New PSCRB Handout

RENAISSANCE TRAINING CENTER, INC. Rev. No.
:0
PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:
BOATS other than fast rescue boats Initial Issue Date:

(IMO MODEL COURSE 1.23) DECEMBER, 2016
Author: AOT
Control No.: HANDOUT Page 1 of 44
HND003(12-16)
Introduction and safety Guidance

This course aims to provide the training for candidates to launch and take charge of a survival craft or
rescue boat in emergency situations, in accordance with Regulation VI/2 of the 1978 STCW Convention as
amended.
The course covers the requirement of the 1978 STCW Code as amended Chapter VI, Section A-VI/2,
Table A-VI/2-1. On meeting the minimum standards of competence in survival craft and rescue boats other than
fast rescue boats, a trainee will be competent to operate life-saving appliances and take after launch. They will
also be able to operate a survival craft engine and manage survivors and survival craft after abandoning ship.
Trainees will know the correct use of all locating devices, including communication and signaling apparatus and
pyrotechnics, how to apply first aid to survivors and the actions to take to preserve the lives of those in their
charge. The total sum of all is preparedness in facing the threats to life and survival at sea.
TAKE CHARGE OF A SURVIVAL CRAFT OR RESCUE BOAT DURING AND AFTER LAUNCH.
Construction and outfit of survival craft and rescue boats and individual items of their equipment
Lifeboats
Lifeboats are waterborne crafts capable of sustaining lives and persons in distress from the time of abandoning
the ship. It is designed to be carried and hoisted aboard ship and should be maintained in ready condition at all
times for rescue operations, for the training of the crew in man overboard drills and ultimately for abandon ship
operations.
Parts of Lifeboats
1. Davit – a device solidly constructed for the launching of lifeboat.
2. Winch Control – used to lower away and stop the lifeboat as it is lowered to the water or on
embarkation deck.
3. Winch Gear – made of reduction gears that is connected to an electric motor for lowering or
hoisting the lifeboat.
4. Span Wire – made of 18mm stainless steel wire rope connecting the two davit arms together. The
lifelines are secured to it ready for use.
5. Embarkation Gate – the access to the lifeboat at embarkation deck level.
6. Men Rope / Lifelines – they are constructed of the two – 1 ½ inch Manila rope attached to the span
wire fitted eight knots to its entire length of 30meter.
7. Davit Track – the track of which the davit arm travels up and down.
8. Harbor Pins – steel pins used to secure the lifeboat to the tracks.
9. Browsing Tackles- used to fasten the boat to the embarkation deck once the tricing pendant is
released.
10. Falls Wire / Blocks – steel blocks connected to the release hooks of the lifeboat fore and aft. Used to
lower the boat easily to water.
11. Oars – made of buoyant material or wood used to paddle or row away the boat to safety.
12. Rowlock / Clutches – located at the rails of the boat designed to hold the oars of the boat.
13. Seine Float – made of buoyant material attached to the bucketed line.
14. Becketted Grab Line – safety ropes with orange handles fitted around the lifeboat just above the
waterline to help survivors in the water to cling it.
15. Skate – steel bumper like structure fitted to the full of the lifeboat to protect the shell of the lifeboat
from chaffing on the ship’s side as it descends from the boat deck to the water.
16. Keel Grab Line- provides grab handle for passenger / crew should the lifeboat capsizes.
17. Propeller Blades – provides propulsion or speed to the lifeboat.
18. Rudder – provides maneuvering of lifeboat in the water.
19. Lifeboat engine – provides power to propel the lifeboat to its destination.
20. Buoyancy Tank – enables the lifeboat to stay afloat even the boat is filled with water, passengers
and crew. It is made of buoyant materials.
21. Tricing Gear – a steel cable used to prevent the boat to swing away when the boat is lowered down
to embarkation deck level.
RENAISSANCE TRAINING CENTER, INC. Rev. No.:0

Author: AOT
HND003(12-16)
Classification and Types According to Construction

 TOTALLY ENCLOSED LIFEBOAT
IMO REQUIREMENT FOR TOTALLY ENCLOSED LIFEBOATS ON SHIP BUILT AFTER 1ST JULY 1986.
Totally enclosed lifeboats shall comply with the IMO Requirements for all the lifeboats and in addition
shall comply the following:
1. Enclosure
The enclosure shall be so arrange that:
a) It protects the occupants against heat and cold;
b) Access to the lifeboat is provided by hatches that can be closed to make the lifeboat watertight;
c) Hatches are poisoned so as to allow launching and recovery operations to be performed without any
occupant having to leave the enclosure;
d) Access hatches are capable of being opened and closed from both inside and are equipped with
means to hold them securely in open positions;
e) It is possible to row the lifeboat.
f) It is capable, when the lifeboat is in the capsized position with the hatches closed and without
significant leakage, of supporting the entire mass of the lifeboat, including all equipment, machinery
and its full complement of persons.
g) It includes windows are translucent panels on both sides and to admit sufficient artificial light
unnecessary.
h) Its exterior is of a highly visible colour and its interior of a colour, which does not cause discomfort
to the occupants.
i) Handrails provide a secure handhold for persons moving about the exterior of the lifeboat, and aid
embarkation and disembarkation.
j) Persons have access to their seats from an entrance without having to climb over thwarts or other
obstructions.
k) The occupants are protected from the effects of dangerous sub-atmospheric pressures, which might
be created by the lifeboat engine.
2. Capsizing and re-righting

a) A safety belt shall be fitted at each indicated seating position. The safety belt shall be
designed to hold a person of a mass of 100 kg. (220 lbs.) securely in place when the lifeboat
is in a capsized position.
b) The stability of the lifeboat shall be such that is inherently or automatically self-righting
when loading with its full or partial complement of persons and equipment and all
entrances and openings are closed watertight and the persons are secured with safety belts.
c) The lifeboat shall be capable of supporting its full complement of persons and equipment
when the lifeboat is in the damaged condition of being holed in any one location below the
waterline, assuming no loss of buoyancy material and no other damage and its stability shall
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 designed of all engine exhaust pipes, air ducts and other openings shall be such that
water is excluded from the engine when the lifeboat capsizes and re-rights.
Propulsion
Same regulation as the partially enclosed lifeboat

