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OBJECTIVES: This syllabus covers the requirements for the STCW Convention, 1978, as
amended, and Code Chapter VI, Section AVI/1. On meeting the minimum standard of
competence in personal survival techniques, a trainee has gained knowledge in following:
o Types of emergency
o Types of life saving appliances normally carried onboard
o Equipment in survival craft
o Location of personal life saving appliance
o Principles concerning survival including:
- Value of training and drills
- Personal protective clothing and equipment
- Need to be ready for any emergency
- Actions to be taken when required to abandon ship
- Action to be taken when in water
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CHAPTER 1: ΙΝΤRΟDUCΤΙΟΝ
REMEMBER – NEVER TAKE A CHANCE WHILE AT SEA OR WORKING IN OR AROUND WATER.
ALL TOO MANY ACCIDENTS HAPPEN BECAUSE PEOPLE BECOME COMPLACENT AND BELIEVE
NOTHING WILL EVER HAPPEN TO THEM.
THE SHIP:
Ships are designed to float on water. The basic reason is buoyance. The weight of ship should
be equal to the weight of water displaced by it. As the weight of ship increases, she sinks
more till the displaced water is equal to weight of the ship. If the weight of ship continuously
increases due to ingress of water and it never become equal to the displaced water, it will
sink. Sinking is called foundering.
To prevent sinking of ships it is provided with small tanks and other water tight
compartments. It is assumed that only few compartments will get damaged and balance of
compartment will provide buoyancy. The area below main deck provides buoyancy and area
above deck like stores, accommodation etc. if fitted with watertight doors to provide reserve
buoyancy.
Stability is the property to keep the ship upright. For this the load below water has to be
more than the load above water. GM is the term used to express stability. More the GM
more stable the vessel. If GM becomes less than zero ship may turn upside down called
capsizing. Most of the time loss of GM is created due to water in compartment which flows
freely from one side to another side. To prevent the free flow of water, ballast tanks are
divided in port and starboard.
Oil tanker have maximum subdivisions with water tight bulkheads. They are least likely to
sink. Bulk carrier, containership and general cargo ships have large holds. If water gets in that
it will stabilize the ship and she may capsize or sink. Passenger vessels have watertight doors
fitted in alleyway to check the free flow of water in emergency. Closing of these doors will
give required subdivision to maintain stability. Watertight doors fitted on accommodation
entrance, stores etc. gives the required reserve buoyancy to ship. In case of collision or
grounding, all such water tight doors are closed either manually or automatically. Regular
drill is carried out to ensure everyone knows his duty.
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Emergency situations on a ship tend to be more critical because ships are isolated, solitary
floating objects moving in the vast and deep oceans. Since there are so many possible types
of emergencies, it is necessary to know about both common and emergency essentials. Here
we will take a look at the general procedures and plans to be followed in case of an
emergency situation on board a ship.
2.1 Types of emergency and action required: Fire and sinking of ships are major cause of
loss of life and property at sea. Following accidents may lead to major fire or foundering
(Sinking) of ship.
Collision: When two vessel hit each other due to error of navigation, it’s called collision.
When a vessel hits fixed object like buoy, light jetty, bridge etc., it’s called allision. In severe
collision, heat can be generated due to tearing of steel plate. This may result in instance fire
if some fuel tank is bilged (holed). The hole created by collision will allow sea water to enter
and vessel may sink. On tankers collision may result is massive oil pollution and fire.
Stranding: It’s called grounding also. The running of a ship or other vessel on shore; it is
either accidental or voluntary. Error of navigation or action of strong current and wind can
push the vessel to land. If the sea bottom is soft mud or sand, she will suffer minimum
damage. In case of rocky bottom, her hull may break.
Many ships broke into two after grounding. Sometimes ships are voluntarily grounded to
prevent it from sinking or hitting other dangerous objects.
The effect of grounding may be fire, leakage of fuel tanks, on tanker if cargo tanks are
ruptured, massive oil pollution may result. Many passenger ships capsize after grounding as
the water entering the hull reduces its stability (Costa Concordia).
Precautions to prevent Collision / stranding: vessels have double bottom tank to prevent
water flooding during stranding. Passenger vessels have watertight doors at fixed interval in
alleyway. Tankers have double hull to protect against oil leak after collision.
The navigating officer is certified and qualified for safe navigation. Before going to sea,
vessel’s stability and damaged stability are checked to ensure in case of collision or
grounding vessel will remain afloat.
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2. Mark the position of collision on chart or by pressing the mob button on GPS for future
reference. Exhibit NOT UNDER COMMAND (NUC) signal if the ship has lost its headway
completely. Record the time of ship collision, name and IMO number of the vessel(s) you
collided with. Waste no time in arguing with other vessel
3. On passenger ships close all watertight doors to prevent water filling up all
compartments. All portholes below deck must be closed immediately to prevent water
ingress if ship lists.
4. Sound the Alarms: Sound the general emergency alarm. Everyone to proceed to muster
station. Make announcement on PA system for all passengers to carry their lifejackets.
Crew should reassure passengers to prevent panic. If the vessel is listing to one side,
muster on the higher side.
6. Close all watertight doors: Unlike cargo ships, the below deck area of passenger ships
can is continuous. If water enters these area, it will affect its stability which may lead to
sinking or capsizing. An announcement is made before automatic closing of water tight
doors. Anybody trapped in such compartment can leave the area by emergency escape
which is clearly marked.
7. Assess the Damage: Send an officer responsible to the area where the vessels have taken
the impact. Inquire about the percentage of damage occurred. Any decision should be
taken by the master or the person next to his command. Most of the vessel has
arrangement with classification society to calculate the stability after damage. Hence all
information of damage should be sent to them. On their advice master can decide
whether to stay on-board or abandon the vessel.
8. Take the Soundings: Send crew to take sounding of all ballast tanks, fresh water tanks,
and wing tanks. Give instruction to engine room to take sounding of all tanks in engine
room. All tanks soundings are to be taken and recorded. If sounding is increasing or
decreasing on wing tanks, assume that hull is damaged. Send all information to company.
Use pump to take out water.
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9. Take Immediate Action in Case of Damage: If any tank or tanks appeared to have
suffered damage and ingress of water is confirmed, make necessary arrangements to
pump out the water. If the pumps are not effective and cannot contain the ingress of
water the whole compartment can be sealed preventing other compartments from
being flooded. If a self- closing water tight door is provided, it should be operated
from the bridge itself.
10. Check for Oil Spill: If any of the fuel tanks or oil tank is damaged and if there is
imminent danger of oil spill. The procedures mentioned in Shipboard Oil Pollution
Emergency Plan (SOPEP) plan should be followed to contain the oil spill.
11. Reach The Nearest Port, If Possible: If the own ship is afloat without danger and
engines are ready to maneuver, set course for the nearest port for repairs.
12. If vessel is listing rapidly, it means she is going to capsize. This happens after the
grounding on one side (Costa Concordia). Lifeboats, rafts should be launched quickly
and steer away to prevent being trapped inside. Sometimes ship will just list by 70 O
to 80O . Better to stay on-board on higher side. Normally gravity davits will not work
in list of more than 30O. Discipline and avoiding panic is very important. Master will
give you correct guidance. Convey same to passengers.
Passengers of the ill-fated Costa Concordia were enjoying dinner, watching shows and calmly
walking the decks when a thundering scrape was heard, the lights went out and the boat
started to tip over. The next hour was chaos with people jumping into the water to save their
lives, crying and praying and waiting for help from the crew. Children were thrown
everywhere, some were dazed and others started arguing about who gets to escape in the
life boats. Everyone wants to believe they would be in control if faced with the life-and-death
situation that passengers of the ill-fated Costa Concordia faced on Friday night.
Investigations and probes will eventually shed light on why at least six people died — with
29 still missing — when it listed into the water so close to the Tuscan shore. But one thing is
certain from early reports: there was a lack of direction after the ship hit a reef and capsized.
Ships are designed to survive damage to hull to a certain extent. If all watertight doors in
passenger ships are closed, vessel will not sink. But in case of complete damage to hull
(Titanic), she will sink. Sinking of bulk carriers are quite rapid. Oil tankers normally don’t sink
due to subdivision. Passenger vessel has lots of buoyancy. If all watertight doors are closed,
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sinking can be avoided. However, if the master decide that ship should be abandoned as she
is sinking, then he will give order to abandon ship.
Modern ships are provided with lifeboats, life rafts, emergency communication by GMDSS,
EPIRB for saving of life. Regular drills and trainings are essential for taking proper action in
emergency.
