. What type of
extinguisher is it (foam, powder, etc) can you operate it Read, the
instructions carefully.

c. Which s the nearest Fire hose and connection and how to reach there
as so as possible.

d. In case of Fire or smoke in accommodation which 'is the shortest route

you would choose to get to safety. Can you get out of porthole?

e. what are the escape routes through alleyways/engine room?

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f. Where is your life Jacket?

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 g. Where are the lifebuoys kepi?

h. Where is the main switch for the power supply in your cabin?

To Taken Various Emergencies

Man Overboard On seeing a man falling overboard at sea:

a. Throw the life-buoy to the man.

b. Shout "Man Overboard" at the top of your voice to alert others.

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c. Inform bridge immediately and the master.

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d. Get Rescue Boat ready for towering.
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e. Inform engine-room.

FIRE: On seeing a "Fire" onboard the ship

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 Shout "Fire" at the top of your voice to alert others

 Ring Fire alarm
 Check if somebody is trapped
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 If small fire, try Jo extinguish it with portable fire

extinguisher.
 Otherwise close the compartment ventilation, portholes etc.
 Await ship's fire-lighting team to relieve you and then you go to your
emergency station.
 In port, inform tire-brigade/port authorities.

On hearing Fire alarm or general emergency alarm.

 Put on your life jacket

 Drink plenty of water
 Rush to your Muster Station (mentioned in muster list)
 Carry out your task allotted as per muster list
 Abandon ship On hearing Abandon-ship signal as per muster list;

I. Put on hue jacket

II. Put on additional warm clothing

III. Drink plenty of water.

IV. Rush to embarkation station of your lifeboat and carry out

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instructions

V.

VI.
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Avoid panic, keep silence

Time permitting! take additional quantity of water,

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provisions, blankets etc.
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Value of Training And Drills
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Safety of life at sea is paramount. Owing shipboard emergencies a lot of lives

have been lost due to lack of training/drills. On board training is very important it
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opens wide horizons of learning/under standing which is not possible to achieve by

referring to books Drills keep crew members prepared at all times for ship board
emergencies if drills are conducted regularly & reviewed then during actual
emergencies results are chaotic.

Type of Escape Routes and Internal communication and Alarm System

On all ships escape routes are paint marked so that in case of emergency no time is
lost in case if place has to be evacuated. On joining a crew member must familiarize with
escape routes of every space onboard.
Internal communication is very important during emergencies Blind spots should be ascertained
while communicating from various places onboard . These are the places from where it is
difficult/not possible to establish witty bridge. All these places should be written
down & crew members made aware of same. All alarm systems onboard should be tested
periodically to confirm that they are functional. All crew members should have knowledge of
same.

Foundering

Foundering is the adverse effect on the vessel's buoyancy due to the ingress of water resulting in
sinking.

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Foundering could be the end result of a collision or any situation causing hull damage or water

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ingress.

Action taken (to prevent foundering):

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When collision or damage assessment drills are undertaken, the first concern is the ingress of water,
which if left unchecked, could lead to the vessel's foundering.

To prevent this, several steps can be taken:

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If the vessel is bilged the holed compartment should be, if possible, isolated by closing
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watertight doors or openings and the section pumped out. If the pump cannot contain the flooding
other means may be needed to reduce the intake of water.

Listing the vessel, especially if the damage is near the waterline, will reduce the flow of
water into the vessel. This can be achieved by moving weights or ballasting.
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Thought may be given to the use of any possible material to plug up a hole. This could include
pillows, bedding, cushions, mattresses etc.

Abandon Ship-Complications:

 Abandoning Ship In Cold Climate

 Abandoning Ship in Hot water
 Survival with out Food & Water Rations
 Poisonous and Dangerous Aquatic Animals present in the sea
 Non Swimmers
 Low Morale
 CHAPTER- 3

EVACUATIO N (REFER TO APPENDIX 16)

ABANDON SHIP

Abandoning the Ship is to be the last resort of any seafarer and the Call of “Abandoning Ship”
should be taken only by the Master, or his immediate deputy if the Master is Incapacitated.

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Avoid Unnecessary Swimming. This will only use up valuable energy and increase the
body's heat loss to surrounding water.

Float on the surface in a help position. With the knees clasped up against the chest. This
position conserves body heat.

Try to keep your morale up, and keep the will to survive.

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To avoid panic action.

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As soon as possible after the survival crafts are launched, tie all the survival crafts together
congregate in a place far away from the ship. The motor lifeboat may be used to escort
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survival and other crafts, and to search for survivors.

The above procedures are done the survivors must stay in one place and protect themselves
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from the environment that is heat and cold. Follow the survival at sea principles prolonging
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life under survival conditions.

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To Survive In:

Temperature

A Stroke. A serious condition where the body temperature rises above the normal to or
more. It is caused by prolonged exposure to very hot or very humid conditions,
symptoms are a hot, dry skin, with a rapid pulse rate. The patient may
Appear disillusioned and could experience some confusion Unconsciousness
may follow.

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Stroke. Sunstroke can occur when there is a hot sun with high
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temperature and the of wind. The patient gets headache dizziness and
feels hot. Sunstroke may
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times be fatal.

Hypothermia. The majority of deaths are caused by hypothermia during and ship
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wrecks. It means loss of core body temperature. The symptoms of hypothermia

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shivering semi-consciousness, and loss of muscle control or fully unconscious the

treatment is to cover the body b blankets or by thermal protective aids massage, 'do not
give liquid.
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Effect of seasickness. The most seasoned sea man will get sea sickness in survival
crafts. This results in the loss of body fluids. There is no means to recover it back, as
we do not have extra water in survival craft, so it is advisable that as soon as people
board' the survival craft, seasickness tablets should be given to every person.

Lack of body fluids. Failure to maintain body fluids correctly can cause dehydration
the survival craft.

Drinking sea water. Avoid drinking se water, it causes kidney mal unction and
results in collapse at sea.
Fire or oil on water. Most modern tire protected lifeboats must protect the occupants
from the effects of a continuous oil fire that envelope the boat for a period of not less
than 8 minutes. Protection to the hull is normally provided by means of a water spray
system.

Sharks. As per the new requirements survival craft must carry shark repellent so that
we can repulse shark attack. The shark repellent can be chemical which can be sprayed
over the water or it could be applied on the body.

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Clearing away from the ship. Immediately after lowering and boarding the survival
craft, measures should be taken to clear the vessel as quickly as possible. The

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danger of being struck from below by surfacing wreckage is greater than that from the
suction caused by the ship sinking. Clearing away may be done by mean of ores,
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paddles or being towed by motor boat. After clearing away, all crafts must keep at
a safe distance from the ship.
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Immediate Action After Entering Survival Craft Lifeboat
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a. Get away from sinking or burning ship.

1. Let go toggle painter.

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2. Maneuver or drift to safe distance from ship.

3. Rig radar reflector.

b. look for and gather survivors.

1. Manoeuvre and use buoyant lifelines to reach persons in water,

 2. Use torch or search light at night.

3. Look for rero-reflective tapes on other life saving appliance

and look for liferaft and life jacket lights.

c. Join other survival craft.

a. Use motor boats to retrieve drifting life rafts and secure them o
other lifeboats and liferafts.

b. Use sea anchor.

d. Check correct functioning of the lifeboat.

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a. check or damage, leaks and build up of water.

e.

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Commence: measures for protection and survival
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a. Rig lifeboat exposure covers.

b. Give first aid to injured.

c. Take action against seasickness

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f. Read Survival Manual.

Inflatable liferats

a. get away from sinking or burning ship.

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a. Hold on to or hook arms through hand lines inside raft (especially

in rough weather).

b. Cut painter as far from raft as possible.

c. Manoeuvre or drift to as safe distance from ship.

d. Stream sea anchor or drogues.

e. Rig radar reflector.

b. Look for and gather other survivors.

a. Use rescue quilts and line to pull survivors to raft.

b. Use torch at night.

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 c. Look for retro reflective tapes on other appliances and look for
lifejacket lights.

d. Listen: for whistles.

c. Check proper functioning of the liferaft

a. Check for leaks and damages.

b. Plug leaks with teak stoppers from equipment bag.

c. Top up buoyancy chambers and if necessary with pump or

bellows

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d. Join other rafts if possible.

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a. Secure rafts together with remains of painter allowing distance between rafts
for movements in a seaway.
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Protective measures

Heat Stroke. To treat heatstroke, remove all he patients clothing and Endeavour to keep
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body cool. Wrap in a cool sheet and or sponge the body with cold water keep cooling
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body till the temperature starts to fall. Place the casualty in a recovery position and cover
with a dry cloth or sheet
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Sun Stroke. Is the common name for conditions that results from overheating the
body. Sunstroke in a form of heat stroke caused by being exposed to the sun in tropical
area for too long a time skin surface should be protected by suitable clothing.

Exposure. Exposure is a cause of death, after abandoning the, vessel, seaman should
ensure that body hea is not lost by exposure. Person should take off protective
clothing, even if wet, while he survival craft. No person should be protected by
suitable clothing.
Effect of Seasickness. Seasickness is the main cause or dehydration at sea in the
survival craft. So it important to issue seasickness tablets to every person soon after
entering in to the survival craft.

Food and water. Do not issue any food or water for the first 24 hours except to the
person who is sick or injured as there is a amply moisture in the body. After 24
hours issue half liters of water per person per day Effort should be made to preserve
the moisture in the body by avoid perspiration. It is possible to survive up to
fourteen days or more with out w4ter. Survival craft rations consists of non thirst
provoking food.

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Measures of survival in case of burning oil (sea) surfaces.