Author: AOT
HND003(12-16)
PARTIALLY ENCLOSED LIFEBOAT
IMO REQUIREMENT FOR PARTIALLY ENCLOSED LIFEBOATS ON SHIP BUILT AFTER 1ST JULY 1986.
1. Partially enclosed lifeboats shall comply with the requirements for all lifeboats and in addition shall
comply with the following:
2. Every partially enclosed lifeboat shall be provided with effective means of bailing or be automatically
self-bailing.
3. Partially enclosed lifeboats shall be provided with permanently attached rigid covers over not less than
20% of the length of the lifeboat from the stern and not less than 20% of the length of the lifeboat from
the aftermost part of the lifeboat. The lifeboat shall be fitted with permanently attached fordable
canopy, which together with the rigid covers completely enclose the occupants of the lifeboats in the
weatherproof shelter and protects them from exposure. The canopy shall be arranged that:
a) It is provided with the adequate rigid sections to permit erection of the canopy.
b) It is easily be erected by not more than two persons,
c) It is insulated to protect the occupants against heat and cold by means of not less than two layers of
materials separated by an air gap or other equally efficient means, means shall be provided to prevent
accumulation of water in the air gap.
d) It exterior is of a highly visible colour and its interior is of a color, which does not cause discomfort to the
occupants.
e) It has entrances at both side, provided with efficient adjustable closing arrangement which can be easily
and quickly opened and closed from the inside or outside so as to permit ventilation but exclude sea
water, wind and cold, means shall be provided for holding the entrances securely in the open and closed
position.
f) With the entrances closed, it admits sufficient air for the occupants at all times.
g) It has means for collecting rain water.
h) The occupant can escape in the event of the lifeboat capsizing.
4. The interior of the lifeboat shall be of a highly visible colour.

5. The radiotelegraph installation required by these regulation shall be installed in a cabin large enough to
accommodate both the equipment and the person using it. No separate cabin is required if the
construction of the lifeboat provides a shelter space to the satisfaction of the Administration.
IMO REQUIREMENT FOR ALL LIFEBOATS ON SHIP BUILT AFTER 1ST JULY 1986.
1. Construction of Lifeboat
 All lifeboats shall be properly constructed and shall be of such form and proportions that they
have ample stability in sea-way and sufficient freeboard when loaded with their full
complement of persons and equipment. All lifeboats shall be rigid hulls and shall be capable of
maintaining positive stability when in an upright position in calm water and loaded with their
full complement of persons and equipment and holed in any one location below the waterline,
assuming no loss of buoyancy material and other damage.
 All lifeboats shall be sufficient strength to:
I. Enable them to be safety lowered into the water when loaded with their full
complement of persons and equipment; and
II. Be capable of being launched and towed when the ship is making headway at speed of 5
knots in calm water.
 Hulls and rigid shall be fire retarding or non-combustible.
 Seating shall be provided on thwarts, benches or fixed chairs fitted as low as practicable in the
lifeboat and constructed so as to be capable of supporting the number of persons each weighing
100 kg. (220lbs.) for which spaces are provided.
 Each lifeboat shall be of sufficient strength to withstand a load, without residual deflection on
removal of that load.

Author: AOT
HND003(12-16)
I. In the case of boats with metal hulls, 1.25 times the total mass of the lifeboat when loaded with its full
complement of persons and equipment.
II. In the case of other boats, twice the total mass of the lifeboat when loaded with its full complement of
persons and equipment.
 Each lifeboat shall be of sufficient strength to withstand, when loaded with full complement of
persons and equipment and with, where applicable, skates or fenders in position, a lateral
impact against the ship’s side at an impact velocity of at least 3m (9ft. 9in.)
The vertical distance between the floor surface and the interior of the enclosure or canopy over 50% of the floor
shall be:
I. Not less than 1.3 m (4.25 ft.) for a lifeboat permitted to accommodate nine persons or
less.
II. Not less than 1.7 m (5 ft. 7 in.) for a lifeboat permitted to accommodate 24 persons or
more.
III. Not less than the distance as determined by linear interpolation between 1.3 m and 1.7
m for a lifeboat permitted to accommodate between (9) and twenty-four (24) persons.
Lifeboat Fittings
 All lifeboat shall be provided with not less than one drain valve fitted near the lowest point in
the hull, which shall automatically open to drain water from the hull when the lifeboat is not
waterborne and shall automatically close to prevent entry of water when the lifeboat is
waterborne. Each drain valve shall be provided with a cap or plug to close the valve, which shall
be attached to the lifeboat from inside the lifeboat and their positions, shall be clearly indicated.
 All lifeboats shall be provided with a rudder and tiller. When a wheel or other remote steering
mechanism is also provided, the tiller shall be capable of controlling the rudder in case of failure
of steering mechanism. The rudder shall be permanently attached to the lifeboat; the tiller shall
be permanently installed on. Or linked to the rudder stock; however, if the lifeboat has a remote
rudder stock. The rudder and tiller may be removable and securely stowed near the rudder
stock. The rudder and tiller shall be arranged as not to be damaged by operation of the release
mechanism of the propeller.
 Except in the vicinity of the rudder and propeller, a buoyant lifeline shall be bucketed around
outside the lifeboat.
 Lifeboats which are not self-righting when capsized shall have suitable handholds on the
underside of the hull to enable persons to cling to the lifeboat. The handholds shall be fastened
to the lifeboat in such a way that, when subjected to an impact sufficient to cause them to break
from the lifeboat, they break away without damaging the lifeboat.
 All lifeboats are fitted with sufficient watertight lockers or compartments to provide for the
storage of the small items of equipments, water and provisions required by paragraph 8 of the
Regulation. Means shall be provided for the storage of collected rain water.
 Every lifeboat to be launched by a fall or falls shall be fitted with a release mechanism complying
with the following:
i) The mechanism shall be so arranged that all hooks are released simultaneously;
ii) The mechanism shall have release capabilities as follows
1. A normal release capability which will release the lifeboat when it is waterborne
or when there is no load on the hooks;
2. An on-load release capability which releases the lifeboat with a load on the
hooks. This release shall be so arranged as to release the lifeboat under any
conditions of loading from no-load with the lifeboat with its full complement or
persons and equipment. This release capability shall be adequately protected
against accidental or premature use;
3. The release control shall be clearly marked in a colour that contrasts with its
surroundings;
4. The mechanism shall be designed with the factor of safety of 6based on the
ultimate strength of the materials used, assuming the mass of the lifeboat is
equally distributed between the falls.