Adverse reaction of dangerous goods or hazardous bulk cargo: Chemical tankers carry
highly dangerous cargo. Some cargo if not handled properly, may polymerize. In some cases,
two non-compatible cargos can mix and react. The reaction may cause fire and explosion on
ship. The damage to hull can sink the ship.
On solid bulk cargo ships, coal, sulphur, iron ores and some other cargo can catch fire. If left
unchecked, it may explode with the major fire and loss of ship.
Precautions: On a chemical tanker, two non-compatible cargoes are not loaded in adjacent
tanks. The cargo liable to polymerize have inhibitors added. Guidelines are made by IMO for
safe handling of Bulk cargo like coal and sulphur etc.
Shifting of cargo: On some ore carriers, ore like nickel, iron etc. may liquefy. It will result in
loss of stability and ship may capsize and sink within minutes (Emerald Express). On a general
cargo vessel, if heavy cargo like steel rods, plates are not secured properly, they can shift.
There are cases where in rough weather, the cargo shifted, pierced the hull and allowed sea
water to fill. The resulting loss of stability / buoyancy sank the vessel.
Precautions: Grain cargo can shift during the voyage. SOLAS grain cargo code is compiled for
loading it. Ores like Nickel are liable to shift due to moisture in it. The quantity of moisture is
checked before loading this cargo.
Action: Shifting of cargo can sink the vessel in minutes. Sometimes crew does not get enough
time to evacuate. Master should continuously check the list of the ship. If she starts listing
rapidly, ship should be abandoned immediately and send the distress message.
Engine room fire and explosion: Main reason of loss of so many vessel is due to fire in engine
room. Engine room have fuel oil and oxygen. It has source of heat. If it is not maintained
properly a fire can take place. The fire will immediately result in loss of propulsion and
electric power. The ship will be at mercy of sea and wind. If engine room fire is not handled
properly, full accommodation may be engulfed by it.
Precautions: Engine room have fire detectors to detect the fire. Various types of extinguishes
are kept in likely places along with fire hydrant and hose. Some vessel has hyper mist system
fitted on top of generator. In case of major fire, provision is made for CO2 flooding of engine
room. Since engine room fire will make power generation and fire pump out of reach, ships
are fitted with emergency generator and emergency fire pump.
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Action: Send the distress message. Fight the fire with all means. Close all fire doors to
prevent its spread to accommodation. Use remote quick closing valves to cut off fuel supply.
If fire is getting out of hand prepare to abandon the ship.
Hull failure: A ship is made of steel plates and frames. Over the period of time, they become
weak. Loading of cargo creates stress on hull. If loading is not done properly, steel plates or
frame may break. On old vessel it will break if proper survey and repairs are not done. Hull
failure will result in sinking of vessel if proper action is not taken.
Precautions: It occurs due to ageing of vessel or poor loading planning. All vessels are subject
to survey where thickness of plates, condition of frames are checked. All modern vessels are
fitted with load indicator to measure the stress level. Loading is carefully planned to ensure
stress doesn’t exceed permissible limits.
2.2 Man overboard: If someone falls in water is called man overboard. Person can fall while
working near shipside (rigging gangway, boarding or departing from ship by gangway or
portable pilot ladder), he can fall due to rolling of ship in bad weather or jump overboard.
For non-swimmers, falling in water without floating device is end of life. It’s quite difficult
for swimmers to swim in sea for long time. In panic person may take water in his lungs and
die of asphyxiation.
Precautions: Whenever working or walking near ship side, wear the working vest and hold
the railing firmly. Always work in pairs and keep the lifebuoy handy is working near shipside.
In rough weather use the protected walkways and shelters fitted on deck to prevent you
from washing overboard by waves crashing on deck.
Wearing of life jacket and safety harness is must while working over side for any work. A
working aloft permit is required to be complied with.
Action by Person in water: Try to attract attention by shouting loudly. If you are wearing
lifejacket or vest, breathe only when your head is out of water. Do not panic, take easy
breaths and conserve energy. If water is cold, take the HELP posture. The lifejacket would
keep the head above water reducing body heat loss. The inner side of the arms are held close
to the sides of the chest and the thighs are kept raised to protect the groin area.
If you are not wearing life jacket or vest, try to float on your back with both arms stretched.
Be careful to breathe only when head is clear of water. In normal water temperature you
can survive for few hours in this condition.
Look for the buoy thrown from ship. Swim slowly towards it and grab it. If not wearing life
jacket, slip the buoy over your head and hold it under your arm. This will keep your head at
a height above water.
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Action by ship’s crew: The actions for an MOB mentioned below are extremely urgent and
must be taken without any delay to save the life of the person who has fallen overboard.
On bridge:
Give helm to the side, to the who person has fallen to prevent him getting sucked in
propeller.
Release MOB marker from the side of the bridge wing to which MOB has occurred. This
marker is buoyant and has a self-igniting light as well as a self-activating smoke signal.
Press the MOB button on the GPS / ECDIS to mark the position of the casualty.
Sound three long blast in succession on internal alarm and whistle.
Post extra lookout as soon as possible
Announce on PA system the emergency
Send distress alert indicating man overboard position.
Slow down and approach to man in water.
When ready, lower the rescue boat and pick up the causality.
Once the person is rescued, the rescue boat must be picked up upon arrival close to the
ship along with the lifebuoy and hoisted back
Immediate first aid should be administered if required
Cancel the distress alert.
If someone is reported missing, a thorough search of ship is done. if he is not found onboard,
it is assumed that he has fallen overboard. Ship is turned back on the reverse track. A distress
alert is sent and all ships in vicinity help to locate him. If found, he is rescued using rescue
boat and first aid given.
Most important thing to do is maintain a constant touch with eye on the person in water.
Locating a small head is very difficult at sea. Similarly, for person in water he must hold on
to the buoy. Use whistle if wearing a lifejacket.
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For saving lives onboard in case of accident, ships are fitted with lifesaving appliances. These
appliances are regularly inspected and required maintenance done. The lifesaving appliances
are deployed in various parts of ship. We can divide them in two groups.
Lifejackets:
Life jackets are required to be worn while working near shipside or getting in boat. It is
designed such way that it will turn you in upright position and keep the face above water.
Before boarding the survival craft or jumping overboard, lifejackets must be worn. Life
jackets has following specification:
o Lift the mouth of an exhausted or unconscious person not less than 120 mm clear of the
water with the body inclined backwards at an angle of not less than 20° from the vertical
position;
o Turn the body of an unconscious person in the water from any position to one where the
mouth is clear of the water in not more than 5 seconds.
o It shall allow the person wearing it to swim a short distance and to board a survival craft.
All passenger ships are to be provided with lifejackets for “infants”. A child lifejacket is small
in size and may require assistance to don it. It must comply with all other requirements as
adult life jacket.
A lifejacket which depends on inflation for buoyancy shall have not less than two separate
compartments and comply with the all requirements for ordinary lifejacket, and shall:
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o In the event of loss of buoyancy in any one compartment be capable of complying with
the all requirements for ordinary lifejacket;
o Shall have buoyancy which is not reduced by more than 5% after 24hours submersion in
fresh water after inflation by means of the automatic mechanism .
Location: Life jackets are kept in everyone’s cabin. Some lifejackets are kept near survival
craft. Few life jackets are kept in forward part of ship. Some lifejackets are kept on bridge
and in engine control room for use by watch keepers.
Immersion suit is a body covering suit that is worn specifically for the purpose of remaining
afloat and surviving in cold water. They are also called survival suit or a rescue suit.
Immersion suits are generally made of neoprene, a type of rubber that is completely
waterproof and has an ability to withstand extreme temperatures of water and fire. They
must meet following SOLAS regulations.
1. Each person on board the ship must have his/her own personal immersion suit. Also,
extra immersion suits should be provided for the watch keepers
2. Immersion Suits may be of the kinds that are insulated or un-insulated
3. Some suits have built in life jacket while for others life jacket is require to be worn
4. Internationally RED in color which is highly visible. Note that most other LSA
equipment is bright ORANGE, and have retro-reflective tapes
5. The immersion suit should be unpacked and donned within a time frame of two
minutes without any external help or assistance
6. The individual must be able to jump from a height of at least 4.5 metres into water
without injury to life or any damage to the immersion suit
7. The suit should be able to cover the whole body except the face. Hands should be
covered unless permanently attached gloves are provided
8. The wearer must be able to swim a short distance
9. The immersion suit is worn in cold weather when the temperature is below the
freezing point
10. The suit does not allow the body temperature to drop by more than two degrees
when immersed for a period of 6 hours when the water temperature is between zero
and two degrees
11. The wearer of the suit, with or without the lifejacket shall be able to turn from a face
down position to a face-up position in not more than 5 seconds
12. An immersion suit which also complies with the requirements of life-jackets may be
classified as a life-jacket.