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a. Evacuation, if by sea, will probably be by rigid survival craft. Fire
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on ships and platforms which have spread beyond containment
will probably be accompanied by explosions of greater or lesser
degree. The presence of burning oil surface of is a distinct
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possibility, and survival craft should be battoned down and
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enclosed. A fire protected survival craft, when waterborne, shall

be capable of protecting the number of person it is permitted to
accommodate when subjected to a continuous oil fire that
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envelope survival craft for per.iod of not less than 8 minutes.

b. A survival craft with a water spray system shall complete the

following:

I. Water for the system shall be drawn from the sea by self-priming motor pump.
I shall turn on and turn off the flow of water over the outer hull.

II. The sea water intake shall be so arranged as to prevent the intake of
flammable liquid from the sea surface.
 III. The system shall be arranged for flushing with fresh water and allowing
complete drainage.

Means of survival in shark Infested waters. Survivors are advised:

a. Never swim or dive alone.

b. Never swim or dive with an open wound, which attracts shark.

c. Swim as smoothly as possible, because thrashing movements

might attract the shari The survivors are better protected if they

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can remain inside a plastic bag.

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Sea Anchor (drogues). Two sea anchors (drogues) are provided for each liferaft.
Should be fitted with a shock absorbent painter and designed with swivels at each of
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the line to prevent fouling. The purpose of the drogue is to educe the drift route of the
life craft and to reduce the rise of life craft and avoid capsizing. Keeping this In mind,
one of the sea anchor should be permanently secured so that it can be easily deployed
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following inflation of the life raft. It should be in such a manner that the life raft is
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oriented to the wind in a stable manner. It should always be employed when engaging
in helicopter rescue operation or in beaching the !e raft.

Lookout, a watch system should be organized, giving some responsibility

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Component of a survival craft Having something to do or to do responsible as it

Improves the morale individual survivors and of the group in general. A constant
lookout should be maintained to keep watch all round the horizon. The lookout must be
instructed to listen as well as watch. They should be alert for signs of ships, aircrafts,
land, dangers and rain showers in the vicinity, which may provide an
opportunity to supplement the water rate. On making any sighting the lookout should
inform the person in charge of the craft before doing thing.

When survivors are in the survival craft the in charge should

raise the morale of the persons who are in the survival craft by keeping .the
people and their mind busy by
good routine and discipline maintained at the outset of the situation. A watch system
to be brought into operation. The survivors should communicate their locations by
using emergency transmitter. This should be activated as soon as practicable. The
lookout should be aware of the position of pyrotechnics and how to use instructions
being read well before they actually need to be used, getting people to read the
instructions on equipment and designating various job functions are the ways in which
the hopes of the survivors are kept alive. Morale is maintained .and will to survive is not
lost.

Survival in water. Any person involved in an emergency should strive to remain

alive. It is known that the body loses its heat twenty six times higher when immersed in
water.... When kept in a dry environment. For this reason a waterproof suit must be

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considered extremely essential for survival. However, for persons finding themselves in
water, the following actions are recommended:

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Avoid unnecessary swimming. This will only use up valuable energy and increase
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the body's heat loss to surrounding water.

Float on the surface in a HELP (Heat Escape Lessening Posture) position with the
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knees clasped up against the chest. This position conserves body heat.
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Secure the face visor of your lifejacket if attached. Falling this, protect your airways
against breaking seas by using your hands to form a face bar.

If There is more than one person, group together. There is safety in number as you are
using a larger target when grouped on the surface. If survivors form a circle group.
losing water is restricted in the centre of the circle and the loss of heat is
reduced and then they can also be kept warmer by being place in the middle of
the circle and by the others. Lifeline-s fitted to certain suits can also be employed to link
together.

Keep your morale up. the will to survive.

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Maintain as much of your body out of the water as possible throughout and avoid panic
actions.

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The order to abandon ship must be given at the clear command of the master
or person in charge of the vessel.
Crew Duties to Passengers: (Refer to Appnedix 5)
In passenger ships procedures are required for locating and rescuing passengers who
may be trapped in their cabins and these procedures shall be included in the muster list.
Also in passenger ships the muster list must show a number of other duties associated
with the safety and care of passengers including;
 Warning passengers and providing information as well as ensuring that passengers
are suitable dressed and correctly wearing their lifejackets;
 Assembling passengers at assembly stations;
 Keeping order in passageways and stairways

It is recommended that crew members assigned duties in passenger ships which bring

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them into contact with passengers in any emergency situation, are provided with
distinctive identification in the form of hats, or jackets that they can done as soon as an
emergency alarm is initiated.

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Thus identified, they are immediately recognizable to passengers as members of the
crew with assigned duties.
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 CH APTER- 4

SURVIVAL CRAFT AND RESCUE BOATS(Refer to Appendix 17 and

A1-4)

Life boats (Refer to Appendix 6,7,8)

SOLAS (Safety of Life at sea) regulations specify that all life rafts shall be
properly constructed and shall be of such form and proportions that they have ample
stability in a seaway and sufficient free board when loaded with their fill
complement of persons and equipment. The numbers of lifeboats that are required to
be carried by passenger and cargo ships are laid down in Regulation 20 and Regulation

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26 of Part B, Chapter III of SOLAS.

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Every survival craft shall have sufficient strength to:
– Be launched with a complete load of people and equipment
– Be capable of being launched and towed, in still waters, when the ship is moving
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forward with a speed of 5 knots.
• Shall have sufficient strength to resist side impacts against the ship’s hull with a
minimum speed of 3.5 m/s and water impacts from a height of at least 3 m.
• The capacity shall NEVER exceed 150 persons
• The arrangement shall allow its total capacity of people to embark, in
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a time interval not greater than 3 minutes.
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 Sufficient fuel, suitable for use throughout the temperature range expected in the
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area in which the ship operates, shall be provided to run the fully loaded lifeboat
at 6 knots for a period of not less than 24 h
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Passenger Ships.

a. Passenger ships engaged on-international voyages which are not

short international voyage shall carry by the requirement of the
regulation on each side of such aggregate capacity as will
accommodate nbt less than 50% of total number of persons on
board.

b. The administration may permit the substitution of lifeboats by

liferafts of equivalents total capacity provided that there shall never
be less than sufficient lifeboats on each side of the ship to
accommodate 37.5% of the total number of persons on board.
Cargo Ships Cargo Ships shall carry one or more totally enclosed lifeboats, of such
aggregate capacity on the side of the ship to accommodate the total number of persons
on board. The administration may, however, permit cargo ships (except oil tankers,
chemical tankers and gas carriers) operating Hinder favorable climatic conditions and in
suitable areas to carry partially enclosed life boats, provided the limits of
the trade areas are specified in the cargo ship safety equipment certificate.

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Types of Life Boats. Different types of lifeboats are:

a. Open.

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b. Partially enclosed.

c. Self-righting partially enclosed.

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d. Totally enclosed
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e. Totally enclosed with a self-contained air support system

f. Fire Protected.
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Qpen Lifeboat

a. Most modern lifeboats for ships are now manufactured in Glass

Reinforced Plastic (GRP), older boats currently in use are
aluminum alloy or steel, with very few wooden built boats still operational
The maintenance and natural life of wooden boats are two major reasons for heir
being superseded by boats of GRP type construction.
b. Interior section of the open lifeboat is molded one piece design.
This provides the boat with a double hull from the gunwales, down. Internal
compartments are tilled with buoyance foam, the amount of which is
increased with the added voftine of the double hull.
Additional items such as twaith, gunwales keel, buoyancy tanks
and small gear lockers are all manufactures in GRP and forms
 integral parts of the hull. A GRP boat has great strength, and requires
almost nil maintenance compared with wooden or steel boats.
c. Seating is provided on thwarts, benches or fixed chairs fitted as
low as practicable in the lifeboat and constructed so as to be
capable of supporting the required number of - person each
weighing 100 kg.

d. All lifeboats shall have inherent buoyancy of fitted with inherent

buoyant material, which shall not be adversely affected by
seawater, oil or oil product, sufficient to float the lifeboat with all

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its equipment on board when flooded and operating at sea.

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e . The lifeboat shall be propelled by a compression ignition engine. The fuel
used should have a flash point above 43° C.The engine should be capable of
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operating for not less than 5 min after starting from cold with the lifeboat out of
water.

f. All lifeboats shall be provided with at least one drain valve fitted
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near the lowest point in the hull, which shall automatically open to
drain water from the hull when the lifeboat is not waterborne and
shall automatically close to prevent ingress of water when
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waterborne.

g. A rudder and tiller shall be provided in every lifeboat. Even when

remote steering is provided the tiller shall be capable of
controlling the udder in case of failure of steering system

h. A buoyant lifeline shall be becketed around the outside of a lifeboat

except in the vicinity of the rudder and propeller.

i. Lifeboats which are not set-righting when capsized shall have suitable handholds on
the underside of the hull to enable persons to cling to the lifeboat.

j. There shall be sufficient small watertight lockers or compartments in the

lifeboat t carry prescribed equipment, water and provisions.

k. Every lifeboat shall be provided with effective means of bailing or be

 automatically self baling.

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Open Lifeboats
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Partially Enclosed Boats

 These boats are made of glass re-enforced plastic (GRP).

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Partially enclosed lifeboat shall have The following specifications

 Partially enclosed boats must comply with general requirements for lifeboat.
 Every partially enclosed boat shall be provided with effective means of
bailing or be automatically self bailing.

 They shall be provided with permanently attached, rigid covers extending

over not less than 20% of the boats length from the stem, and 20% of the
length from the after most part of the boat.

 The arrangement of the canopy is governed by the following

requirements:

 It must be provided with adequate rigid section or battens to permit the

erecting of the canopy.
 it must b easy to erect by not more than two persons -
  It must be insulated to the protect the occupants against heat and
cold, having not less than two layers of material separated by an
air gap or efficient means of insulation Means must be provided to prevent the
accumulation of water in air gap.
 Its exterior is of a highly visible colour.
 It has a means for collecting rainwater
 The occupants can escape in the events of the lifeboat capsizing.

Partially enclosed Lifeboats

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Self-Righting, Partially enclosed Lifeboats.