Author: AOT
HND003(12-16)
 Every lifeboat shall be fitted with a release device to enable the forward painter to be released
when under tension.
 Every lifeboat shall be provided with a permanently installment earth connection and
arrangements for adequately sitting and securing in the operating position the antenna
provided with the portable apparatus.
 A manually controlled lamp visible on a dark night with a clear atmosphere at a distance of at
least two miles for a period of not less than 12 hours shall be fitted to the top of the cover or
enclosure. If the light is a flashing light, it shall initially flash at the rate of not less than 50
flashes per minute over the first two hours of operation of the 12 hours operating.
 A lamp or source of light shall be fitted inside the lifeboat to provide illumination for not less
than 12 hours to enable reading survival and equipment instructions, however, oil; lamps shall
not be permitted for this purpose.
 Unless expressly provided otherwise, every lifeboat shall be provided with effective means of
bailing or be automatically self bailing.
 Every lifeboat shall be so arranged that an adequate view forward, aft and to both sides is
provided from the control and steering position for safe launching and maneuvering.
Lifeboat Equipment
All items for lifeboat equipment, whether required by this paragraph or elsewhere in this Regulation, with the
exception of boat hooks which shall be kept free for fending off purposes, shall be secured within the lifeboat by
lashings, storage in lockers or compartments, storage in brackets or similar mounting arrangements or other
suitable means. The equipments shall be secured in such a manner so as not to interfere with any abandonment
procedures. All items of lifeboat equipment shall be as small and of as little mass as possible and shall be packed
in a suitable and compact form. Except where otherwise stated, the normal equipment of every lifeboat shall
consist of:
1) Sufficient buoyant oars to make headway in calm seas. Thole pins, crutches or equivalent arrangement
shall be provided for each oar. Thole pins or crutches shall be attached to the boat by lanyards or chains.
2) Two boats hooks;
3) A buoyant bailer and two buckets;
4) A survival manual;
5) A binnacle containing an efficient compass which is luminous or provided with suitable means of
illumination. In a totally enclosed lifeboat, the binnacle shall be permanently fitted at the steering
position; in any other lifeboat, it shall be provided with suitable mounting arrangements,
6) A sea-anchor of adequate size fitted with a shock resistant hawser and a tripping line which provides a
firm hand grip when wet. The strength of the sea-anchor, hawser and tripping line shall be adequate for
all sea conditions;
7) Two efficient painters of a length equal to not less than twice the distance from the stowage position of
the lifeboat to the waterline in the lightest sea-going conditions or 15m (49 ft), whichever is the greater.
One painter attacked to the release device required by paragraph 7 of the Regulation, shall be placed at
the forward end of the lifeboat and the other shall be firmly secured at or near the bow of the lifeboat
ready for use;
8) Two hatches, one at each end of the lifeboat;
9) Watertight receptacles containing a total of 3 liter (5.3 pints) of fresh water for each person the lifeboat
is permitted to accommodate, of which one litre (1.8 pints) per person may be replaced by de-salting
apparatus capable of producing an equal amount of fresh water in 2days; fresh water stored in tanks is
to be frequently changed.
10) A rust-proof dipper with lanyard;
11) A rust-proof graduated drinking vessel;
12) A food rations totaling not less than 10,000 kg. for each person the lifeboat is permitted to
accommodate; these rations shall be kept in air-tight packaging and stowed in a watertight container.
13) Four rocket parachute flares;
14) Six hand flares;
15) Two buoyant smoke signals;
16) One waterproof electric torch suitable for Morse signaling together with one spare set of batteries and
one spare bulb in a waterproof container.

Author: AOT
HND003(12-16)
17) One daylight signaling mirror with instruction for its use for signaling to ships and aircraft;
18) One copy of the life-saving signals prescribed by the regulation, on a waterproof card or in a waterproof
container;
19) One whistle or equivalent sound signal;
20) A first-aid outfit in a waterproof case capable of being closed tightly after use;
21) Six doses of anti-seasickness medicine and one seasickness bag for each person;
22) A jack-knife to be kept attached to the boat with the lanyard;
23) Three tin openers;
24) Two buoyant rescue quoits, attached to not less than 30 m (1000 ft.) of buoyant line;
25) A manual pump;
26) One set of fishing tackle
27) Sufficient tools for minor adjustments to the engine and its accessories;
28) Portable fire extinguishing equipment suitable for extinguishing oil fires;
29) A searchlight capable of effectively illuminating a light coloured object at night having a width of 18 m
(60ft.) at a distance of 180 m (585 ft.) for a total period of ³ hours and working for not less than 3 hours
continuously;
30) An efficient radar reflector;
31) Thermal protective aids sufficient for 10% of the number of persons the lifeboat is permitted to
accommodate or two, whichever is the greater ;
Lifeboat Markings
a) The dimensions of the lifeboat and the number of persons it is permitted to accommodate shall be
marked on its in clear permanent characters.
b) The name and port of registry of the ship to which the lifeboat belongs shall be marked on each side
of the lifeboat’s bow in block capitals of the Roman alphabet.
c) Means of identifying the ship to which the lifeboat belongs and the number of the lifeboat shall be
marked in such a way that they are visible from above.
FREE-FALL LIFEBOATS
A lifeboat arranged for free-fall launching shall be so constructed that it is capable of rendering protection
against harmful accelerations resulting from being launched., when loaded with its full complement of persons
and equipment from at least the maximum height at which it is designed to be stowed above the waterline with
the ship in its lightest sea-going condition, under unfavorable conditions of up to 10 degrees of trim and with
the ship listed not less than 20 degrees either way.
GENERAL ARRANGEMENT FOR A FREE-FALL LIFEBOAT
1. Socket for charging battery 18. Air pressure gauge