13. An immersion suit which has buoyancy and is designed to be worn without a
lifejacket shall be fitted with a light and the whistle complying with the requirements
for lifejackets.
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Anti-exposure suit is designed for use by rescue boat crews and marine evacuation system
parties. The anti-exposure suit shall be constructed with waterproof materials. It has same
property like immersion suit except that it:
3.2: LIFEBUOYS:
Lifebuoys are inflated ring which are fitted on the side of vessel. If anyone falls overboard,
life buoy is first thing to be thrown. The person in water will hold on it till he is rescued.
Survival is very difficult without life buoy in water. Life buoy inner diameter should be more
than 400 mm and outer diameter should be less than 800 mm. it should be able to support
14.5 kg of iron in fresh water for a period of 24 hours. It should not start burning or melting
if exposed to flame for two seconds. They are fitted with a grab line which is secured at 4
places for holding it. Three types of arrangements are made for deployment of lifebuoy.
Lifebuoy with line: 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 less than twice the height at which it is stowed above the waterline in the
lightest seagoing condition, or 30 metres, whichever is the greater
Lifebuoy with light: half of the lifebuoy should be fitted with self-igniting light distributed
equally on both side of ship. It will emit flashing white light with 50 to 70 flashes per minute.
It will be active for 2 hours with luminous intensity of not less than 2 candelas.
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Lifebuoy with smoke signal and light: They are normally fitted on bridge wings on either
side. It will emit smoke of a highly visible colour at a uniform rate for a period of at least 15
minutes when floating in calm water. Modern system has light and smoke in same
equipment.
Location of lifebuoys:
SOLAS Chapter III requires that all ships should be provided with A SOLAS Training Manual
/ Safety Training Manual detailing all training on the safety aspects of the ship. It is ship
specific. It contains following details.
1. SOLAS Requirements
2. Personal Life Saving Equipment
3. Muster List and Emergency Instructions
4. Life Boats and Rescue Boats
5. Method of launching from inside the boat and by brake.
6. Unhooking and use of on-load release gear
7. Launching of life raft (With davits launched and stowed on deck)
8. Methods of boarding the survival craft
9. List and location of extra survival equipment/things to be taken in lifeboat
10. Method and use of protection in launching area
11. Emergency lighting
12. Use of Survival Equipment, sea anchor
13. Exposure Hazards
14. Methods of Retrieval including helicopter rescue gear
15. Emergency Repair of Life Saving Appliances
16. Safety Equipment Inventory
17. Use of EPIRB, SART and distress sending procedures
18. Rescue of person in case of man overboard
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The symbols are self-glowing type. It will glow in dark for few hours.
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Life rafts are normally located on muster station, on port and starboard side near the life
boat, forward and aft of the ship. The location generally depends on size of the ship. Life
rafts are stored in a fiberglass container, incorporated with a high pressure gas used for
inflating life raft at the time of emergency. A Hydrostatic Release Unit (HRU) is connected to
raft container and ship, which release the raft even after the ship sinks in water.
Some ships carry a davit launching system which allows the crew to inflate and board the
raft on deck, avoiding the risk of going into the sea water. On cargo ship life raft should have
enough capacity to accommodate all crew on either side of ship. On a passenger ship,
enough life raft with capacity to accommodate all passengers is required.
The particulars of the raft are stencilled on the container which includes the capacity,
manufacturing date, servicing date, and Port of registry. etc. along with the launching
procedure with a photogenic display for easy understanding. The basic survival items are
already stored in the raft which includes rations, pyrotechnics, life jackets etc.
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Life raft equipment: Following important equipment are fitted in life raft. They are in various
pockets which are marked.
Launching of life raft: Every passenger ship davit-launched liferaft shall be so arranged that
it can be rapidly boarded by its full complement of persons. Every cargo ship davit-launched
life raft shall be so arranged that it can be boarded by its full complement of persons in not
more than 3 minutes from the time the instruction to board is given.
If crew is not able to launch liferaft: if vessel sinks rapidly without giving enough time to
launch survival craft, you should not panic. Wait for life raft to pop up after some time due
to HRU fitted in it. It inflates as follow:
1. When vessel sinks so that life raft is 4 meters below water, Hydrostatic release (HRU)
will break the lashing from its cradle and the container floats to the surface of water.
2. As vessel sinks further, the tension in the painter causes the life raft to inflate out of
the container.
3. The tension acting on the weak link will cause it to break making the life raft free
from the ship.
4. Swim to life raft and board it. The expert person will board first and assist others to
board.
5. If life raft is upside down, it can be righted by standing on cylinder and pulling the
rope provided in its underside.
Important Note:
1. No extra lashing or cover should be made on life raft container.
2. The area near life raft should be free on all obstruction. Don’t keep anything in that area.
3. Liferaft is subject to lots of rolling /pitching. Hence everybody must take anti sea sickness
pills on boarding it,
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Lifeboat:
Lifeboat are made of fiberglass. On cargo ship fully enclosed boat is used while on passenger
ship partial enclosed boat is used. Boat is launched using the gravity davit. Some vessel has
fully enclosed boat which is free fall launching.
Passenger Ships – are ships with the capacity to carry more than 12 passengers
Short International Voyage – is a voyage less than 200 miles from a place with rescue facility
and total voyage is less than 600 miles.
Types of lifeboat;
Open lifeboats: Open lifeboats can be considered outdated. A new SOLAS regulation states
that vessels where the keel is laid after 1986 must have totally enclosed lifeboats.
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Fully enclosed lifeboat: These are the most commonly used lifeboats on ships today. As their
name suggest, they are enclosed with a door to allow passengers to board it. The enclosed
design saves the lifeboats passengers from sea water, rough weather or strong winds. These
lifeboats also do not allow water to enter its interiors and they also have the ability to get
upright on their own if they were to get toppled over by harsh weather or rough waves. The
closed shape of these lifeboats is able to ensure the safety of its passengers. They also do
not require manual power to propel the lifeboat forward as they are motorized.
Totally enclosed with air support and fire protection: on a tanker the fire and gas hazards
are present. The lifeboats are designed to withstand fire and air supply inside the boat. The
air cylinders are fitted to supply air for 10 minutes. The external of the boat have sprinkler
fitted. These sprinklers keep the exterior wet during fire. The doors can be closed to make it
air and watertight. Lifeboat have water and airtight doors.
Partially enclosed lifeboats: This type of lifeboat is installed on ferry boats and passenger
ships. The most important reason is of course that this type of boat can carry many
passengers. That is why the boat has large entrances. Also the passengers are not trained so
the crew must assist them.
They have permanently attached rigid covers extending over 20 % of the length of the
lifeboat from the stem and 20 % of the length of the lifeboat from the aftermost part of the
lifeboat. The rigid covers have railings to provide a secure handhold for persons moving
about the exterior of the lifeboat. The stability of the lifeboat is 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.
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Totally enclosed boat: As the name itself suggest these boats are completely enclosed. They
ensure that no rain water or sea water can enter the craft. Totally enclosed lifeboat can
accommodate up to seventy people. These life boats are provided with seats and seat belt
that the passengers must wear when in the sea. These totally enclosed lifeboats are very
light. In spite of being light they are very strong and can survive any weather condition. They
can float for days. They can sail automatically. A person who has never sailed in a lifeboat
can easily use them.
Free fall lifeboats: They are fitted on cargo vessel aft part. They do not have any falls. They
are fully enclosed. Launching is by releasing the hook from inside the boat. They are capable
of being launched with all complements in 3 minutes. Free-fall lifeboats are fitted on astern
of cargo ships. They can be released very quickly.
Each free-fall lifeboat is designed to move forward immediately after entering the water. It
will not come into contact with the ship after a free-fall launching against a trim of up to 10°
and a list of up to 20° either way when fully loaded.
Each free-fall lifeboat shall be fitted with a release system which shall have two independent
activation systems for the release mechanisms which may only be operated from inside the
lifeboat and be marked in a colour that contrasts with its surroundings;
Launching of lifeboats:
All life boats should be capable of being launched with
- A list of up to 20 degrees on the high side; and
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- A list of up to 20 degrees or the degree of list where the survival craft becomes
waterborne, whichever, is the greater, on the low side.