 The life shall have permanent, rigid covers, which extend over not
les than 20% of the length of the lifeboat from the stem and not
less than 20% of the lifeboats length from the after most part of the
lifeboat.
 The rigid covers shall form two shelters. If the covers have
bulkheads then openings of sufficient size to permit easy access
by personals clad in protective clothing and lifejackets must be

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provided. The interior height under the shelters must allow easy

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access to seating arrangement in the bow and stem of the
lifeboats.
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 Rigid covers must be provided with windows or clear view panels
to admit daylight with opening closed, sufficient to make artificial
light unnecessary.
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 It is insulated by not less than two layers of material, separated
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by an air gap in order to protect the occupants from cold.

 A safety belt shall be fitted at each indicated seating position. The
safety bolt so designed as to hold a person of a mass of 100 kgs securely in
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place when the lifeboat is in a capsized position.

 The stability of the lifeboat shall be such that it is inherently or
automatically Self righting when loaded with its full or a partial
complement of persons and equipment and the Persons are
secured with safety belts.
Totally Enclosed. Every totally enclosed lifeboat shall be provided with
a rigid enclosure
The enclosure shall be so arranged that:

I. It protects the occupants against heat and cold.

II. Access into the lifeboat is provided by hatches, which can be closed to make
the boat watertight.

III. Hatches are positioned so as to allow the launching and recovery

operations to be performed without any occupant having to leave

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the enclosure.

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IV. Access hatches are capable of being opened and closed from
both inside and outside and are equipped with mens of holding
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them securely in the open position.

V. It must be possible to roe the fife boat.

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VI. Lifeboat capable when it is in the capsized position with the hatches closed
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and without significant leakage, of supporting the entire mass of the lifeboat,
including all equipment, machinery and it full complement of persons.
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VII. it includes windows or translucent panels on both sides, which admit

sufficient day fight to the inside of the lifeboat with the hatches closed to
make artificial light unnecessary.

VIM. Its exterior is of a highly visible colour and its interior of a colour, which does
not cause discomfort to the occupants.

IX. Handrails provide a secure handhold for persons moving about the exterior of the
lifeboat and aid embarkation and disembarkation.
 X. Persons have access to their seats from an entrance without having to climb
over thwarts or other obstructions.

XI. The occupants are protected from the effects of dangerous sub-atmospheric
pressures, which might be created by the lifeboat's engine.

Self Righting Totally Enclosed Lifeboat. Additional requirement for self righting
totally enclosed lifeboat are :-

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a. a safety belt shall be fitted at each indicate! seating position. The

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safety belt shall be designed to hold a person of a mass of 100 kgs.
Securely in place when the lifeboat is in a capsized position.
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b. The stability of the lifeboat shall be such that it is inherently or
automatically self righting when loaded with its full or partial
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complement of persons and equipment and all entrances and
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openings are closed watertight and the persons are secured with
safety belts.

c. The lifeboat shall be capable of supporting its full complement of

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persons and equipment when the lifeboat is in damaged condition

(holed at one location below the Water line and its stability should
be such that in the event of-capsizing, it will automatically attain a
position that Will provide an above water escape for its occupants.

d. The design of all engine exhaust pipes, air ducts and other
openings shall be such that water is excluded from the engine
when the lifeboat capsizes uprights and becomes upright.
 Self Righting totally Enclosed Lifeboat

Lifeboat With Self Contained Air Support System.

Such lifeboats shall comply with the provisions of the general requirements of a
lifeboat and that of a totally enclosed lifeboat. Additionally they shall meet the
following requirements.

a- When proceeding with all entrances and openings closed, the air in the lifeboat

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must remain safe and breathable.

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b. The engine should run normally for a period of not less than 10 minutes. During
this period the atmospheric pressure nor exceed it by more than 20m bar,
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CB There must be a visual indication system to show the pressure of the air at all
times.
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Fire protected lifeboats.
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a. A fire protected lifeboat, when waterborne, shall be capable of protecting the

number of persons it is permitted to accommodate when subjected to a
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continuous oil fire that envelopes the boat from a period of not less than 8
minutes.
 b. Water Spray System. A lifeboat with water spray system shell comply
with the following:

1. Water for the system shall be drawn from the sea by a self-
priming motor pump. It shall 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.

3. The system shall be arranged for flushing with fresh waler and

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allowing complete drainage.

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Launching of Lifeboats
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Requirement of Launching Appliances.

a. The launching appliance together with all its lowering and

recovery gear shall be so arranged that the fully equipped
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survivals craft or rescue boat it serves can be safely lowered
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against a trim of upto 10° and list of upto 20° either way.

b. The launching appliance should not depend on any means other

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than gravity or stored mechanical power, independent of the

ship's power supplies to launch the survival craft or rescue boat it
serves.

c. The launching mechanism should not capable of being actuated

by one person from a position on the ship's deck, and from a
position within the survival craft or rescue boat.

d. The launching appliance should be capable of recovering the

lifeboat with its crew.
Gravity Davits.

a. The gravity davits operate on the principle of the boats own

weight doing the work to bring about the launching. The
construction of davits includes a safety device, usually a trigger
arrangements attached to the gripes. When launching,
care must be taken to ensure that the trigger is clear before
proceeding.

b. Gravity davits must be fitted with steel wire rope falls and

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operated by a controlled which. The rate of descent of the boat is
separately controlled by a. centrifugal brake. A main ratchet brake

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is also incorporated in new designs, Which allows the boat to be
held at any stage of lowering. This may be operated in some
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cases from inside the lifeboat itself so that the launching cycle can
be carried out remotely.
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c. The davits are fitted with tricing pendants, to allow the boat to be
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kept along side when the parent vessel is listed over. Bowsing in
system must also be provided, to allow the release of tricing
pendants.
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 Launching of Lifeboat With Gravity Davits.

a. “Abandon Ship Stations". At this order the boat crew proceeds to their
stations.
On the order, "clear away", see that there is no obstruction from
launching the boat.

b. "unship safety pins" On this order no 2 and no. 4 unship the

harbor safety pins forward anti aft.

c. "let go gripes forward and aft". No. 2and no.4 let go the gripes

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making sure that the triggers have fallen. The bowmen passes the
painter forward till it s well clear. The stern sheet checks that the

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rudder and plug are shipped. The bowman and sternsheet check
that the falls and lifelines are clear.
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d. lower boat to embarkation deck". The brakesman lowers the boat
to the embarkation deck by releasing the brake.
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e. "make fast bowsing tackles". The Bowman and stern sheet hook
on the bowsing in tackles on to the floating blocks. And connect it
to the ringbolts on the shipside or on the davit arms. The bowsing
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in tackles are then hauled in and the boat made fast to the
embarkation point.

f. Let go tricing pendant. The tricing pendant is removed and the

weight of the boat is now on the falls and the bowsing in tackles.

g. "embark passengers and crew". Passengers and crew now

embark the boat All personnel in the boat must be seated as low
as possible.

h. "ease bowsing in tackles", followed by "let go bowsing in tackles", the

bowsing in tackles are eased, let go and left hanging on the shipside.
i. "lower away". The boat is lowered by the Brakesman steadily on to the
crest of the waves and allowed to drop into the trough. This overhauls the falls
and on the flex crest the boat is unhooked. Both bowman and stern sheet must see
that both forward and aft falls are unhooked together.

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Gravity Davits

Free fall method. Free fall launching is that method of launching a survival craft
when the craft, with its complement of persons and equipment on board is released
and allowed to face into sea without any restarting apparatus,

a. launching appliance together with all its lowering and. recovery gear shall be so
arranged that the fully equipped survival craft or rescue boat it can be safely
lowered against a trim of upto 10 deg and a list of upto 20deg either way, when

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embarked as required with its full complement of persons.

and gas carriers with a final

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b. Lifeboat launching appliances for oil tankers, chemical tankers:
angle of heel greater than 200
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calculated in accordance with the international convention for the
prevention of pollution from ships, 1973 as modified by the 1978
protocol, shall be capable of operating at the final angle of heel
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on the Tower side at the ship.
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c. The launching appliance will be efficiently protected against

corrosion and constructed in a manner to prevent incentive
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friction of impact sparking during launching procedure of the craft.

d. The launching appliance should be a rigid structure with such a ramp angle and
length which permits th survival craft to effectively clear the area of the
ship/structure.
Precautions to be taken to ensure personal safety during launch of lifeboats

a. Davit winch hoisting handle should be un-shipped when towering

the lifeboat.

b. No person should stand between the boat falls.

c= When boat is being loWered bowmen and stern sheet should hold on to the
lifelines.

d. Cheek override to ensure that tho shipside is cleat,

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Means of Embarkation. Suitable arrangements are provided br
embarkation in to the lifeboat and which shall include.

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a. an embarkation ladder extending in a single length from the deck
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to the water line, in the ightest sea going condition, under
unfavourable condihons of trim and with the ship listed not less
than 15° either way at each launching station or at every two
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adjacent launching stations. However, the administration may
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permit such ladder to be replaced by approved device to afford

access to the survival craft when water borne provided that there
shall be at least one embarkation ladder on each side of the ship.
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b. An embarkation stations shall be adequately illuminated by

lighting supplied from the emergency source of electrical power.

c. Where necessary, means shall be provided for bringing the davit

launched survival craft against the shipside and holding them-
alongside so that personnel can be safely embarked.
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Life rafts: (Please refer to Appnedix 18)

There are two types of life rafts which are carried on board ships

a. Inflatable life rafts.

b. Rigid life rafts.