2. Searchlight 19. Valve for compressed air
3. Holder for antenna 20. Switchboard
4. Manual pump connection 21. Wash line sprinkler
5. Equipment 22. Holder for emergency
6. Hydraulic jack with release bolt 23. Socket for emergency
7. Battery spring starter 24. Earthing for transmitter
8. Spring starter 25. To filled fuel tank
9. Stern tube greasing 26. Drain cock
10. Stilling 27. Fuel valve
11. Emergency stop bottles 28. Charging valve foe air
12. Shutoff valve sprinkler pump 29. Air bottles
13. Coupling sprinkler pump 30. Air bottles
14. Battery charger 31. Compressed air exit
15. Engine control lever equipment 32. Drinking water
16. Hydraulic pump for release bolt 33. Ventilator lockable

Author: AOT
HND003(12-16)
Liferafts
Generally, liferafts are supplements to lifeboats carried by ocean-going passenger and cargo vessels and are
either used or employed as primary or secondary means of evacuation, depending upon the type and size of
a ship.
They are easy to stow and in most conditions, they can be launched by one or two persons. Liferafts are
floats made of wood, metal, rubber or plastic enclosing hermetically sealed air spaces. The marine inflatable
liferaft is a widely used piece of life saving equipment. Is a strong and durable piece of lifesaving equipment
that is designed to stand up at severe weather conditions and rough seas. It should be stowed in a manner
that permits it to float free from the structure, inflate and break free from the structure in the event of a
sinking.
Inflatable liferafts are constructed in either circular or oval shape of highly visible color and covered to
protect occupant from exposure. They have double thickness cover with pockets to collect rain where in
both inside and outside cover have lamps. They are made of rubber coated materials and required to have
an even number of separate buoyant compartments.
This kind of liferaft is fitted with retro-reflective tapes and has a waterproof double floor that can be inflated
or deflated with and jump or bellows. The liferaft is capable of withstanding exposure for 30 days under all
conditions and has an automatic inflation by pulling the painter taking 10-30 seconds to do so. It is bucketed
with lifeline around the outside and hand line around inside. A righting strap is provided should the liferaft
be easily righted. It is also provided with either one or two opening fitted with a rung for boarding.
Liferafts must be inflated only during times of emergency. In cases that liferaft is davit-launched, it should be
hauled outboard before inflation. Once inflated, it is kept inflated until it can be sent for repacking. Every
container or valise will be marked with the number of person certified to carry, makers’ name and serial
number of the raft, the length of the painter, date of the last survey and next survey of approving authority.
IMO REQUIREMENT FOR INFLATABLE LIFERAFTS ON SHIPS BUILT AFTER 1ST JULY 1986
Inflatable liferafts shall comply with the requirements for all liferafts and in addition, shall comply with the
following:
1. Construction of inflatable liferafts
a) The main buoyancy chamber shall be divided into not less two separate compartments, each inflated
through a non-return inflation valve on each compartment. The buoyancy chambers shall be so
arranged that in the event of any one of the compartments shall be able to support, with positive
freeboard over the liferaft’s entire periphery, the number of persons which the liferaft is permitted to
accommodate, each having a mass of 75 kg. (165 lbs) and seated in their normal positions.
b) The floor of the liferaft shall be waterproof and shall be capable of being sufficiently insulated against
cold either:
(i) By means of one or more compartments that the occupants can inflate or which inflate
automatically and can be deflated and re-inflated by the occupants; or
(ii) By other eqully efficient means not dependent on inflation
c) The liferaft shall be inflated with a non-toxic gas. Inflation shall be completed within a period of one
minute at an ambient temperature of between 18 and 20 degreee C (64 to 68ºF). After inflation the
liferaft shall maintain its form when loaded with its full complement of persons and equipment.
d) Each inflatable compartment shall be capable withstanding a pressure equal to at least three times
reaching a pressure and shall be prevented from reaching a pressure exceeding twice the working
pressure either by means of relief valves or by a limited gas supply. Means shall be provided for fitting
the topping-up air pump or bellows so that the working pressure can be maintained.
2. Carrying capacity of inflatable life rafts
The number of persons which a life raft shall be permitted to accommodate shall be equal to the lesser of:

Author: AOT
HND003(12-16)
a.) The greatest whole number obtained by dividing 0.096 the volume, measured in m³ of the main
buoyancy tubes (which for this purpose shall include neither the arches nor the thwarts it fitted) when
inflated; or
b.) The greatest whole number obtained by dividing by 0.372 the inner horizontal cross-sectional area of
the life raft measured in m² (which for this purpose may include the thwart or thwarts, if fitted)
measured to the innermost edge of the buoyancy tubes; or
c.) The number of persons having an average mass of 75 kg. (165 lbs.) all wearing lifejackets, that can be
seated with sufficient comfort and headroom without interfering with the operation of any of the life
raft’s equipment.
3. Access into inflatable life rafts

a.) At least one entrance shall be fitted with a semi-rigid boarding ramp to enable persons to board the life
raft from the sea so arranged as to prevent significant deflation of the life raft if the ramp is damaged.
b.) Entrances not provided with a boarding ramp shall have a boarding ladder, the lowest rung of which shall
be situated not less than 0.4m (16inch.) below the life raft’s light waterline.
4. Safety of inflatable life rafts

a.) Every inflatable life raft shall be so constructed that when fully inflated and floating with the canopy
uppermost, it is stable in a sea-way.
b.) The stability of the life raft when loaded with its full complement of persons and equipment shall be such
that it can be towed at speed up to 3 knots in calm water.
5. Inflatable life raft fittings