NOTE: All lifeboats required for abandonment by the total number of persons permitted on
board must be capable of being launched with their full complement of persons and
equipment within 6 minutes from the time the signal to abandon the unit is given. All lifeboat
crew must know to launch it.
1. Two persons go inside the Life Boat and passes the end of toggle painter and plugs the
drain.
2. Check all lines and falls are clear of Life Boat.
3. Make fast the other end of toggle painter on a strong point forward of the ship.
4. Remove forward and aft gripes and secure tracing pendant, both person stand by for
passing browsing tackle.
5. Remove harbour safety pin.
6. Make sure the ship’s side is free of everything, no water or garbage is there.
7. Now, one-person lifts the brake handle slowly to release the brake.
8. The boat along with cradle slides downward till it comes to the embarkation deck. Do not
let the falls over run because tracing pendants are not strong enough to carry the weight
of the boat.
9. By pulling browsing tackle, bring it alongside the embarkation deck ( If fitted)
10. Crew embark inside the boat.
11. Now, tracing pendant is removed and the whole load comes on falls.
12. Boat is further lowered lifting brake handle.
13. As soon as boat is waterborne, remove the hooks and steer away from ship.
14. Look and rescue any survivor in the water.
Fully enclosed:
1. Check pin is removed. Falls and in boat lowering wire is clear. No obstructions.
2. Remove fall prevention device if fitted.
3. Everybody should get in the boat.
4. Start the engine
5. Pull the in boat lowering wire.
6. As soon as the boat touches water, falls will release, else release it manually.
7. Use engine and move away.
Note: Boat can be lowered manually also by lifting the brake handle.
During drill, ensure that fall prevention device is fitted if lowering with crew.
On load release gear operator: In rough sea, it will be difficult to stand outside of boat and
release the hook. Hence when boat is one meter above water, hook is released using release
gear. The person doing it must be expert else it may be disastrous.
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Lifeboat fittings: Lifeboats are fitted with drain plug which should be closed from inside
before lowering the boat. One float type plug is fitted from outside, which will automatically
close when boat is waterborne. Following are other fittings.
1. All lifeboats shall be provided with a rudder and tiller. The rudder shall be permanently
attached to the lifeboat.
2. On load release mechanism is fitted to disengage the boat from falls when she is a meter
or more above water in rough weather.
3. A searchlight with a horizontal and vertical sector of at least 6 degrees and a measured
luminous intensity of 2500 candelas which can work continuously for not less than 3
hours;
Lifeboat equipment:
1. Except for free-fall lifeboats, sufficient buoyant oars to make headway in calm seas.
2. Two boat-hooks;
3. A buoyant bailer and two buckets;
4. A survival manual
5. An operational compass which is luminous or provided with suitable means of
illumination.
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6. A sea-anchor of adequate size fitted with a shock-resistant hawser which provides a firm
hand grip when wet.
7. watertight receptacles containing a total of 3 litres of fresh water for each person the
lifeboat is permitted to accommodate, of which either 1 liter per person may be replaced
by a desalting apparatus capable of producing an equal amount of fresh water in 2 days,
or 2 litres per person may be replaced by a manually powered reverse osmosis
desalinator capable of producing an equal amount of fresh water in 2 days;
8. A food ration totaling not less than 10,000 kJ for each person the lifeboat is permitted to
accommodate; these rations shall be kept in airtight packaging and be stowed in a
watertight container;
9. Pyro techniques consists of Four rocket parachute flares, 6 hand flares and 2 smoke
signals
10. One waterproof electric torch suitable for Morse signaling together with one spare set
of batteries and one spare bulb in a waterproof container;
11. One daylight signaling mirror with instructions for its use for signaling to ships and
aircraft; One whistle or equivalent sound signal;
12. A first-aid outfit in a waterproof case capable of being closed tightly after use;
13. Anti-seasickness medicine sufficient for at least 48 hours and one seasickness bag for
each person;
14. A jack-knife to be kept attached to the boat by a lanyard, Three tin openers;
15. Sufficient tools for minor adjustments to the engine and its accessories;
16. Portable fire-extinguishers for extinguishing oil fires.
17. An efficient radar reflector, unless a survival craft radar transponder is stowed in the
lifeboat; or SART to be carried
18. Thermal protective sufficient for 10% of the number of persons the lifeboat is permitted
to accommodate or two, whichever is the greater;
Access into lifeboats: Every passenger ship lifeboat shall be so arranged that it can be rapidly
boarded by its full complement of persons. Rapid disembarkation shall also be possible.
Every cargo ship lifeboat shall be so arranged that it can be boarded by its full complement
of persons in not more than 3 min from the time the instruction to board is given. Rapid
disembarkation shall also be possible.
For boarding lifeboat from water they have a boarding ladder that can be used at any
boarding entrance of the lifeboat to enable persons in the water to board the lifeboat. The
lowest step of the ladder shall be not less than 0.4 m below the lifeboat's light waterline. The
lifeboat shall be so arranged that helpless people can be brought on board either from the
sea or on stretchers. All surfaces on which persons might walk shall have a non-skid finish.
Embarkation ladder: Normally life boats are designed to be lowered with everybody on it.
But sometimes, some persons are left onboard. If boat is lowered manually, the lowerer will
be left behind. One flexible ladder called ‘embarkation ladder’ is provided at embarkation
deck for them to board the boat.
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1. Be not less than 3.8 meters and not more than 8.5 meters in length; and
2. Be capable of carrying at least five seated persons and a person lying on a stretcher.
3. Rescue boats shall be capable of maneuvering at a speed of at least 6 knots and
maintaining that speed for a period of at least 4 hours.
4. Rescue boats shall have sufficient mobility and maneuverability in a seaway to enable
persons to be retrieved from the water, marshal life rafts and tow the largest life raft
carried on the ship when loaded with its full complement of persons and equipment or
its equivalent at a speed of at least 2 knots.
5. 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.
6. Arrangements for towing shall be permanently fitted in rescue boats and shall be
sufficiently strong to marshal or tow life rafts.
7. Inflated rescue boats shall be so constructed as to be capable of withstanding exposure
for 30 days afloat in all sea conditions.
8. 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.
9. 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
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manufacture. The inflated rescue boat shall be maintained at all times in a fully inflated
condition.
10. On Passenger and Roll-On-Roll-Off (RORO) vessels one of the boat must be fast rescue
boat.
It should be in a state of continuous readiness for launching in not more than 5 minutes;
It will be in a position suitable for launching and recovery, preferably in aft of ship.
Its stowage should not interfere with the operation of any survival craft at any other
launching station;
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Emergency comes without notice. Ship and crew must be always prepared for it. All lifesaving
appliances and firefighting appliance should be in state of readiness. Drill and training as well
as familiarization with LSA and FFA is a must.
5.1: Familiarization:
New crew members joining a ship must be familiarized with their duties and important
information about the ship. The master would designate a qualified person in charge of
training the new crew members of the ship. The safety familiarization must be given within
6 hours of joining the ship. The training for lifesaving appliances and firefighting appliances
should be completed as soon as possible and no later than two weeks after joining. Following
familiarization is given within 6 hours;
5.2 Muster list: Operation of life saving appliances have a series of duties. Going for
abandoning ship or firefighting is complex job. To ensure all required tasks are done properly,
a muster list is made. The muster list shows the duties assigned to the different members of
the crew including:
1. Closing of the watertight doors, fire doors, valves, scuppers, side scuttles, skylights,
portholes and other similar openings in the ship;
2. Equipping of the survival craft and other life-saving appliances;
3. Preparation and launching of survival craft;
4. General preparations of other lifesaving appliances;
5. Muster of passengers;
6. Use of communication equipment;
7. Manning of fire parties assigned to deal with fires; and
8. Special duties assigned in respect to the use of firefighting equipment and installations.
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9. Different Alarm signals of the vessel are clearly described in the muster list along with
the action to be carried out.
10. Illustrations and instructions in appropriate languages shall be posted in cabins and be
conspicuously displayed at muster stations and other spaces to inform crew of:
5.3 Emergency signal: Different types of alarms are used to indicate various emergency.
Alarm on board ships are audible as well as visual to ensure that a person can at least listen
to the audible alarm when working in an area where seeing a visual alarm is not possible and
vice versa. The main alarms that are installed in the ship to give audio-visual warnings are as
follows:
General alarm system: Ships are fitted with bell type alarm inside accommodation and siren
or whistle on mast. Fire alarm is activated automatically whenever sensor detects fire. It can
be activated manually from various locations by pressing the button. The buttons are in
protective glass with a breaking hammer. Notice ‘break and operate ‘is pasted near it.