Inflatable life raft— Inflatable liferafts come in varying capacities from a minimum
of 6 to a maximum of 42. General description of an inflatable liferaft is outlined
below:

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a. Material. Inflatable liferafts are made from nylon fabric covered on

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both sides with rubber. The material used for the inflatable hull
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and the arches is designed for abrasion resistance on the outside
and for gas holding properties on the inside, and is usually
black/gray in colour.The canopy is normally orange (highly
visible) colour.
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b. Operating cord and painter. The operating cord is secured

firmly to a strong point on the ship. When thrown ovetboard and
stretched to the full length a sharp pull on this cord will fire the
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firing mechanism of the gas bottle. The same cord then acts as
the painter. The painter is to be not (ess than 15m, or twice the
distanice from the stowed position to water line when the vesel is
in the lightest sea going condition whichever is greater.

c. Buoyancy chambers. The life raft, is required to an even number

of seprate buoyance compartments, usually two independent of
each other. Act chamber must be able to support the liferaft
weight by itself. The normal pressure in the liferaft is around is 2
Ibs persquare inch. If this pressure is exceeded the relief valve
will blow.
 d. Gas cylinder. Inflatable life rafts use carbon dioxide as gas for
filling the buoyancy chamber. A little nitrogen is added as anti
freeze, which also ensures that the CO2 is discharged completely.

e. Rain pocket There is a pocket on the canopy provided for

collecting rainwater From this pocket a tube runs into life raft for
collecting this water.

f. Lamp, A lamp is fitted both inside and outside the raft, powered

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from water activated batteries. These batteries can operate for

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atleast 12 hours. The battery can be disconnected when not
required.
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g. Cannopy The tent formed by the canopy is doubled skinned. The
outer layer is fluorescent orange in colour for easy spotting.
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h. Access. There are usually two openings called the bow and thee stern entrances
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Each entrance is provided with two flap covers connected to the canopy on the
outside and buoyancy chamber on the inside. These covers prevents rain and
spray from coming inside the raft, while allowing fresh air to be admitted.
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i. Lifeline lifeline is becketed around the outside of the raft, so that the persons in
the Water can hang on it. There is also a handline becketed around the inside of
the raft, for the purpose of helping to support the survivors in a seaway.

j. Towing patch. A towing patch is fitted on the outside of every liferaft. This is
u4ed to tow the liferaft, attach a ea hanker or to tie two life rafts together.

Grneral requirements for construction of life rafts.

a. every life raft shall be so constructed to be capable of withstanding exposure

for 30 days afloat in all sea conditions.
Life raft equipment (SOLAS (A' PACK)

a. A buoyant rescue quoit at least 30 meters of buoyant line.

b. Two sponges one salt free for collecting condensation.

c. One safety knife with a buoyant handle for 12 persons or below

and 2 safety knifes 13 persons and above.

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d. One buoyant bailer, for 12 persons or below and two buoyant

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bailer 13 persons and above,
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e. Two sea anchors, one permanently attached. Second sea anchor
can be secured in case of rough weather.

f. Two buoyant paddles.

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g. One rust proof graduated drinking vessel,

h. One survival instruction manual card.

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i. Instructors for immediate action.

j. A puncture repair kit and ‘toping up pump or bellows

 k. One first aid kit in water proof casing.

I. One plastic whistle.

m. One water proof electric torch. n. One radar

reflector or an (SART)

o. One day light signalling mirror or heliograph

p. One set of fishing tackle

q. One set of life saving signals.

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r. Six anti sea sickness tablets and sea sickness bag for each person

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s. Thermal protective suufficient torn 10% of carrying capacity of the raft or
minimum of two.
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t. Six hand flares.

u. Four buoyant parachutes.

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v. Two buoyant smoke signals.
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w. A food ration totaling not less than 10,000 Kg. for each person.

x. Water 1.5 liter per person of which V 2 may be replaced by desalting

apparatus in 2days.
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y. Three tin openers

Launching of Life Rafts

The general instructions with regard to launch of life rafts are as follows

a. Remove all obstacles such as railings and soon.

b. Rig the boarding ladder.

c. Ensure painter is secured to a strong point, if raft is being brought

to a launching position ensure painter is secured to a strong point
on the ship prior to the launch.

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 Throw the life raft overboard.

e. Pull all the slack of the painter and give a hard tug or pull. The life
raft inflates within 20 to 30 seconds.

f. If the life raft inflates upside down, it an be righted by one or two

persons facing windward and standing on the gas cylinder. As the
life raft Tightens the persons quickly.

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Rigid Liferafts

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All rigid Life rafts shall comply with the general requirements
Specified by the regulation regarding liferafts. The buoyancy of the
rigid liferats shall be provided by approved inherently buoyant material
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placed as near as possible to the periphery of the liferaft. The buoyant
material shall be fire retardant or be protected with fire retardant
covering.
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The floor of the raft shall prevent the ingress of water and shall
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Effectively support the occupants out of the water and insulate them
from the cold, the stability being
that it is capable of operating safely whichever way up it is floating. It
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must be self righting or readily righted in a seaway and in calm water by one person.
Once loaded with its full complement of persons and equipment it must
be possible to tow the raft in calm water at a speed of upto 3 knots.

Float Free Arrangement For Life Raft

The float free arrangement for life rafts consists of the following

a. painter system

b. weak link
 c. hydrostatic rleae unit -

Painter System. The life raft painter system provides a connection

between the ship and the life raft and is so arranged as to ensure tht the
life raft when released and, in the
case of an inflatable life raft, inflated is not dragged under by the sinking
ship. The breaking strength bf the painter system, with the exception of
the weak link arrangement
shall be not less than 10.0 KN for rafts carrying nine persons or more
and not less than 7.5 KN for other liferafts.

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Weak Link. The weak link forms the link between the painter system and the ship. It should be of

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sufficient strength to permit the inflation of the liferaft.
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Hydrostatic relese units. It operates in such a manner as to allow the liferaft to be released from
the ship when at a depth of 4m under water. It should not release the raft when seas wash over the
unit and they should be fitted with rain to prevent water accumulation inside the hydrostatic
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chamber Release unit should be constructed of compatible materials as to prevent malfunction of
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the unit. Galvanizing or other forms of metallic coating on parts of the hydrostatic release unit shall
not be accepted. If should be permanently marked on the exterior with its type and serial number.
Any part connected to the painter system shall have strength of not less than that required for the
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painter.

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.

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Launching Raft by Davit:

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Open the lashing and remove the raft container from HRU by opening the manual slip hook
or bottle screw arrangement.
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 Tie up the one end of the painter of raft into a strong point at deck.
 Keep the container in the open and attach the davit hook to the given eye in the canister/
container
 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.
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 Start boarding the raft without the shoes and other sharp object.
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After the boarding is completed, check the bottom is clear and release the securing lines, if
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any.
 Someone inside the raft will detach the hook of the davit from the raft when tha raft is just
above the water.

The davit operating person will board the raft either by jumping in to the sea, raft or by other
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
boarding means if provided.
 Cut the painter and cast away the raft from ship.
RESCUE BOAT:

Can have a rigid, inflatable or mixed construction and shall:

– Have a length not less than 3.8 m and not greater than 8.5 m

– Have capacity for at least 5 people seated and one laying down.

• Unless they have the adequate sheer, they shall have a cover forward in a extension not less than
15% of its length.

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• The recovery time of a rescue boat shall not be greater than 5 minutes
• Shall have the capacity of maneuvering at speeds up to 6 knots, keeping the speed for a period of at
least 4 hours.

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• Shall have sufficient mobility and maneuverability at sea to:
– Allow the recovery of people in the water
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– Tow liferafts and the largest lifeboat on board the ship, when totally loaded with people and
equipment
According to LSA Code, Chapter V, Reg. 5.1
Rescue boat must comply with the following requirements:
 Rescue boats may be either of rigid or inflated construction or a combination of both and
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shall:
 be not less than 3.8 m and not more than 8.5 m in length; and
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 be capable of carrying at least five seated persons and a person lying on a stretcher.
 Rescue boats shall be capable of manoeuvring at a speed of at least 6 knots and maintaining
that speed for a period of at least 4 hours
 Rescue boats shall have sufficient mobility and manoeuvrability in a seaway to enable
persons to be retrieved from the water, marshal liferafts and tow the largest liferaft carried
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on the ship when loaded with its full complement of persons and equipment or its equivalent
at a speed of at least 2 knots.
 A rescue boat shall be fitted with an inboard engine or outboard motor. If it is fitted with an
outboard motor, the rudder and tiller may form part of the engine.
 Arrangements for towing shall be permanently fitted in rescue boats and shall be sufficiently
strong to marshal or tow liferafts.
 Inflated rescue boats shall be so constructed as to be capable of withstanding exposure:
 when stowed on an open deck on a ship at sea
 for 30 days afloat in all sea conditions.
 The buoyancy of an inflated rescue boat shall be provided by either a single tube subdivided
into at least five separate compartments of approximately equal volume or two separate
tubes neither exceeding 60% of the total volume.
 In addition to complying with the requirements lifeboats, inflated rescue boats shall be
marked with a serial number, the maker’s name or trade mark and the date of manufacture.
 The inflated rescue boat shall be maintained at all times in a fully inflated condition
 Every Rescue boat shall be provided with effective means of bailing or automatically
self-bailing
 Rescue boat shall be provided with small water tight stowage for small items of equipment.
As per SOLAS chapter III, regulation 21, (Rescue boats)

Passenger ships of 500 gross tonnage and over shall carry at least one rescue boat on each side of the
ship, complying with the requirements of LSA code.

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 Passenger ships of less than 500 gross tonnage shall carry at least one rescue boat complying
with the requirements.