a.) The strength of the painter system including its means of attachment to the life raft, except the weak
link, shall be not less than 10.0 kN for the life raft permitted to accommodate nine persons or more and not
less than 7.6 kN for any other life raft. The life raft shall be capable of being inflated by one person.
b.) A manually controlled lamp visible on a dark night with a clear atmosphere at a distance of at least two
miles for a period of not less than 12 hours shall be fitted to the top of the life raft canopy. If the light is a
flashing light, it shall flash at a rate of not less than 50 flashes per minute for the first two hours of operation
of the 12-hour operating period. The lamp shall be powered by a sea activated cell or a dry chemical cell and
shall light automatically when the life raft inflates. The cell shall be of a type that does not deteriorate due
to damp or humidity in the stowed life raft.
c.) A manually controlled lamp shall be fitted inside the life raft capable of continuous operation for a period
of at least 12 hours. It shall light automatically when the life raft inflates and be or sufficient intensity to
enable reading of survival and equipment instructions.
6. Containers for inflatable life rafts

a.) The life raft shall be packed in a container that is:
i – So constructed as to withstand hard wear under conditions encountered at sea;
ii – Inherently buoyant when packed with the life raft and its equipment;
iii – As far as practicable watertight, except for drain holes in the container bottom.
b.) The life raft shall be packed in its container in such a way as to ensure, as far as possible, that the water
borne life raft inflates in an upright position on braking free from its container.
c.) The container shall be marked with:
i – The marker’s name or trade mark;
ii – It’s serial number;
iii – Name of the approving authority and the number of persons it is permitted to carry;
iv – SOLAS
v – Type of emergency pack enclosed;
vi – Date when last serviced;
vii – Length of painter;
viii – Maximum permitted height of stowage above waterline (depending on drop test height and length
of painter);
ix – Launching instructions

Author: AOT
HND003(12-16)
7. Markings on inflatable life raft

The life raft shall be marked with:
a.) Marker’s name or trade mark;
b.) Its serial number;
c.) Date of manufacture (month and year);
d.) Name of approving authority;
e.) Name and place of servicing station when it was last serviced;
f.) Number of persons it is permitted to accommodate over each entrance in characters of a color
contrasting with of the life raft not less than 100 mm. (4inch.) in height.
8. Equipment
a.) The normal equipment of every life raft shall consist of:
1.) One buoyant rescue quoit, attached to not less than 30 m. (97.5 ft.) of buoyant line;
2.) One knife of the non-folding type having a buoyant handle and a lanyard attached and stowed in a
pocket on the exterior of the canopy near the point at which the painter is attached to the life raft. In
addition, a life raft, which is permitted to accommodate 13 persons or more, shall be provided with a second
knife which need not be of a non-folding type;
3.) For the life raft which is permitted to accommodate not more than 12 persons, one buoyant bailer.
For a liferaft which is permitted to accommodate 13 persons or more, two buoyant bailers;
4.) Two sponges;
5.) Two sea-anchors each with a shock resistant hawser tripping line, one being spare and the other
permanently attached to the life raft in such a way that when the life raft inflates or is water borne it will
cause the life raft to lie oriented to the wind in the most stable manner. The strength of each sea-anchor
and its hawser and tripping line shall be fitted with a swivel at each end of the line and shall be of a type
which is unlikely to turn inside out between its shroud lines;
6.) Two buoyant paddles;
7.) Three tin openers. (Safety knives containing special tin-opener blades are satisfactory for this
requirement);
8.) One first-aid outfit in a water proof case capable of being close tightly after use;
9.) One whistle or equivalent sound signal;
10.) Four rocket parachute flares;
11.) Six hand flares;
12.) Two buoyant smoke signal;
13.) One waterproof electric torch suitable for morse signaling together with one spare set of batteries
and one spare bulb in a water proof container;
14.) An efficient radar reflector;
15.) One daylight signaling mirror with instructions on its use for signaling to ships and aircraft;
16.) One copy of the life saving signals on a water proof card in a water proof container;
17.) One set of fishing tackle;
18.) A food ration totaling not less than 10,000 kj for each person the life raft is permitted to
accommodate; these rations shall be kept airtight packaging and be stowed in a watertight container;
19.) Watertight receptacles containing a total of 1.5 liters (2.7 pints) of fresh water for each person the
life raft is permitted to accommodate, of which 0.5 liters (0.9 pints) per person may be replaced by a de-
salting apparatus capable of producing an equal amount of fresh water in 2 days. Some life rafts supply
sealing lids for opened water.
20.) One rustproof drinking vessel;
21.) Six doses of anti-sickness medicine and one sea sickness bag for each person the life raft is
permitted to accommodate or two, whichever is the greater.
Rigid Life rafts


Author: AOT
HND003(12-16)
Rigid life rafts are constructed with sufficient strength to load fill complement of persons and equipment and
safety launched into the water. There are fitted with air cases and buoyant materials on its sides. The deck shall
prevent the ingress of water and affords protection to the occupants.
Rigid life rafts are the tangible life raft with which the crew can become familiar while carrying out life boat drills
and inspections. The equipment canister which is sunk into the center of the floor can be opened from either
side. The permanent buoyancy cannot be affected by leak. It never needs to be up righted. The lower canopy
filling with water gives the raft tremendous stability. The materials used provide excellent protection and
insulation from extremes of temperature. Surveys, inspections and repairs can be carried out on board the ship.
IMO REQUIREMENTS FOR RIGID LIFERAFTS, ON SHIPS BUILT AFTER 1ST JULY 1986
1. Rigid life rafts shall comply with the general requirements for all life rafts and, in addition, shall comply
with the following requirements.
2. Construction of rigid life rafts
a.) The buoyancy of the life raft shall be provided by approved inherently buoyant material placed as
near as possible to the periphery of the life raft. The buoyant material shall be fire retardant or be
protected by fire retardant covering.
b.) The floor of the life raft shall prevent the ingress of water and shall effectively support the
occupants out of the water and insulate them from the cold.
3. Carrying capacity of rigid life rafts
The number of persons which a life raft shall be permitted to accommodate shall be equal to the lesser
of:
(i) The greatest whole number obtained by dividing by 0.096 the volume measured in m³ of the
buoyancy material multiplied by a factor of 1 minus the specific gravity of that material; or
(ii) The greatest whole number obtained by dividing by 0.372 the horizontal cross-section area of
the floor of the life raft measured in m³; or
(iii) The number of persons having an average mass of 75 kg. (165 lbs.), all wearing lifejackets, that
can be seated with sufficient comfort and headroom without interfering with the operation with
the operation of any of the life raft’s equipment.
4. Access into rigid life rafts
a.) At least one entrance shall be fitted with a rigid boarding ramp to enable persons to board the life
raft from the sea. In the case of a davit-launched life raft, having more than one entrance, the
boarding ramp shall be fitted at the entrance opposite to the bowsing and embarkation facilities.
b.) Entrances not provided with a boarding ramp shall have a boarding ladder. The lowest step of which
shall be situated not less than 0.4 m (16in.) below the life raft’s light water line.
c.) There shall be means inside the life raft to assist persons to pull themselves aboard the life raft from
the ladder.
5. Stability of rigid life rafts