All persons including passengers must know the various alarms used on board. they must
know their duties after hearing the alarm. Ship’s crew must know the alarms and operating
procedure. Following alarms are used on-board on various types of ships:
General Alarm: The general alarm on the ship is recognized by 7 short ringing of bell followed
by a long ring or 7 short blasts on the ship’s horn followed by one long blast. The general
alarm is sounded to make aware the crew on board that an emergency has occurred.
Fire Alarm: A fire alarm is sounded as continuous ringing of ship’s electrical bell or
continuous sounding of ship’s horn.
Man Overboard Alarm: When a man falls overboard, the ship internal alarm bell sounds 3
long rings and ship whistle will blow 3 long blasts to notify the crew on board and the other
ships in nearby vicinity.
Abandon Ship Alarm: When the emergency situation on board ship goes out of hands and
ship is no longer safe for crew on board ship. The master of the ship can give a verbal
Abandon ship order, but this alarm is never given in ship’s bell or whistle. The general alarm
is sounded and everybody comes to the emergency muster station where the master or his
substitute (chief Officer) gives a verbal order to abandon ship.
Ship Security Alarm System: Most of the ocean going vessels are fitted with security alert
alarm system, which is a silent alarm system sounded in a pirate attack emergency. This
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signal is connected with different coastal authorities all over the world via a global satellite
system to inform about the piracy.
High level and over fill alarm: On a tanker these alarms with flashing light and hooter is used
to warn about possible overflow of tanks.
Distress alert alarm: Whenever vessel is in danger of sinking or on fire or any other problem,
distress alert alarm can be sent using GMDSS equipment. This alarm will activate the shore
rescue center as well as all ships in that area. Similarly alarm from other ships can be received
through GMDSS equipment.
Public address system: Ships are fitted with PA system to broadcast important message.
Normally PA system is used to inform all about the type of emergency and action required.
Only master or other officer on behalf of master can make emergency announcement. On
passenger ships, PA is used for relaying other information also.
Instructions in the use of the ship’s fire extinguishing appliances, life-saving appliances, and
in survival at sea shall be given at the same interval as the drills. Individual instruction may
cover different parts of the ship’s life-saving and fire extinguishing appliances, but all the
ship’s life-saving and fire-extinguishing appliances shall be covered within any period of two
months.
Whenever new passengers embark, a passenger safety briefing shall be given immediately
before sailing, or immediately after sailing by means of an announcement, in one or more
languages likely to be understood by the passengers. The announcement shall be made on
the ship’s public address system, or by other equivalent means likely to be heard at least by
the passengers who have not yet heard it during the voyage. The briefing may be included
in the muster required, if the muster is held immediately upon departure.
Drills for the operating of watertight doors, side scuttles, valves and closing mechanisms of
scuppers, ash-chutes and rubbish-chutes shall take place weekly. In ships in which the
voyage exceeds one week in duration a complete drill shall be held before leaving port, and
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others thereafter at least once a week during the voyage. Every crew member shall
participate in at least one abandon ship drill and one fire drill every month. The drills of the
crew shall take place within 24 hours of the ship leaving a port, if more than 25% of the crew
have not participated in abandon ship and fire drills on board that particular ship in the
previous month. Each lifeboat shall be launched with its assigned operating crew aboard and
manoeuvred in the water at least once every three months during an abandon ship drill.
On passenger ships, an abandon ship drill and fire drill takes place weekly. The entire crew
need not be involved in every drill, but each crew member must participate in an abandon
ship drill and a fire drill each month. All passengers must attend boat drill.
Boat drill / abandon ship drill: Once a month, more frequently as per flag state requirement.
This drill must be carried out if 25 % of complement, has changed within 24 hours of leaving
port. On passenger ships, it is carried out prior or immediately after leaving port.
Fire drill: Normally once in a month or more frequently as per flag state requirement. During
the drill FFA is tested and training in their use is provided. As per regulations a fire drill shall
be held within 24 hours of leaving port if more than 25% of the complement, has changed
within 24 hours of leaving port. On passenger vessels of class I, this shall be carried out prior
to or immediately upon departure.
Procedure for fire drill: For fire drill a scenario is made. Before the drill master will brief
officers about the scenario. Then following steps are taken.
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Abandoning ship:
Abandoning ship should be the last resort, reserved for when the ship is sinking or there is a
serious fire. The decision to abandon ship is usually very difficult. In some instances, people
have perished in their life raft while their abandoned vessel managed to stay afloat.
Calling to boat station does not mean ship has to be abandoned. This is a first safety measure
for quick action before things go out of hand. When boat station alarm is sounded following
action is required:
1. All crew should take his life jacket and immersion suit and proceed to assigned boat
station.
2. Take head count and report to captain. If someone is missing, captain will arrange search
party to find him.
3. Some crew will bring extra ration and water and keep it in boat.
4. One person will remove EPIRB and SART from its housing and keep them on one of the
boat.
5. If TPA is not in boat, bring the TPA and keep it in boat.
6. Remove all lashing and harbour pin and keep the boat ready.
7. Fully enclosed boats is boarded at its housing position. Hence no need to bring it to
embarkation deck.
8. Remove lashing and cover of embarkation ladder.
9. Remove preventer for on load release gear.
10. Check the fuel and top up if required.
11. Very important: Do not panic. With modern technology, rescue is very easy.
12. If possible, bring your travel document and money. But don’t bring any other luggage.
13. If you forget something in cabin, do not go back to get it. You may be trapped.
On passenger ship, with partially enclosed boat following additional action is required:
Need to prevent panic: Don’t panic. A panic attack is a condition of adrenaline being released
into your bloodstream. It Only Takes Three Minutes to Stop a Panic Attack. Just do following.
Relax. - Stop Negative Thinking. - Use Coping Statements. - Accept Your Feelings.
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A ship can behave in a different way after being struck. A tanker can catch fire immediately
after collision. While ship can sink within minutes if cargo shifts in bad weather. Many vessels
especially passenger vessel tend to lose up to 90 degrees after grounding. Hence action is
different and time and decision to abandon is very crucial for survival. Here we will discuss
few situations for abandoning the ship.
Fire on board: Fire in engine room may cripple the ship, but she will stay afloat. While a fire
in cargo tanks on tanker will spread quickly and engulf everyone. Following example will give
the procedures done by one tanker on fire.
- A tanker was hit by a cargo ship in Dubai channel. On collision her cargo tank was
ruptured and oil spread right up to accommodation and port lifeboat.
- The oil immediately caught fire and fire spread to entire portside of ship.
- Engines were stopped and alarm was raised.
- Master and crew kept their calm and mustered at starboard side life boat.
- Boat was lowered quickly and moved away from burning ship.
- No loss of life and subsequently fire was extinguished by shore fire fighters.
All lifeboats required for abandonment by the total number of persons permitted on board
must be capable of being launched with their full complement of persons and equipment
within 6 minutes from the time the signal to abandon the unit is given. All lifeboat crew must
know to launch it.
Master will decide the best action to be taken for ship abandoning. On cargo vessel either
side life boat can accommodate all crew but on a passenger ship, only half the passengers
and crew can be accommodated on either side. For remaining, life raft is used.
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Abandon ship on passenger ship: Passenger ship normally don’t sink rapidly. It has lots of
reserved buoyancy which gives more time for sinking. However, they are more prone to
listing rapidly to one side or capsize eventually. Evacuating passenger ship is tough job as
passengers are not trained and may panic. Following should be done on passenger ship.
1. After vessel is met accident like collision or grounding or major fire, immediately raise
alarm for boat station.
2. The catering crew should assist the passenger to collect their lifejackets and immersion
suit.
3. Give assistance to old, disable and kids to assemble on muster station.
4. Crew will prepare and bring lifeboats to embarkation deck. Make sure assigned crew is
present in the boat.
5. Listen and assist entire family to be in same lifeboat.
6. Some passenger may try to take lead, tell them firmly to follow your instruction.
7. Life raft will be kept ready for deployment. Normally life rafts on passenger ship is davit
launched.
8. In night use emergency generator to provide light.
9. Assist all passenger to board their lifeboats.
10. In case of list or not able to board lifeboat due to listing of vessel, All passenger from that
area will be shifted to other side.