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 A lifeboat may be accepted as a rescue boat provided it also complies with the requirements
for a rescue boat.
 Cargo ships shall carry at least one rescue boat complying with the requirements of section
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5.1 of the LSA Code.
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Note:
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A lifeboat may be accepted as a rescue boat, provided that it also complies with the
requirements for a rescue boat
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SOLAS REQUIREMNT FOR SURVIVAL CRAFT:

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 CHAPTER 5
PEROSNAL LIFE SAVING APPLIANCES

 LIFEBUOYS: (Refer to Appendix 11 & 19)

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1.1 Lifebuoys complying with the requirements of paragraph 2.1.1 of the Code shall be:
1) so distributed as to be readily available on both sides of the ship and as far as
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practicable on all open decks extending to the ship's side; at least one shall be
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placed in the vicinity of the stern; and

2) so stowed as to be capable of being rapidly cast loose, and not permanently secured in
any way.
1.2 At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline
complying with the requirements of paragraph 2.1.4 of the Code equal in length to not
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less than twice the height at which it is stowed above the waterline in the lightest
seagoing condition, or 30 m, whichever is the greater.
1.3 Not less then one half of the total number of lifebuoys shall be provided with
lifebuoy self-igniting lights complying with the requirements of paragraph 2.1.2 of the
Code, not less than two of these shall also be provided with lifebuoy self-activating
smoke signals complying with the requirements of paragraph 2.1.3 of the Code and be
capable of quick release from the navigation bridge; lifebuoys with lights and those
with lights and smoke signals shall be equally distributed on both sides of the ship and
shall not be the lifebuoys provided with lifelines in compliance with the requirements of
paragraph 1.2.
1.4 Each lifebuoy shall be marked in block capitals of the Roman alphabet with the
name and port of registry of the ship on which it is carried.
 have an outer diameter of not more than 800 mm and an inner diameter of not
less than 400 mm;
 be constructed of inherently buoyant material; it shall not depend upon rushes,
cork shavings or granulated cork, any other loose granulated material or any air
compartment which depends on inflation for buoyancy;
 be capable of supporting not less than 14.5 kg of iron in fresh water for a period
of 24 hours;
 have a mass of not less than 2.5 kg;
  not sustain burning or continue melting after being totally enveloped in a fire for
a period of 2 seconds;
 be constructed to withstand a drop into the water from the height at which it is
stowed above the waterline in the lightest seagoing condition or 30 m,
whichever is the greater, without impairing either its operating capability or that
of its attached components;
 if it is intended to operate the quick release arrangement provided for the
self-activated smoke signals and self-igniting lights, have a mass sufficient to
operate the quick release arrangement;
 be fitted with a grab line not less than 9.5 mm in diameter and not less than 4
times the outside diameter of the body of the buoy in length. The grab line shall
be secured at four equidistant points around the circumference of the buoy to
form four equal loops

Self –Igniting Lights Shall:

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 be such that they cannot be extinguished by water
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be of white color and capable of either burning continuously with a
luminous intensity of not less than 2cd in all directions of the upper
hemisphere or flashing (discharge flashing) at a rate of not less than 50
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flashes and not more than 70 flashes per minute with at least the
corresponding effective luminous intensity
 be provided with a source of energy capable of meeting the requirement of
the previous paragraph.
 Be capable of withstanding the drop test into the water from the height at
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which it is stowed above the waterline in the lightest seagoing or 30m, which
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ever is greater, without imparting either its operating capability or that of its
attached component.

Self Activating Smoke Signals Shall:

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 Emit smoke of a highly visible colour at a uniform rate for a period of at

least 15 min when floating in calm.
 Not ignite explosively or emit any flame during the entire smoke emission of
the signal
 Not be swamped in a sea way
 Continue to emit smoke when fully submerged in water fro a period of at
least 10s
 Be capable of withstanding the drop test into the water for a period of 10s;
stowed above the water line in the lightest seagoing condition or 30m, which
ever is the greater, without imparting either its operating capability or that
of its attached components.

Buoyant Life Lines:

 Be Non Kinking
 Have diameter of not less than 8mm
 Have a breaking strength of not less than 5kN.
 LIFEJACKET: (PLEASE REFER TO APPENDIX 17)

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Highest consideration factor is given to human life at sea while dealing with any type of
emergency and life saving appliances plays an important role in saving lives in all types
of emergency situation.
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A ship is assigned with different types of life saving appliances for various emergency
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situations and their operating and maintenance procedures must be well known to the
ship’s staff.

One such life saving appliance which is used in almost all kinds of emergencies is the
Life jacket or life vest. The details for construction and operating requirements are
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given in SOLAS chapter II under LSA code which was recently amended in July 2010

Life jacket is a sleeveless jacket made up of buoyant or inflatable material used to keep
human body afloat in water.

Two popular types of life jackets used onboard are:

 Inflatable life jacket: This jacket needs inflation for buoyancy and is
automatically inflated when immersed in water. It normally consists of two
different buoyancy compartments.

 Non inflatable life jacket: These jackets are fitted with buoyant materials and
they don’t need to inflate.
How many life jackets should be there on a ship?

On Passenger Ships

 There must be a life jacket for every person onboard ship.

 Life jacket for each child or 10 % of the total number of passenger which ever is
higher.

On Cargo ships

 There must be a life jacket for all the crew and their families, if onboard.

Since officers carry their family with them, infant life jacket must be provided in

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cargo ships.

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The number of life jackets must be carried in excess as in case of damage to any, it can
be replaced with spare one.
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What are the requirements (including 2010 amendments) as per SOLAS?

 Each life jacket shall be fitted with a whistle firmly secured by a lanyard.
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 Life jacket lights and whistles shall be selected and secured to the lifejacket in
such a way that their performance in combination is not degraded.

 Each life jacket shall be provided with a releasable buoyant line or other means
to secure it to a lifejacket worn by another person in the water.
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 Each life jacket shall be provided with a suitable means to allow a rescuer to lift
the wearer from the water into a survival craft or rescue boat.

 Jacket must not sustain burning or melting when exposed to fire for a period of 2
seconds.

 It is clearly capable of being worn in only one way or, as far as is practicable,
cannot be donned incorrectly.

 When jumped from a height of at least 4.5 m into the water no injury and
dislodging or damaging the lifejacket.

 Should have buoyancy which is not reduced by more than 5% after 24 hour
submersion in fresh water
 IMMERSION SUIT/ ANTI-EXPOSURE SUITS: (PLEASE REFER TO
APPENDIX 13)
 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

SOLAS Chapter III Regulation 32 requires the carriage of immersion suits which
applies to CARGO SHIPS over 500GTwhich are not solely engaged on voyages in
warm climates between the limits 30° North to 30° South and BULK CARRIERS
irrespective of trading pattern. All immersion suits must comply with the requirements
of the IMO Life Saving Appliances Code and be type approved.
2.Number of Immersion Suits :
The number of immersion suits required shall be the same as the “Total Number
of Persons for which LSA is provided” as stated on the Safety Equipment Certificate or

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the Certificate of Compliance for a Large Charter Yacht. Suitable immersion suits
should also be provided for children when carried.

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Also Immersion suit/Anti exposure suits should be provided for every person assigned
to the Rescue Boat.
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3.Additional Immersion Suits:
If the immersion suits cannot be readily accessed at the vessel’s muster points, 10%
additional (minimum 2) immersion suits are required for people working at remote
control stations such as the bridge and engine room.
Liferafts, if located at the aft/forward end of the ship and at a distance of more than
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100m from the closest survival craft should be regarded as “remotely located survival
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craft” and at least a further 2 additional immersion suits should be provided at this
location.
However there may be specialist vessels in which it is necessary to consider additional
immersion suits at other remote work stations.
The immersion suits that are required to be provided for the rescue boat crew or marine
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evacuation system parties can be included in the number of immersion

suits stated in paragraph 2 above.

4.Guidance from MSC.1/Circ.1278 on Wearing Immersion Suits in Totally Enclosed

Lifeboats Immersion suits should not be worn when boarding totally enclosed lifeboats.
Totally enclosed lifeboats are considered to provide adequate protection from
hypothermia without the need for the occupants to wear immersion suits.
6.Periodic Testing of Immersion Suits (required by MSC/Circ.1114)
Each suit should be subjected to an air pressure test as described in MSC/Circ.1114 at
intervals not exceeding 3 years, or more frequently for suits over ten years of age. This
testing can be carried out by ship’s staff onboard the vessel if suitable equipment is
available.
However repairs of immersion suits or anti-exposure suits should only be carried out by
the manufacturer or their authorised agent.
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THERMAL PROTECTIVE AID:

A TPA is a bag or suit made of waterproof material with low thermal conductance.
Every survival craft should have 2 thermal protective aid suits or 10% of its total
carrying capacity whichever is greater.
 The TPA is an aluminized polyethylene suit with heat sealed seams that
protect from a temperature range of -30 deg C to +20 deg C and reduces
both convective and evaporative heat loss from the wearer’s body.
 Its International Orange color ensures the user is highly visible in all
weather conditions.
 The aid should not be used in water and should be discarded for swimming.
 Also for Passenger and Cargo Ships with non-enclosed lifeboats a thermal
protective aid must be provided for persons not provided with an immersion
suit.

Purpose of Immersion Suit:

 Immersion Suits (Survival Suits) can significantly improve survival time in
cold water.
 It is a special type of waterproof dry suit that protects a person from
hypothermia
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 CHAPTER 7 (Appendix 15 and A1-9)

HELICOPTER RESCUE

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The primary role of the search and rescue (SAR) helicopter force is to save the lives
of personnel in distress. There are various types of helicopters in use for SAR
operations. Each is equipped with a hydraulic rescue winch, which can be controlled
from the pilot's position by the winch, or operated by the winch operator from the
cabin door position,
HAND SIGNALS USED WHILE COMMUNICATING WITH THE
HELICOPTER

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PREPARATION FOR HELICOPTER RESUCE:

1. Check Weather Conditions Properly

Fair weather condition is an inevitable factor in helicopter operations. The helicopter

team will foresee the expected weather conditions prior the operations. However, the
ship’s officers should also consider the same at that time. This includes:

a. Wind Direction and Speed

The speed and direction of wind has great impact on helicopter operations. During the
operation, officers have to keep an eye on wind direction and speed. Extreme wind
conditions will be very unsuitable for landing/winching of the helicopter.

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b. Sky Condition – Estimate the condition of the sky. Clear or partial sky is favourable
for operations.