Author: AOT
HND003(12-16)
a.) Unless the life raft is capable of operating safely whichever way up it is floating, its strength and
stability shall be such that it is either self-righting or can be easily righted in a sea-way and calm
water by one person.
b.) The stability of a life raft when loaded with its full complement of persons and equipment of
persons and equipment shall be such that it can be towed at speed of up to 3 knots in calm water.
6. Rigid life raft fittings
a.) The life raft shall be fitted with an efficient painter. The strength of the painter system, including its
means of attachment to the life raft, except the weak link required to be fitted, shall be not less than
10.0 kN for life rafts permitted to accommodate nine persons or more, and not less than 7.5 kNofr
any other life rafts.
b.) A manually controlled lamp visible on a dark night with a clear atmosphere at a distance of at least
two miles for a period of not less than 12 hours shall be fitted to the top of the life raft canopy. If the
light is a flashing light it shall flash at a rate of not less than 50 flashers per minute for the first two
hours of operation of the 12 hour operating period. The lamp shall be powered by a sea-activated
cell and shall light automatically when the life raft canopy is set in place. The cell shall be of a type
does not deteriorate due to damp or humidity in the stowed life raft.
c.) A manually controlled lamp shall be fitted inside the life raft, capable of continuous operation or a
period of at least 12 hours; it shall light automatically when the canopy is set in place and be of
sufficient intensity to enable reading of survival and equipment.
7. Markings on rigid life rafts
The life raft shall be marked with:

a.) Name and port of registry of the ship to which is belongs;
b.) Maker’s name or trademark;
c.) It’s serial number
d.) Name of approving authority
e.) Number of persons it is permitted to accommodate over each entrance in characters of a color
contrasting with that of the life raft not less than 100mm (4 in.) in height;
f.) SOLAS
g.) Type of emergency pack enclosed
h.) Length of painter;
i.) Maximum permitted height of stowage above water line (drop test height);
j.) Launching instructions
8. Davit launched rigid life rafts


Author: AOT
HND003(12-16)
In addition to the above requirements, a rigid a life raft for use with an approved launching appliance
shall, when suspend from its lifting hook or bridle, withstand a load of 4 times the mass of its full
complement of persons and equipment.
The “Floating Igloo”, a Norwegian invention, can be manufactured as either a square or circular raft.
Expanded plastic foam is used for the buoyancy, which when covered with a strong coated nylon cloth
gives the life raft exceptional strength combined with elasticity.
To ensure that the raft is ready for immediate use on being launched over side, it is identical on both top
and bottom, each side being provided with a self-erecting canopy, operated by a tug on the painter or
by separate release lines.
The equipment, stowed in a drum embedded in the floor of the raft, is equally obtainable from either
side. The permanent buoyancy cannot be affected by puncturing or leakage. It never needs to be righted
and the lower canopy filled with water, gives the raft tremendous stability.
Surveys, inspections and repairs can all carried out on board the ship. This is a tangible life raft with
which the crew can become familiar while carrying out life boat drills. It can also be placed in the water
for drill purposes and then restowed by the crew, when it is immediately.
Life raft’s Characteristics
1. Number of occupants permitted to carry is marked on container. The largest approved size is a 25-
man capacity weighing no more than 400 pounds.
2. Supports occupant out of the water.
3. Survival equipment is contained within the raft.
4. Waterproof container.
5. Protection from the environment.
The raft is packed in a fiberglass container for protection. A line called the “Painter Line” is attached to
the inflation bottle. Every launching situation is different.
Maintenance
Maintenance of the raft is limited to a visual inspection of the container. The raft has a certificate for a
period of 12 months. After this period, the raft must be returned to a service station, where it is inflated,
inspected and repacked.
Rescue Boats
Rescue Boats On Ships Built After 1st July 1986
GENERAL REQUIREMENTS
a) Except as provided by this Regulation, all rescue boats shall comply with the requirement for all
lifeboats, except that shall not be required to be provided with watertight lockers or compartments
for the storage of small items of equipment or means for the storage of rainwater, a permanently
attached earth connection and antenna securing requirement, a manually controlled lamp attached
to the top of the cover or enclosure, a source of light inside the boat, the equipment a listed or be
marked with required a listed or be marked with the required lifeboat markings. Unless the rescue
boat is also a liferaft.
b) Rescue boats may be of either right or inflated construction or a construction or a combination of
both and shall:
- be not less than 3.8m (13ft.) and not more than 8.5 m (27.9ft.) in length;
- be capable of carrying at least five seated persons and a person lying down.
c) Rescue boats, which are a combination of rigid and inflated construction, shall comply with the
appropriate requirement of this Regulation to the satisfaction of the Administration.