11. They will be accommodated in life rafts on that side.
12. On order of master lower the boats one by one normally forward most will be first.
13. Unhook and steer away from the ship.
Using life raft: If crew is not able to launch lifeboat, they should immediately proceed to
launch the life raft. Life raft can be launched manually, by davit or pop up automatically when
vessel sinks.
1. Check that one end of the painter of the raft is well secured to a strong point on ship’s
deck or structure.
2. Remove the lashing from the container of the raft and open the way to portable rail if
available.
3. Check the ship side where the raft to be launched is clear.
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4. Two people should lift the container from both sides horizontally and throw the
container.
5. Make sure the painter is still fixed at a strong point so that the raft should not be waved
away by waters.
6. Pull the painter with a hard jerk to fire the gas bottle to inflate the raft.
7. The life raft will take 20-30 sec to inflate.
8. Board the life raft one by one using ladder or rope.
9. Avoid sharp objects like knives, shoes and other sharp objects etc. which may damage
the raft surface.
10. When everybody is aboard, after a headcount, cut the painter with a sharp knife.
1. Open the lashing and remove the raft container from HRU by opening the manual slip
hook or bottle screw arrangement.
2. Tie up the one end of the painter of raft into a strong point at deck.
3. Keep the container in the open and attach the davit hook to the given eye in the canister/
container
4. Take up the raft load by davit and keep the container hanging at embarkation deck area.
5. Pull the painter and inflate the raft. Have a thorough check on the inflated raft.
6. Start boarding the raft without the shoes and other sharp object.
7. After the boarding is completed, check the bottom is clear and release the securing lines,
if any.
8. Someone inside the raft will detach the hook of the davit from the raft when the raft is
just above the water.
9. The davit operating person will board the raft either by jumping in to the sea, or by other
boarding means if provided.
10. Cut the painter and cast away the raft from ship.
6.3 Action when required to jump in water: When falling from a height, one can damage
her body and fall unconscious due to the impact. If one remains conscious then there is risk
of drowning if s/he is not a good swimmer. Even if one is a good swimmer, s/he faces the
biggest challenge of fighting hypothermia. Hence jumping in water is not advisable as it may
result in drowning or hypothermia. Even sitting in survival craft with wet clothes is quite
uncomfortable.
If you must jump for imminent danger like capsizing of ship, run to higher side else you may
be trapped by ship. Look for lower most place. Jumping from height may injure you. Tighten
lifejacket, hold your hand in cross position to ensure life jacket will not hit your head when
entering water. Close your legs, hold your breath and jump in such a way your feet enter
water first. When you come out of water, allow lifejacket to bring your head above water.
Swim away from the ship and look for life rafts or floating object. Always remember jumping
in water is most dangerous part. Hence it should be avoided unless due to rapid sinking of
ship.
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o In charge: he is the person responsible for the lifeboat. He will carry one walkie talkie for
communication with command station. Normally one officer from deck department is
made in charge. On passenger vessel, some ratings may be made in charge.
o Removing gripes: The job of this person is to ensure safety pin is removed and release
the gripes (Lashings). When boat is being lowered, he has to ensure all is clear.
o Painter: This man job is to take the painter from lifeboat and tie it on deck. Painter is
required to keep boat alongside when in water.
o Extra ration: This job is normally assigned to galley or hospitality crew they should bring
following items:
- Water: Water is most precious for survival. Bottled water or jerry can of water.
- Food: After water food is more important for survival. Packed or tinned food should be
taken.
- Signaling equipment: like pyro techniques, flash light, walkie talkie, EPIRB and SART.
- Other items: Blanket, first aid kit, TPA, mobile phones with charger (useful in coastal
area), battery operated GPS receivers, spare battery for flashlight and walkie talkie.
o Browsing tackle: if persons are boarding the boat after bringing up to embarkation deck,
it is brought close by using browsing tackle.
o Lowerer: He will lift the brake and boat will start lowering.
o Coxswain: His job is to start the engine and steer the boat using helm. Normally in charge
becomes coxswain.
o Forward: his job is to release the hook forward. Use boat hook to keep boat clear
o Aft: his job is to release the hook aft. Use boat hook to keep boat clear.
Blocking of escape routes: Sometimes due to carelessness, the escape routes are blocked.
The person in charge should quickly find another route or try to unblock it whichever takes
less time. If watertight doors are closed automatically, person should be aware of emergency
escape routes which are clearly marked. This happens in underdeck area. As a rule locks
should not be used on area where person can be trapped.
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Inability to launch survival craft: Many times survival craft could not be launched due to
excessive list and cause damage to craft. But most common cause for it is lowering the boat
in haste. In panic person tries to lower the boat without removing safety pin, lashing etc.
with the load pin gets bent and will not come out. Rendering lifeboat useless. On a cargo
ship the lifeboat on either side has enough capacity for all persons on board. Hence rush
immediately to other side and use that boat. On a passenger ship, the capacity is not enough,
hence liferaft should be used in this case.
Absence of light: All muster and lifeboat boarding area have lighting from emergency source.
In case of power failure, emergency generator starts automatically. The switch of emergency
light for boarding area is on bridge. Duty officer must switch it on manually. If generator is
not started within 30 second, it should be started manually. Don’t panic. As a last resort,
flashlights can be used to provide light. Most of the lifeboats has searchlight fitted inside.
This can be used for short period.
Adverse weather: Some steadying method to be used so that the lifeboat does not land hard
against the ship side. Prevent the fall blocks to hit ship crew or lifeboat. Boat crews must
wear life jacket, helmet, and immersion suit in cold climate for rescuing operation. Vessel to
create a good lee. Wind to be on the opposite bow. Lower lifeboat into the trough of a wave.
On the next rising crest, release the hooks immediately and simultaneously. Cast off the
painter once clear. Bear off the ship's side with tiller, oars or boat hook. Engine should be
started before the release of blocks and kept neutral. Once lifeboat is underway, tiller put
against ship's side and with full throttle clear off the ship.
Assigned crew not present: The crew assigned for launching the boat may be dead or
trapped. If not possible to wait, the senior most should take charge. Communicate with
bridge /master. The instruction to launch lifeboat / raft is pasted near it. Read it and follow
the steps. On master’s order, lower the boat in water.
Abandon ship in cold climate: In cold climate the danger of hypothermia, exposure to cold
and other sickness is present. The chance of survival of a person in cold water is much less
compared to warm water. Hence additional precautions are required. Following things
should be taken before proceeding to muster station:
Put on Personal immersion suit and life jacket before boarding the survival craft
Wear lots of warm clothes. Waterproof clothing is preferred.
Carry your flash light, seaman’s knife and some rope.
If possible, take your important documents like passport, seaman book and money,
credit cards, mobile phones with charged battery.
Persons coming without lifejackets: it’s a good practice to keep some lifejackets at survival
station. Many will turn up without it. Sometimes passenger needs assistance to put on life
jackets. Crew must direct and assist them.
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Overloading of survival craft: In panic, many passengers will rush to nearest survival craft.
Some will like to adjust extra family member in same boat. Be firm and explain the dangers
of overloading. In no case boat should be overloaded.
Passengers tending to jump in sea: In panic some passenger will become hero and jump in
sea. Discourage it as they may lose their life. If required use force to restrain him.
Ship listing very fast: Many passenger vessels lose her stability after collision or grounding.
The listing will create extra panic and make it difficult to launch survival craft. Check which
side of ship is more suitable for launching. Since only half of passengers can be
accommodated, send ladies, child and old person in lifeboat. Others can use liferaft for
abandoning.
Panic: In panic person cannot take proper action. On passenger ship many persons refuse to
leave ship without their friends and family. Some starts shouting, cursing, some can become
violent. Hence announcement of grave situation should be done slowly if time permitting.
Normally ask crew to close the bar, dining and other activity. Ask the passengers to bring
their lifejackets and stay together with family and friends. Try to take complete family in one
survival craft.
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Pyrotechnics and radio signaling appliance: They are used for attracting attention during
distress. Following are different types of pyrotechnics and radio signaling equipment used.
7.1 Survival Craft Radios are used in abandon ship situations as means of communication
between multiple survival craft, the ship, and rescue operations in the vicinity. The radios
can operate on many different VHF channels, including channel 16 and 6. Radios are
assigned to each lifeboat, and are maintained in the vessels chart room.