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c. Visibility – Clear visibility is best suited for the operations. Restricted visibility is
unfavourable; in such cases extra care should be given.
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d. Precipitation – Rain, fog, drizzle and snow conditions are not favourable for
helicopter operations. More attention and care is needed when conducting operations in
such conditions.
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e. Sea State – The state of the sea should also be taken into account. Rough sea and
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heavy currents is found adverse for helicopter operations. In such cases, necessary
allowance and counteracting actions should be taken to maintain a given steady course.

2. Go Through Checklists Thoroughly

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There are various checklists which have to be complied and documented prior to
Helicopter Operations. Such checklists contain important preparations and key factors
which are to be checked and followed while getting ready for the operation. The OOW
preparing the checklist should be positively sure about every single ‘tick’ he marks on
the checklist. The same should be produced to the Master for his signature before it is
filed.

Necessary entries in the Logbook should also be done.

3. Maintain Efficient Communication

Communication is the most vital factor in Helicopter Operations. The ship’s officer
must establish proper communication with the Helicopter team well in advance before
the operation. During such communications the officer onboard must clarify the
following:

a. The Course to be steered and the Speed to be maintained by the ship during the
operation.

b. Intended Position of helicopter operation

c. ETA to the Position

d. Desired Landing or Winching Area.

After the initial communication the OOW can expect a call from the helicopter on VHF
just before it goes on-scene for the operation. When found in range, the vessel can also
try to establish communication with the helicopter. The OOW should keep a good radio
watch on VHF CH.16 till the operation is terminated.

4. Keep a Constant Watch On Ship’s Course and Speed

Once the OOW is aware of the required Course and Speed of the ship to maintain, he
shall:

a. Maintain the advised Course and Speed

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b. Ascertain the situation and traffic density

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c. Ensure enough sea room is available and is clear off obstructions

d. Ensure the readiness of the Deck party.

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e. In case of change of watch, delay handing over the watch until the operation is
terminated.

5. Prepare Landing/Winching Area With Utmost Care

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Landing area is the specific area onboard dedicated for the landing of helicopter. It will
vary from ship to ship. Landing of helicopter onboard is comparatively less frequent
and practised mostly on specially designed vessels and some bulk carriers.

Winching is the process of lowering down or picking up a person using the sling
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attached to the winch of the helicopter. This operation is more common and used vastly
for pilot embarkations and crew changes. Winching areas onboard ships are variable.
Most common winching areas are forecastle deck, main deck, hatch covers, and bridge
wings.

After the initial communication with the helicopter team, the advised landing/ winching
areas should be prepared for the operation at the earliest.

6. Be Ready With Inventory Of Items Used for Helicopter Operations

Every vessel designated to allow Helicopter Operations should carry and maintain an
Inventory of Items used for Helicopter Operations. These items should be ready for use
at all times and should be available during on scene operations.

Such inventory includes, but not limited to:

a. Crow Bar

b. Large Axe

c. Wire Cutters
d. Hand Signals

e. Emergency Signal Torch

f. Wind Stock

g. Marshalling Batons

h. First Aid Equipment

The officers and crew members associated with the operations should be familiar with
the equipments and their use.

7. Make All Adequate Preparations

Helicopter Operations require thorough preparations, for the reason that it involves high

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risks and danger. Such preparations are as follows:

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a. All the loose objects in or near the area of operation should be removed.

b. All aerials, running gears, equipment and objects in the area should be secured.
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c. Fire Pumps should be running and fire hoses must be rigged, charged and ready for
use. They should be clear from the area of operation and shouldn’t be pointing towards
the same. The readiness of pumps must be to an extent that, they are available for use in
no time.
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d. Portable Fire extinguishers (DCP) and foam extinguishers should be readily

available at the area.

e. Helicopter Inventory Items should be available for immediate use.

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f. A rescue party must be ready for immediate rescue operations and fire-fighting. This
includes at-least 2 persons wearing full fire man’s outfit.

g. The rescue boat should be ready for immediate launching in case of Man overboard
Situation.

h.Required Day signals or Navigational lights of ‘Restricted in ability to manoeuvre’

should be switched on. (During medical emergency lifts only)

i.A duty officer in proper PPE with walkie-talkie radio in contact with the bridge should
be ready at the area.

j. Extra deck hands should be ready at the area with proper PPE.

8. Monitor The Operation Closely And Keep Necessary Items Ready

When the helicopter operation is underway, the following points should be considered:

a. OOW on the bridge must maintain a visual contact with the helicopter and its
operation.
b. Any uncertainties should be brought into the attention of helicopter team, by
communicating through VHF.

c. Duty officer standing-by at the landing/winching area should update the status of the
operation to the bridge.

d. Duty officer must be able to give clear commands and guidance to the deck hands
associated with the operation.

f. During medical emergencies, extra attention and care must be taken when the person
is lifted using rescue nets, baskets, or backboards.

9. Never Ever Neglect Safety Procedures

Safety is another important aspect of helicopter operations. As it involves great risks

and dangers, good safety consciousness is strongly recommended. The officers and

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crew members associated on scene should also show high level of situational awareness
and good seamanship. They should never compromise on wearing proper PPE and of

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staying clear from the area of operation.

10. Take Proper Familiarisation And Training

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Helicopter operation is a much faster and efficient method for transferring crew and
pilots. Nowadays more ports have implemented helicopter use for pilot embarkations
and disembarkations. In such changing scenarios, the ship’s officers and crew requires
adequate training and proper familiarisation about the operations.
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 SAMPLE OF CHECKLIST FOR HELICOPTER

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Signal Formats.

A, Master to agent (at least 24 hours before anticipated

operation).

1. Request helicopter operation in

s Latitude__________Longitude ____________

S Standard Rendezvous position ____________ (e.g. charlie).

^ ETA (GMT) _________Date: _______

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S Anticipted Course _________ degree

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s Anticipated Speed __________ kts.
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2. Vessel is equipped :-

S For landing with a clear zone of_____________mtrs.

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S For winching only with a maneuvering zone of ____________

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 3. Helicoper facilities are on port side / starboard side / centre line.

4.1 have__________ crew member (s) to embark / disembark

5,1 have__________ to land (e.g. Mail, stores).

6.Please ensure all this information is passed for helicopter operation concerned.

Note: the section indicating personnel to tbe piked up by helicopter

might be expanded
to include name, nationality, passport number, visa etc. the description

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of items to land

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might include their weight, volume and the type of load.

A message of acknowledgement should be sent from the agent to the

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ship when these
requirement have been approved by helicopter operator.
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B Agent to helicopter operator
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The following items should be sent in the order given and repeated back by the
helicopter operator. The helicopter should confirm that the rendezvous accordingly.
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1. Name of vessel and call sign.

2. ETA (GMT / DATE)

3. Position

4. Course

5. Speed

6. Type of operating area.

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Agents to master (subsequent communication)

The agent must then communicate again with the master as follows

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 1. Your revised / confirmed ETA at rendezvous position
(GMT
/ DATE) received and passed to helicopter operator at time date. 2, Helicopter

will contact you on VHP channel 16.

Large axe crowbar; wire cutter; red emergency signal torch; first aid

equipnent; stretcher

k. has the correct lighting (including special navigational lights) been switched on
prior to night operations?

I. Is the deck party ready, wearing brightly colored tabards (waistcoats)

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and protective helmets, and are all passengers clear of the
operating area.
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m. Has the look handler been equipped with helmet, strong rubber gloves and
rubber soled shoes?

n. is access to and egress from the operating area clear?

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Communication Equipment.

The helicopter must be fitted with a marine VHP FM radio able to transmit and
receive on a least channel 16 and two other simple, working frequencies. Unless
other arrangement have been agreed in advance, the Ship should set watch on VHF
Channel 16 for the arrival of the helicopter

Helicopter Operations Area.

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To make for safe landing as winching operations, it is advisable that any part of
the ships side rail within the maneuvering zone is removed or collapsed without

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obstructing the clear zone. The section of the ship side rail should be at least as long as
the diameter of the clear zone. Even if there is enough space on the ship to provide a
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landing area either full or restricted it is recommended that the area be positioned so that
a large part of the maneuvering zone is as close to the ships side as possible. All aerial
awning, stanchions- and devices in the vicinity of the 'maneuvering zone should be
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removed or lowered. The area of operation be deck to be marked by letter H in yellow or
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orange and black alternately.

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 HOIST FROM A RIGID SURVIVAL CRAFT.

a. Lifting will be made by single or double lifts using the standard

helicopter strop.

Personnel will usually remain on the exterior of the craft and be lifted from Outside the hull.
Persons not being immediately transferred should remain inside the craft and provide body
weight to use stability problems. Coxswain of the survival craft should turn their boat in to the
wind and endeavor to maintain a steady course at about 04-06 knots. The helicopter will hold

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station on the boat and match he speed on the surface craft. A frogman may land on the craft and
instruct personnel regarding the evacuation.

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b. Coxswans should bear in mind that the down draught of the
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helicopters rotor may affect the steerage and will most certainly
generate spray torn the surface.
This will not only cause discomfort but may also impair visibility especially on the glass
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surface of battened down hatches. If the weather is and several person being transferred a
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Hi-line preparation will probably used.

Hoist from an inflatable liferaft.

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Life raft are severely affected by the down Suokt on helicopter rotors, a sea anchor stressed
considerable movement on the surface will be experience possibility of the raft being capsized is
also a danger that cannot discounted. Should the raft capsize the frogman would cut open the floor
to evacuate the occupants? The inflate canopy of the raft may hamper the lifting operation and on
occasions it may be desirable to deflate the centre arches or pillars. Personnel would then occupy
the upper part of the raft until hole operations are complete then cause re-inflation by means of
bellows (assuming that the aircraft cannot lift all persons in one trip)
Helicopter rescue strop.

The standard strop is made of fix webbling and is cushioned with rubber. It is attached to
the winch hook by means of two 'D' rings, and a sliding toggle is provide to secure the strop
around the body of the survivor. A handling loop is normally attached to the back of the strop.
Harness is also used frequently

Helicopter pick up.