Author: AOT
HND003(12-16)
d) Unless the rescue boat has adequate sheer, it shall be provided with a bow cover extending for not
less than 15% of its length.
e) Rescue boats shall be capable of maneuvering at speed up to 6 knots and maintaining that speed for
a period of at least 4 hours.
f) Rescue boats shall have sufficient mobility and maneuverability in a seaway to enable persons to be
retrieved from the water, marshal liferafts and tow with its full complement of persons and
equipment or its equivalent at a speed of at least 2 knots.
g) A rescue boat shall be fitted with an inboard engine or outboard motor, the rudder and tilter may
form part of the engine. Not with standing the General requirements for all lifeboats, petrol driven
outboard engines with provided the fuel tanks are especially protected against fire and explosion.
h) Arrangement for towing shall be permanently fitted in rescue boats and shall be sufficiently strong
to marshal or tow liferafts as required by subparagraph (f) above.
i) Rescue boats shall be fitted with weather tight stowage for small items of requirement.
RESCUE BOAT EQUIPMENT
a) All items of rescue boat equipment, with the exception of boat hooks which shall be kept free for
fending off purposes, shall be secured within the rescue boat by lashing, storage in lockers or
compartments or other suitable means. The equipment shall be secured in such a manner so as not
to interfere with any launching or recovery procedures. All items of rescue boat equipment shall be
packed in suitable and compact form.
b) The normal equipment of every rescue boat shall consist of:
1. Sufficient buoyant oars of paddles to make headway in calm seas. Thole pins, crutches or
equivalent arrangements shall be provided for each oar. Thole pins or crutches shall be
attached to the boat by lanyards or chains;
2. Buoyant bailer;
3. A binnacle containing an efficient compass which is luminous or provided with a suitable
means of illumination;
4. A sea-anchor and tripping line with a hawser of adequate strength not less than 10 m (32.5
ft.) in length;
5. A painter of sufficient length and strength attached to the release device and placed in the
forward end of the rescue boat;
6. One buoyant line, not less than 50 m (164 ft) in length of sufficient strength to tow a liferaft.
7. One waterproof electric torch suitable for morse signaling together with one set of spare
batteries and one spare bulb in a waterproof container;
8. One whistle or equivalent sound signal
9. A first-aid outfit in a waterproof case capable of being closed tightly after use;
10. Two buoyant rescue quoits, attached to not less than 30 m (97.5 ft) of buoyant line;
11. A searchlight capable of effectively illuminating a light coloured object at night having a
width of 18 m (58.5 ft) at a distance of 180 m (585 ft) for a total period of 16 hours and of
working for at least 3 hours continuously;
12. An efficient radar reflector;
13. Thermal protective aid sufficient for 10% of the number of persons the rescue boat is
permitted to accommodate or two, whichever is the greater.
c) In addition to the equipment required above the normal equipment of every inflated rescue boat
shall include:
1. A boat hook
2. A bucket
3. A knife or hatchet
d) In addition to the equipment required above, the normal equipment of every inflated rescue boat
shall consist of:

Author: AOT
HND003(12-16)
1. A buoyant safety knife
2. Two sponges;
3. An efficient manually operated bellows or pump;
4. A repair kit in a suitable container for repairing punctures;
5. A safety boat hook
Particular characteristics and facilities of survival and rescue boats
Launching Arrangements
Lifeboat/Rescue boat Launching Devices/ Appliances
1. Davits – are large cranes that hold the lifeboat in position on the ship and lower the lifeboat into the
water. They are also used to swing the boat to the lowering position and then after it have been hoisted,
to swing it back on board.
a) Gravity Davits- uses the weight of the boat to do work required to launch the boat over the side
of the ship.
- May be on pivots
- Have a carriage mounted on roller track ways
- Fixed either to the deck or overhead
- Boat is launched by lifting of brake handle
These types of davits are “ musts” for the use of lifeboats weighing more than 2.25 tons. They consists of two
arms mounted on rollers which travel down inclined tracks which allow the boat to be safely lowered even if the
ship is listed 25 degrees either way.
The falls are multi-strand steel wire ropes led to, and stowed on, the drum of the boat winch, which is so
arranged that the two falls are kept separate and are paid out at the same time.
The winch has an automatic brake which controls the speed of the lowering between 18 to 36 meters per
minute.
GRAVITY DAVIT
Launching Procedure:
1) Winch man lowers boat on the brake until tricing pendant have brought the boat close alongside.
2) Bowsing-in tackles hooked into the floating blocks and into ring bolts provided on the ship side.
3) Haul tight bowsing-in tackles and makes them fast on the boat.
4) Release tricing pendants, dislodges the link of the senhouse slip full weight of the boat is taken by the
falls.
5) Embarkation all seated as low as possible with hands and elbows out of the gunwale.
6) Ensure that the water over side is clear and safe to lower the boat.
7) Coxswain orders bowsing-in tackles be eased up and let go, winchman lowers the boat by the falls.
8) Boat should be landed in the crest of the wave.
9) Coxswain orders “Let go Falls”. If disengaging gear is not fitted, let go aft falls first. If disengaging, falls
are unhooked together.
b.) Mechanical davits – the common mechanical davits are the Quadrantal and Sheath types. For both
types, the davits arm is cranked outboard by crew, gears or other mechanical means.
1. Sheath Screw Davits – have two types the straight boom sheath screw davit and the crescent
sheath screw davit. The former carries the lifeboat on chocks between the davits and the latter cradles the
lifeboat under the davits.