On board of survival crafts there are several means of communication. Probably the most
effective and reliable is radio communication because it is possible to contact rescuers on a
long distance. Not all the systems are permanently installed and should be brought to the
lifeboats (and rafts) in case of an emergency. Following radio equipment are used:
1. VHF installations come in two types, fixed and portable. Portable sets are used for
communication on board the installation. The range and capacity of the batteries of
these handsets are limited. In case of an emergency the handsets are used for
communication between muster points and bridge, the handsets can be taken inside
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lifeboats- and rafts for communication. VHF radio must have channel 6,15,17,67. This in
addition to channel 16 for calling and channel 70 for DSC calling. Lifeboats may have
fixed VHF, otherwise portable VHF (called walkie talkie) with spare batteries should be
carried in lifeboat. The range of fixed VHF at 25-watt power may be 20 miles while for
handheld walkie talkie it will be 2 to 3 miles.
2. The fixed installations are built into lifeboats and will generally have more channels to
choose from, but will at least have the above mentioned. The range of a maritime VHF
installation working on full power (25watt) will have maximum 30 –60 nautical miles,
depending on weather conditions and antenna height.
3. EPIRBs: Emergency Position Indicating Radio Beacons are required on ships and offshore
installations. The beacons are self-powered by means of batteries and transmit signals
to satellites. These satellites are from the Cospass/Sarsat system, an international co-
operative search and rescue effort. The system ensures a global coverage, 24 hours a day
and contributes to help saving lives of seafarers in distress. The EPIRB, once operated,
automatically transmits a signal that is recognized by the satellite as an emergency call.
The satellite will determine the position of the beacon and will then pass the information
through to an earth station.
From here the information is transferred to the Rescue Coordination Centre, nearest to
the emergency position of the beacon. From this center the SAR operation starts or the
information is relayed to another SAR center. Additionally, the EPIRB will send a signal
out that can be picked up by SAR helicopters and also vessels equipped with the
necessary homing devices. The homing devices will send the searching party straight to
the person or persons in distress.
4. SART: The Search and Rescue transponder (SART) is a transmitter which can be used to
take with you in the lifeboat or life raft. It can also be possible that the lifeboat is
equipped with a SART. This is by the way not a requirement. The SART is a passive beacon
until interrogated by radar frequency. It will then automatically transmit series of pulses,
which are displayed on the radar screen of passing aircraft or vessels. The pulses are very
obvious and therefore easy to recognize by the radar operator. Once recognized the
navigator can plot the emergency position, the system is only for short range.
5. Radar reflector: this will provide in a better reflection on the radar screen of a searching
vessel, airplane or helicopter. It is important that the radar reflector is installed in a
correct way. (Not to be used together with SART)
6. Use of mobile phones: Near the coast mobile can be used to communicate. The GPS in
phone gives your position. It can be used to proceed to nearby coast if possible. Smart
phones also give compass direction. Hence you must carry your smart phone in survival
craft.
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Warning: All pyrotechnics should be handled with care. They are fire hazards if handled
carelessly. Since there are many different types of pyrotechnics and various manufactures,
always make sure to read the operating instructions first. In order to ensure a safe way of
activating the signal, even by people who do not know how to read the instructions are also
depicted in so-called pictograms.
1. Rocket parachute flare: a flare is a good pyrotechnics to attract attention over great
distance. Useable during day or night, not with fog and low clouds. The visibility in clear
weather is ranging from 30 to 40 sea miles. When a parachute flare is activated, a rocket
is fired to a height of approximately 300 meters. When the flare is ignited a bright light
burns for about 1 minute, the parachute keeps the flare in the air as long as possible.
During the ascent of the rocket, the wind influences the tail in such a manner that the
rocket turns into the wind. The flare will drift over your position when hanging on the
parachute, giving an indication of your location.
2. Hand Flares: Hand flares are used to pinpoint your position. It is a small cylindrical stick
which when activated, produces an intense red smoke or light without an explosion.
Effective both day and night, not with foggy weather. The visibility is around 6 sea miles
in clear weather. Never look into the flare. The light may damage your eyes.
3. These flares provide their own oxygen when burning which means that splashing waves
will not extinguish the flare. They will continue burning even when held under water.
These hand-held flares burn for about 1 minute. It should be held out leeward when
activated. 6 hand flares are provided in each survival craft.
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4. Buoyant Smoke Signals: The use of the smoke signal is to pinpoint your position and to
indicate the wind direction. This pyrotech equipment is held in a compact container with
a buoyant nature so that it can float on the water surface to signal distress situation.
Mostly for use by the day, this can indicate the position of distress with the bright orange
smoke as well as for determining the wind direction for rescue. After the smoke signal is
activated it must be thrown in the water.
5. Line Throwing Appliances: A Line Throwing Appliance (LTA) is not a distress signaling
equipment but is counteracting equipment in distress situations. It is used so that a
connection is made in terms of a strong line between the distressed ship and the safe
ship (to create a bridge) to pass on towing lines or another kind of help. As per SOLAS, 3
LTA are carried on Ships Bridge
2. Signaling torch. (Flash light); Very valuable source of light inside your life raft/life boat.
It can also be used to attract attention at close range for instance to contact other life
rafts or lifeboats. Morse code can also be sent. The torch is waterproof and spare
batteries are provided as well.
3. Whistle: In the inventory we also find a whistle, just like the ones we have on our
lifejackets or survival suits. Not very effective, since the sound of waves and wind will in
most cases overrule the whistle.
4. General alarm: It is electrically operated alarm system. It should be audible inside the
accommodation and all cabins. The alarm can be operated from muster station and from
bridge and engine room. It can be operated by pressing the switch on various place. The
switch is in glass cabinet which should be broken to activate it. Normally general alarm
gets activated by the fire sensors. It also gets activated when watertight doors are
operated in emergency.
5. The public address system shall be a loudspeaker installation enabling the broadcast of
messages into all spaces where crew members or passengers, or both, are normally
present, and to muster stations. It shall allow for the broadcast of messages from the
navigation bridge and such other places on board the ship as the Administration deems
necessary.
6. Flags: Ships carry 26 alphabetical and 12 numerical flags. These flags can be used to
communicate with other ships. For example, flag ‘O’ is displayed during man overboard.
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1. The ship is listing or sinking rapidly. You cannot approach to survival craft.
2. You find the survival craft has left and you are left on ship.
3. You are thrown in sea due to violent movement or loosing balance.
4. Big fire and explosion is making it impossible to approach to survival craft.
Another reason for survivors to be in water may be due to toppling of lifeboat or braking of
launching davit wires. Following action is required while in water:
1. Look for lifeboat or raft. If ship has gone down with boats and raft, after few minutes the
life raft will pop up and inflate itself along with EPIRB.
2. Swim slowly on your back and proceed to survival craft.
3. If you are not wearing lifejacket, don’t swim. Just float on your back and look for some
floating object. The person in lifeboat or raft will come for your rescue.
4. Attract attention to person in lifeboat by whistle and flashing light fitted on lifejacket
5. Board the survival craft as soon as possible.
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Picking up survivors: During an abandonment the coxswain will keep open communications
with other lifeboats by means of VHF radio. If other survivors are in the water, an attempt
must be made to pick up the survivors. To approach survivor:
1. Steer lifeboat on the lee side of survivor. Stop engine and let survivor drift to you.
2. Throw the line with ring for survivor to catch. Pull him in.
3. Getting in boat from water is difficult, lean and pull him in.
4. On a liferaft, use the line to pull the survivor.
5. Prepare pick up by asking the crew members in the lifeboat to assist.
6. Threat survivor with injuries/hypothermia.
1 Clearing the ship with liferaft: When clearing the vessel on the leeward side it is more
difficult to move away from the drifting vessel, the decision of launching a liferaft must be
done with taking in mind the wind direction and best position to launch the life raft. The
lifeboat and rescue boats are in a position to pick up the life rafts and marshal them to a safe
area.
2 Protective measure: In hot climate, do not expose to sun. Keep the survival crafts doors
open to allow air circulation. In partially enclosed lifeboat, stay in shade. Sprinkle water on
canopy to keep it cool. For hypothermia in cold climate, stay dry as soon as possible. Huddle
together to prevent heat loss. Use TPA. Wear lots of warm clothes before abandoning ship
3. Effect of sea sickness: It will usually start with a nauseous feeling and/or a slight cold
sweat. Any attempt to concentrate on a task will worsen this predicament. The nauseous
feeling eventually becomes incontrollable, and leads to - sometimes violent - vomiting.
Give the patient sea sickness tablets. Ask him to lie down.
4. Use of fresh water/food and avoid dehydration: Man has several litres of water in his
body, from which he can draw without serious symptoms. In a cold climate the survivor will
not feel real thirst in the first days after shipwreck. All the same, the following procedures
should be followed:
- Do not drink on the first day. Drink half a litre each day as a minimum.