The following procedure is to be observed in helicopter pick-up operation:

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a. place the head and both arm through the lifting strop.

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b. Ensure that the strop is seated firmly under the armpits. With
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the padded section of the strop positioned as high as possible
across the back.

c. Pull down the toggle to tighten the strop.

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d. Once secure inside the strop and ready to be hoisted give a

'thumbs up' signal to the winch man or observer of the
helicopter.
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e. Place both arms down by your sides.

f. 1. When level with the helicopter access, wait until instructions

are received from the helicopter crew.

Use of Rescue Strop

Rescue net. The rescue net has a conically shaped 'bird case appearance
and is open on one side when the net is trailing in the water. The survivor merely enters the
opening sits in the net and holds on.
 a. Do not touch the strop, winch wire or any part of the lifting host
unt the static electricity been removed from the Wire. The pilot will
first earth the wire by allowing it to it to enter the sea or touch the
deck of the ship, to remove static.

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 and ensure tight fit around your person.

c. Place your arms at the side (when engaged in the United

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Kingdom) or follow the instructions of the landing officer.

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d. When ready to be winched up, extend your arm and given a
thumbs up signal to the aircraft, while looking towards the
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helicopter. Replace your arm at your side.

e. Once winched towards the access of tile aircraft, and alongside

the doorway to the cabin, remain passive; until instructed to move
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by the aircrew operator.

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Instruction of aircrew
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In an in-flight emergency the pilot will attempt to prepare passengers for the posslbilty
of the aircraft having to ditch, obviously, circumstances may limit the time available for
detailed explanations anc any instructions by the pilot or officer incharge of the aircraft should
be obeyed implicitly. The type of aircraft and the nature of the emergency will dictate the
following sequence of events, as will the degree of composure and experience of passengers.
On the assumption that all persons are wearing immersion suits and aviation life jackets the
instructions that will be given should include.
a. Place immersion suit hands overheads, and closer all seals to the
suit.

b. Unpack the aviation lifejacket and place it over your head, but Do
NOT INFLATE THE LIFEJACKET

c. Tighten up the tap strap/seatbelt.

d. Arch the spine, gripping the underside of the legs, with feet
braced firmly on the floor of the aircraft.

e. Brace the body, especially the head, against impact prior to the

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checking point.

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 CHAPTER-11

R A DIO E Q UIP M E N T(P lease refer to A1)

Radio Telegraph Installation for Lifeboats.(Please refer to Appendix 14)

a. the radiotelegraph installation required to be installed in motor

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lifeboats on passenger ships and those installed in motor
lifeboats on cargo ships shall include a transmitter, a receiver and

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a source of energy. It shall be so designed that it can be used in
an emergency by an unskilled person.
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b. The transmitter shall be capable of transmitting on the
radiotelegraph distress frequency 500 Khz.
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c. In addition to a key for manual transmissions. The transmitter
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shall be fitted with an automatic keying device for the

transmission of the radiotelegraph alarm and distress signals.
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d. On the radio distress frequency the transmitter shall have a

normal range of 90 miles using the fixed antenna.

e. The receiver shall be capable of receiving the radiotelegraph

distress frequency.

f. The source of energy shall consist of an accumulator battery with

sufficient capacity to supply the transmitter for for hours
continuously under normal Working conditions. It the battery is of
a type that require charging, means shall be available for
charging from-the ship's power supply. In addition, there shall be
a means of charging it after the lifeboat has been launched.
 g. When the power for the radiotelegaph installations and the searchlight are
drawn from the same battery, it shall have sufficient capacity to provide
for the additional load of the searchlight.

h. A fixed type antenna will be provided together with means for supporting it at the
maximum practical height. In addition an antenna supported by a kite or balloon
shall be provided it practicable.

i. At sea a radio officer shall at weekly intervals test the transmitter using a suitable
artificial antenna and shall bring the battery upto full charge if it is of a type,
which required charging.

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Portable Radio Apparatus for Survival Craft
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a. The apparatus shall include a transmitter, a receiver, an antenna
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and a source of energy. It shall be so designed that it can be
used in an emergency by an unskilled person.

b. The apparatus shall be readily portable; watertight shall be readily

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portable, watertight, capable of floating in sea water and capable
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of being dropped into the sea without damage. All equipment

shall be as light weight and compact as practicable and shall
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preferably be capable of use in both lifeboats and liferafts:

c. The transmitter shall be capable of transmitting on the

raadiotelegrpah distress frequency. However, the administration
may permit the transmitter to be capable'of tranmitting on the
radiotelephone distress frequency, as an alternative or in addition
to transmission on the radiotelegraph frequency assigned for
survival craft.
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d. In addition to a key for manual transmission. The transmitter shall
be fitted with an automatic keying device for the transmission of
the radiotelegraph alarm and distress signals. If the transmitter is
capable of transmitting on the radiotelephone distress frequency,
it shall be fitted with an automatic device for transmitting the
radiotelephone alarm signal.

e. The receiver shall be capable of receiving the rediotelegraph

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distress frequency. If the transmitter is capable of transmitting on
the radiotelephone distress frequency the receiver, shall also be

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capable of receiving that frequency.
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f. The antenna shall be either self-supporting or capable of being
supported by the mast of a lifeboat at the maximum practicable
height. In addition it is desirable that an antenna supported by a
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kite or ballon shall be provided if practicable.
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g. The transmitter shall supply an adequate radio frequency power

to the antenna and shall supply an adequate radio frequency
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power to (he antenna and shall preferably derive its supply from a
hand generator. If operated from a battery, the battery shall
comply with conditions laid down by the administration to ensure
that it is of a durable type and is of adequate capacity.
EPIRB : Emergency Position Indicating Radio Beacon (EPIRB) is a device to alert search and
rescue services (SAR) in case of an emergency out at sea. It is a tracking equipment that transmits a
signal on a specified band to locate a lifeboat, life raft, ship or people in distress. AN EPIRB is a
SECONDARY means of DISTRESS alerting which is to say that it comes later in the hierarchy of
alerting SAR authorities in case of a distress. It is mandatory to carry one EPIRB on every ship and
two EPIRBS for all Indian Registered ships

Types Of EPIRB

1. COSPAS-SARSAT– EPIRBS under the COSPAS-SARSAT system work on the 406.025

MHz and 121.5 MHz band and are applicable for all sea areas
2. INMARSAT E– 1.6 GHz band is the one which this EPIRB works on. These are applicable
for sea areas A1, A2 and A3

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3. VHF CH 70– This works on the 156.525 MHz band and are applicable for sea area A1 only

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How Does An EPIRB Work?

The device contains two radio transmitters, a 5-watt one, and a 0.25-watt one, each operating at 406
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MHz, the standard international frequency typically signalling distress, 406MHz. The 5-watt radio
transmitter is synchronised with a GOES weather satellite going around the earth in a
geosynchronous orbit.
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An EPIRB transmits signals to the satellite. The signal consists of an encrypted identification
number (all in digital code) which holds information such as the ship’s identification, date of the
event, the nature of distress and chiefly, the position. A UIN is a Unique Identifier Number that is
programmed into each beacon at the factory. The UIN number consists of 15 digit series of letters
and numbers that make up the unique identity of the beacon. The UIN is on a white label on the
exterior of the beacon. The UIN is also referred to as the Hex ID. The Local User Terminal (satellite
receiving units or ground stations) calculates the position of the casualty using Doppler Shift (is the
change in frequency or wavelength of a wave (or other periodic event) for an observer moving
relative to its source). The LUT passes on the message to the MRCC (Mission Rescue Co Ordination
Centre). Furthermore, the MRCC is responsible for the SAR ops and oversees the execution of the
rescue mission.
In case the EPIRB is not compatible with a GPS receiver, the geosynchronous satellite orbiting the

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earth can pick only the radio signals emitted by the radio. The location of the transmitter or the
identity of the owner cannot be deduced in this case. These satellites can only pick up trace elements

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of such signals and they can only give a rough idea of the location of the EPIRB. A signal of
406MHz is treated as an emergency signal as per international standards. The signal could help you
in locating the transmitter even if it is 3 miles away. The vessel or the individual in distress could be
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identified if the EPIRB is registered. If an emitter transmits signals of 121.5 MHz, the rescuer or
concerned party can reach the lost person even if they are at a distance of 15 miles. The accuracy of
reaching the target could be magnified if an EPIRB also contains a GPS receiver.

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

Battery

 12 Volt battery
 48 hours of transmitting capacity
 Normally replaced every 2 to 5 years

False Alerting

It is possible that the EPIRB might get activated by mistake by an individual onboard. In order to
prevent a chain of SAR operations in motion it is imperative that the EPIRB false transmission be
cancelled. In case the EPIRB is falsely activated, the nearest coast station or RCC (Rescue Co
Ordination Center) must be informed immediately of this event and as mentioned, cancel it. The
cancellation intimation must also be sent to the appropriate authority (for example, DG Shipping for
Indian Registered Ships or for ships plying in India waters when the false alert is transmitted). The
ship owner and/or the agent must also be informed.
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Testing EPIRB

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The EPIRB should be tested once a month to ensure operational integrity. The procedure to do so is
as follows:
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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
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4. After 60 seconds of operation, the EPIRB will switch off
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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
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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 theHRU has crossed its expiry date, the HRU ought to be replaced onboard
and HRU must be marked with an expiry date 2 years into the future.
SART : or Search and Rescue Transponder, is an extremely vital equipment on the ship as it
performs the job of a signal-man. It is a vital machine during distress for it helps in locating the
position of the vessel in case it goes off-track. SARTs are made of waterproof components which
protects it against damage by water. SARTs are essentially battery-operated, hence can be operative
for a long time. SARTs are of use in ships, lifeboats and liferafts. They are the most supportive
machines in case of an unprecedented emergency. SARTs are designed to remain afloat on water for
a long time in case the vessel finds itself submerged in water.

The bright color of SARTs enables their quick detection, whereas the combination of transmitter and
receiver enables it to transmit as well as receive radio signals. SART machines have been
instrumental in rescuing several crafts and ships by reacting to the search signal sent from an X-band
radar, typically of 9 GHz. These signals are known as homing signals. The response is usually
displayed on radar screens as a sequence of dots on a X band-radar, which helps rescuers reach the
vessels in time.

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A SART is basically an electronic device that automatically reacts to the emission or interrogation

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by radar. This enhances the visibility of the party in need of assistance on the radar display (PPI).
They operate on the 9 GHz band and only transmit, when they are switched on, when interrogated by
a radar.
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General features, location and functioning of the SART

 SART is made of fiber reinforced plastic which can withstand and bear the prolonged
exposure to sunlight and extreme weather conditions
 It is capable of floating free of the survival craft
 International orange in colour
 SART is mounted on a mounting bracket which is fixed to a bulkhead on ship, on the bridge
 It operates on the 9GHz frequency band (9.2 to 9.5 GHz) and generates a series of clips on
the radar it is interrogated by (3 cm/X Band radar).
 They can either be portable or fixed permanently into the survival craft
 The SART is activated manually and hence responds only when interrogated
 When activated in a distress situation, the SART responds to radar interrogation by
transmitting a signal which generates 12 blips on the radar and turns into concentric circles as
the range between the two reduces

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 On the PPI, the distance between the blips will be 0.6 miles
 This signal is very easy to spot than a signal echo from say, a radar reflector

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 The SART also has a audio or visual indication of its correct operation and informs survivors
when interrogated by the radar
 An audible beep is heard every 12 seconds when there are no radars in sight and every 2
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seconds when interrogated by radar
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Carriage Requirement

 Passenger ship- at least 02

 Cargo ship 500 GT and above- at least 02
 Cargo ship 300 GT and above- at least 01
 1 on each survival craft

Battery Requirement

 In standby condition, operational for 96 hours

 In working condition, operational for 08 hours
 Battery should be replaced every 2 to 5 years
 Operable in temperature between -20 deg to 55 deg

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Test Procedure

Self Test (General)

 Switch SART to test mode

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 Hold SART in view of the radar antenna
 Check that visual indicator light operates
 Check that audible beeper operates
 Observe radar display and see if there are concentric circles on the PPI
 Check the battery expiry date
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Self Test (Typical)

 Remove SART from the bracket

 Insert probe into the SART at 2 seconds interval; the lamp flashes and the beeper sounds
 Observe concentric circles on the X band radar
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In case of a false activation, switch the SART off immediately. Transmit a DSC safety alert on VHF
Channel 70. Transmit a safety broadcast by RT on VHF Channel 16 to all stations indicating your ID
and position and that you wish to cancel your false alert which was transmitted in error.

AIS-SART

The AIS-SART is a self-contained radio device used to locate a survival craft or distressed vessel
by sending updated position reports using a standard Automatic Identification System class-A
position report. The position and time synchronization of the AIS-SART are derived from a built in
GNSS receiver (e.g. GPS). Global Maritime Distress Safety System (GMDSS) installations
include one or more search and rescue locating devices. These devices may be either an AIS-SART
(AIS Search and Rescue Transmitter) or a radar-SART (Search and Rescue Transponder).

SARTs find themselves useful in rescue operations involving airplanes or ships stranded by air and
sea accidents. They are designed to survive the toughest conditions and stay active on elevated
positions like on a pole so that they could cover a diverse range. Talking of heights, a SART
transponder on an airplane could have a range of 30 to 40 miles. This helps to scrutinize a huge range
and huge area.
VHF:

Marine VHF radio refers to the radio frequency range between 156.0 and 174 MHz, inclusive. The
"VHF" signifies the very high frequency of the range. In the official language of the International
Telecommunication Union the band is called the VHF maritime mobile band. In some countries
additional channels are used, such as[1] the L and F channels for leisure and fishing vessels in the
Nordic countries (at 155.5–155.825 MHz).

Marine VHF radio equipment is installed on all large ships and most seagoing small craft. It is also
used, with slightly different regulation, on rivers and lakes. It is used for a wide variety of purposes,
including summoning rescue services and communicating with harbours, locks, bridges and
marinas.

A marine VHF set is a combined transmitter and receiver and only operates on standard,

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international frequencies known as channels. Channel 16 (156.8 MHz) is the international calling
and distress channel. Transmission power ranges between 1 and 25 watts, giving a maximum range

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of up to about 60 nautical miles (111 km) between aerials mounted on tall ships and hills, and 5
nautical miles (9 km; 6 mi) between aerials mounted on small boats at sea level.[2] Frequency
modulation (FM) is used, with vertical polarization, meaning that antennas have to be vertical in
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order to have good reception.

Modern-day marine VHF radios offer not only basic transmit and receive capabilities. Permanently
mounted marine VHF radios on seagoing vessels are required to have certification of some level of "
Digital Selective Calling" (DSC) capability, to allow a distress signal to be sent with a single button
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Marine VHF mostly uses "simplex" transmission, where communication can only take place in one
direction at a time. A transmit button on the set or microphone determines whether it is operating as
a transmitter or a receiver. Some channels, however, are "duplex" transmission channels where
communication can take place in both directions simultaneously when the equipment on both ends
allow it (full duplex), otherwise "semi-duplex" is used.[2] Each duplex channel has two frequency
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assignments. Duplex channels can be used to place calls on the public telephone system for a fee via
a marine operator. When full duplex is used, the call is similar to one using a mobile phone or
landline. When semi-duplex is used, voice is only carried one way at a time and the party on the boat
must press the transmit button only when speaking. This facility is still available in some areas,
though its use has largely died out with the advent of mobile and satellite phones. Marine VHF
radios can also receive weather radio broadcasts, where they are available.

Types of equipment

Sets can be fixed or portable. A fixed set generally has the advantages of a more reliable power
source, higher transmit power, a larger and more effective aerial and a bigger display and buttons. A
portable set (often essentially a waterproof, VHF walkie-talkie in design) can be carried on a kayak,
or to a lifeboat in an emergency, has its own power source and is waterproof if GMDSS-approved.
A few portable VHFs are even approved to be used as emergency radios in environments requiring
intrinsically safe equipment (e.g. gas tankers, oil rigs, etc.).

Marine radios can be "voice-only" or can include "Digital Selective Calling" (DSC).
Voice-only equipment is the traditional type, which relies totally on the human voice for calling and
communicating.

Digital Selective Calling equipment, a part of the Global Maritime Distress Safety System
(GMDSS), provides all the functionality of voice-only equipment and, additionally, allows several
other features:

 a transmitter can automatically call a receiver equipped with Digital Selective Calling, using
a telephone-type number known as a Maritime Mobile Service Identity (MMSI). The DSC
information is sent on the reserved Channel 70. When the receiver picks up the call, their
active channel is automatically switched to the transmitter's channel and normal voice
communication can proceed.
 a distress button, which automatically sends a digital distress signal identifying the calling
vessel and the nature of the emergency

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 a connection to a GPS receiver allowing the digital distress message to contain the
distressed vessel's position

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The MMSI is used for seagoing vessels and consists of a nine-digit number identifying a VHF set or
group of sets. The left hand digits of MMSI indicate the country and type of station. For example,
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here are MMSI prefixes of four station types:

 Ship : 232, 233, 234 or 235 are the United Kingdom – e.g. a UK ship : 232003556
 Coastal station : 00 – e.g. Solent Coastguard : 002320011
 Group of stations : 0 – e.g. 023207823
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 Portable DSC equipment : for UK 2359 - e.g. 235900498
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Here is an external link where you can find different countries MMSI Numbers
http://www.vtexplorer.com/vessel-tracking-mmsi-mid-codes.html

For use on the inland waterways within continental Europe, a compulsory Automatic Transmitter
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Identification System (ATIS) transmission conveys the vessel's identity after each voice
transmission. This is a ten-digit code that is either an encoded version of the ship's alphanumeric call
sign, or for vessels from outside the region, the ship MMSI prefixed with "9". The requirement to use
ATIS in Europe, and which VHF channels may be used, are strongly regulated, most recently by the
Basel agreements.
Operating procedure

The accepted conventions for use of marine radio are collectively termed "proper operating
procedure." These international conventions include:

 Stations should listen for 30 seconds before transmitting and not interrupt other stations.
 Maintaining a watch listening on Channel 16 when not otherwise using the radio. All calls
are established on channel 16, except for distress working switch to a working ship-to-ship or
ship-to-shore channel. (procedure varies in US only when calls can be established on Ch 9)
 During distress operations silence maintained on ch 16 for other traffic until the channel is
released by the controlling station using the pro-word "Silence Fini". If a station does use Ch
16 during distress operations controlling station issues the command "silence mayday".

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 Using a set of international "calling" procedures such as the "Mayday" distress call, the "
Pan-pan" urgency call and "Sécurité" navigational hazard call.

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 Using "pro-words" based on the English language such as Acknowledge, All after, All
before, All stations, Confirm, Correct, Correction, In figures, In letters, Over, Out, Radio
check, Read back, Received, Repeat, Say again, Spell, Standby, Station calling, This is, Wait,
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Word after, Word before, Wrong (local language is used for some of these, when talking to
local stations)
 Using the NATO phonetic alphabet: Alpha, Bravo, Charlie, Delta, Echo, Foxtrot, Golf,
Hotel, India, Juliet, Kilo, Lima, Mike, November, Oscar, Papa, Quebec, Romeo, Sierra,
Tango, Uniform, Victor, Whiskey, X-ray, Yankee, Zulu
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 Using a phonetic numbering system based on the English language or a combination of
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English and Roman languages: Wun, Too, Tree, Fow-er, Fife, Six, Sev-en, Ait, Nin-er, Zero,
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Decimal, alternatively in marine communication: unaone, bissotwo, terrathree, kartefour,

pantafive, soxisix, setteseven, oktoeight, novenine, nadazero
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