- On the first day after a shipwreck, the body will still have sufficient water, and the
ingested water will only pass through the body.
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- After the first day, the daily consumption of half a litre will replace the basic loss by
sweating and passing of urine.
- In the tropics water loss due to sweating will increase, and every effort should be taken
to keep the raft as cold as possible.
- The roof or canopy should be sprayed with seawater in order to cool it, thus decreasing
the temperature inside.
- First 24 hours no food is given. Afterwards one biscuit is given every day.
5. Use of sea anchor: A sea anchor must be deployed and connected to the bow of the
lifeboat, the lifeboat will stay floating behind the sea anchor. The advantage is that the
engine can be stopped and the lifeboat is slowly drifting. Also it will maintain the bow against
the waves and swell. Otherwise the lifeboat will drift abeam on the waves and swell and sea
sickness will start.
The sea anchor in a lifeboat is equipped with a hewing (hawser) line and a tripping line. The
tripping line is used if the sea anchor must be retrieved.
6. Drinking sea water: Remember, never drink seawater. Drinking seawater does not extend
survival time. In fact you will die from sodium poisoning in about the same time as having no
water at all. It causes kidney failure and is a much more painful death.
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Main dangers to survivors: Following are some of the dangers faced by survivor:
- Drowning
- Hyperthermia
- Exhaustion
- Dehydration
- Loss of will to live
- Shark attack
Lifejackets are provided for short-term survival only. Try to board the survival craft as
soon as possible.
Lifebuoys may be used to keep people from drowning.
Excessive intake of water in air passages can cause asphyxia, hence keep your mouth
shut and inhale air only when face is above water.
Always use lifejacket and hold your breath while underwater.
As far as possible avoid jumping in water
If you are in water without lifejacket, float on your back instead of swimming. Look for
some floating object and hold on it.
Remember that clothing should not be removed. It provides protection against
hypothermia! The layers of clothing do increase buoyancy and slow down the rate of
body heat loss. It is preferable to wear shoes than to be barefooted or to wear only socks.
9.2 Hypothermia
Hypothermia is a condition of low body core temperature. The normal body temperature
is 37° C and is regulated by the brain. In a survival situation, there is great body heat loss
due to wet and windy conditions, being in water or lack of clothing
The heat loss from wet skin is greater than that from dry skin. This is further increased
by a blowing wind. This is called the ‘Chill Factor’. The start of hypothermia can be rapid
and if it is not stopped, the person can die within an hour. When hypothermia sets in, the
victim:
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Shelter the victim from wet, windy and cold conditions. Close up the raft.
Get the person dry and warm, rest them on top of some lifejackets.
Raise the body's core temperature gradually by wrapping them in blankets.
Body to body contact may be best with someone who is already warm.
If a Thermal Protective Aid is available, put both persons into that.
Give warm water. Warm it by placing it against warm person’s body.
DO NOT give alcohol as this simply worsens the condition
DO NOT rub victim’s skin. Severe bruising and skin damage will occur.
If the victim is not breathing or the heart appears to have stopped, administer
artificial respiration and cardiac resuscitation immediately
9.3 Exhaustion: Due to limited food supply and the movement of the liferaft, the survivors
may feel exhausted and tired. Seasickness makes you vomit and become weak. The effect
of exhaustion can be reduced by:
- Take lots of rest.
- If available drink water and eat lifeboat biscuit.
- Wipe your face and head with wet clothes.
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9.4 Dehydration: It is the loss of water from the body. It can be fatal. Dehydration in survival
craft is caused by excessive sweating in hot climate, vomiting due to sea sickness and
eating fish or drinking sea water. Remember ‘never drink seawater as it will poison your
body.’ Anti-sea sickness tablets should be taken to control sea sickness. Symptoms
include following:
- Increased thirst, dry mouth
- Decreased urine output, Urine in low volume and more yellowish than normal
- Headache, tired or sleepy, dry skin, dizziness
Treatment: Drink water missed with sugar and salt. Wash your head with water. Stay in
shade. If lifeboat canopy is becoming too hot in day time sprinkle some water on it
manually to cool it.
9.5 Loss of will to live: Survivors are in real danger of losing morale and the will to live. It is
important to keep a positive attitude about survival and rescue. This will extend the
survival time until you are rescued. A strong will to live makes a real difference. People
with high morale survive more severe conditions than those with low morale
Remember that people behave differently when packed together. The knowledge of
equipment and how to use it helps keep morale high. People's will to live is strengthened
when they are occupied. Passing time is a big issue in a survival craft. The person in
charge should keep the survivors busy with duties and keep them comfortable. Smoking
exacerbates thirst and should not be allowed if the water supply is low. Morale may be
sustained by singing, prayers, and discussions and by telling jokes.
9.6 Shark attacks: In some places sharks and other predators may be present. They get
attracted to by blood in water and movement. To avoid attracting sharks:
Do not fish in shark infested waters. If sharks are seen in the area while fishing, it is better
to abandon the fishing line from the survival craft.
Do not keep any part of your body hanging outside the survival craft.
Do not throw food waste overboard.
Remain quiet and still.
And remember, do not try to attack or incite the sharks.
Stay calm and do not make sudden movements. When you first spot the shark, chances
are it will swim away without bothering you. You cannot out-swim a shark, so trying to
sprint to safety may not be your best option, unless you are already very close to shore.
It is important to keep your wits about you so you can continuously appraise the situation
and figure out how to get to safety.
Move slowly toward the shore or a boat; choose whichever is closest. Don't thrash your
arms or kick or splash while you swim.
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10.1 Sending distress alert: When vessel has met any accident and is need of assistance,
distress alert is sent using any or all of following:
The distress alert is activated by pressing a dedicated distress (SOS) button. The alert
contains information on the ship’s identity, date/time of its activation, addressed LES
identity, the ship’s position and time of last update, the ship’s course and speed, parameter
of their update, and the nature of the distress.
All officers and crew should know how to send undesignated distress alert. Communication
officer gives training in it. A simple instruction for sending distress alert is kept on GMDSS
console. GMDSS console is connected to ship’s emergency generator as well as battery to
operate in case of main power failure.
10.2 Rescue: On receiving distress alert, the coast station will inform it to maritime rescue
centre. They will relay this message to nearest rescue coordination centre. The RCC will send
the request for search and rescue to the vessel nearest to causality. All other vessel will keep
on standby.
For search purpose SAR aircraft will be used if in coastal area. If the accident has taken place
within the reach of helicopter, it will be sent to rescue the causality before abandoning the
ship. If crew has already abandoned, then it may not be possible to rescue from sea. Then
rescue will depend on the nearest ship.
10.3 Picking up survivors from water: The ship may employ one of the methods to bring
causality on-board.
1. Lower ship’s boat to the causality’s lifeboat or raft.
2. Rig pilot ladder for lifting them.
3. For weak person, transfer them to ships boat and lift the boat using davits.
4. If lots of person are in water, lower gangway net over side for them to climb up
5. In rough sea when lowering of ship’s boat is not possible, use gangway net.
6. Steer your vessel towards lee side of survival craft. When the boat comes alongside,
they will climb the net.
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10.5: HELICOPTER ASSISTANCE: In near coastal area, normally helicopters are sent to
pick up the survivors from the stricken ship. Helicopter can land on ship if it has the
facility. Otherwise causality has to be winched up.
Communication with helicopter: Use the VHF radio Channel 16/67 to communicate with
helicopter. Sometimes signalling with hand can be used. Use the standard card provided
to signal helicopter.
Switch on SART for helicopter to home to your position. EPIRB will also provide exact
location of vessel or craft.
Use of primary and secondary working frequencies.
On-scene weather
Exact position
Condition of persons, if any, requiring medical attention
Any information to aid the pilot in selecting the rescue device
Total number of crew and other persons on board your boat, and total number on
board the helicopter
Evacuation from ship and survival craft: If the survivors are transferred to a helicopter,
the following points must be taken into account:
- The helicopter will fly into the wind at a set speed (10-15 miles/hour).
- You will experience considerable downwash, which causes high winds, recognizable
by a circle on the water surface.
- The rescue boat must maintain speed and heading.
- The Coxswain should take up a fixed position in respect of the helicopter.
- The high line will be used to make contact with the lifeboat or rescue boat.
- The hoist then follows, preferably using a single or double sling
Helicopter pick up: To help make the rescue as safe as possible for the flight crew:
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