Author: AOT
HND003(12-16)
2.Quadrantal Davits – The lifeboat is carried on chocks under the davits. The davit is pivoted
near the foot so that it will turn in arc at right angles to the vessel’s side. The davit stands upright with the tops
in towards each other so that the ends come directly above the hoisting hooks of the lifeboat.
c.) The “Miranda” System – employ a different approach to the launching of a boat by means of gravity. The
boat is contained in attached to a cradle that is hoisted to the davit head by means of two single wire rope falls;
there are therefore no floating blocks. The boat is attached to the cradle by means of two short wire strops
placed between the cradle head and the boat’s lifting hooks. The painter which is attached to the lifeboat by
means of a quick release system is also attached to the cradle and not to the ship.
MIRANDA DAVIT – The figure above shows a cradle and lifeboat attachments to cradle. The control wire, which
lifts the brake, is attached to a spindle on the davits and unwinds as the boat is lowered. When the boat leaves
the ship, the end of the control wire is withdrawn from the boat.
d.) Radial or Round bar Davits – The heads of the davit arms are radial or round bars davits swing out in
horizontal arcs in moving the boat from the inboard to the outboard position. The boat is swung aft until the
bow clears the forward davit arms, then the boat is swung outboard and forward to the lowering position.
e.) Luffing Davit – Luffing davits, obsolete on vessels built after 1st July, 1986 require the boat to be
taken from inboard to outboard by the manual turning of a worm screw or telescope screw. These davits are
required to a capable of launching a boat against an adverse list of 15 degrees and like gravity davits, are fitted
in pairs. The boat normally rests in chocks at the deck level and firmly held down by means of deck gripes.
Normally, wire rope falls and winches are fitted but under certain circumstances Manila ropes falls
maybe used. Manila ropes falls attached to lifeboats 24 ft. (7.3 m) in length and over are required to be rove in a
three-fold purchase, the hauling and standing parts of the fall being rove through the center sheaves, in order to
balance the weight. Suitable bollards for making fast shall be provided.
LUFFING DAVIT( TheWelin Crescent Type )

f.) Single Arm Davit – Single arm davits are mechanical controlled and are required to be fitted with wire
falls and a winch. They may be sited on the stern of small vessels attached to a lifeboat, Class C boat, Inflatable
boat or a rescue boat. Rigid boats will be secured at an approved position by approved fastenings. Single arm
davits attached to boats are normally required to be able to launch the boat on one side of the ship only and are
not required to launch the boat against an adverse list. Two men only are to be in the boat while it is being
launched. Survivors join the boat when it is afloat.
Single arm davits may also be placed amid ships for the launching and recovery of inflatable boats and for the
launching of lifeboats. When intended for use with life rafts, the falls is required to have a tricing line attached
for the purpose recovering the hook after a life raft has been launched, without turning the davit inboard. Single
arm davits shall be fitted with safety hook, which when the safety catch is released, will automatically release
the life raft as soon as it is waterborne. In lieu of a winch, some single arm davit intended for launching life rafts
will be fitted with a spring motor for automatic recovery of the fall.
Releasing Gear – Hanging from the davits are falls ( ropes and blocks ) which are fastened to Rottmer releasing
hooks. Releasing gear is installed in the lifeboats to let go the falls. Without such gear, letting go the falls in a
seaway could be a difficult and dangerous job. The widely used Rottmer gear releases the falls of both ends of
the boat at the same time. The main in charge orders the boat to be released.
A lever is turned and this lever at both bow and shifting connection through universal joints to hook at the both
bow and stern ends of the boat. When the hook locks are opened, the hook releases the falls.
Each Rottmer releasing hook is fitted with a preventive bar. These bars keep the falls from accidentally
detaching in case the falls slacken when the boat is in the water. The Rottmer releasing gear is located in the
bottom of the lifeboat and extends from bow to stern. It is a pipe with a universal coupling on each end a lever
bolted near the middle. When this lever is turned 180 degrees, both releasing hooks open at the same time.
Hydrostatic Releasing Gear


Author: AOT
HND003(12-16)
Hydrostatic releasing Gear is a mechanism, which operates automatically when a ship sinks. When there
is no allocated time for the crew to launch life raft due to the fast sinking of the ship.
At a depth of between 8ft (2.4m) and 12ft (3.7 m) water pressure will automatically release the raft, the
sinking ship pulls out the painter and so fires the gas bottle. A weak link parts and release the raft from
the ship. On large passenger ships an electrical release may be attached to a raft at the end of the ship,
for use in emergency such as “MOB”
Safety Notes on Releasing Gear
Since the releasing gear actually launches the lifeboat into the water either intentionally certain safety
precautions must be observed.
Tricing Pendants – Tricing Pendants also called tricing lines, are wires which bring the boat to the side of the
ship. They hold the boat in position at the embarkation deck until the frapping lines are passed around the falls.
The tricing pendants are then released. Raising the brake lever again permits the boats to continue down until it
reaches the water.
Winches – A device for reeling in or laying out a line as handbrake gives control for lowering speed. Motor or
hand power can be used for hoisting. Winch hand cranks have coupling which automatically disengages the
cranks of the metric motor to turn the winch. In order to reduce possibility of injury, the emergency disconnect
switch should always be in off position when hand cranking. Lubrication requirements should be followed to
prevent accumulation.
The passage of the boat down the side of the ship with an adverse list. That falls – Ropes or lines used in hoisting
and lowering the lifeboat when launching and hoisting. When floating blocks are fitted to emergency lifeboats,
provision must be made to prevent the falls from cabling.
A fall cable when it twist round and round. This was prevalent with Manila rope falls, but was considerably
reduced with the introduction of square laid rope. It may occur an occasion with the rope falls, and happens
when the weight of the boat is taken off the falls.
One means of preventing this is to secure a length of light wire between the inboard cheeks of the two floating
blocks. Another is to have a swivel on the bottom of each of the floating blocks. Where swivel are employed,
they are to be kept well-oiled to prevent them from seizing and so becoming useless.
Limit Switch Emergency Disconnect Switch - -The limit switch will stop the davit arm 12 inches before they
reach the stowed on position, then the davits should be hand cranked to their final position. If for some reason
it is necessary to stop the lifeboat, the winch also has an emergency disconnect switch to stop the flow of the
power to the motor and this switch should always be in off position. Shipmaster must inspect limit switches
every three months.
Gripes – the function of the gripes is to hold the boat firmly down in the chocks, or in the case of gravity davits,
firmly against the shoulder chocks on the davits.
Gripes are required to be so fitted that they can be let go from inboard. The normal method of fitting is to have
the gripe wires taken over fairleads on the gunwale and fastened on the outboard side to the deck or davit
frame, a strong rope lashing is incorporated next to the senhouse slip to allow it to be cut in an emergency.
Care must be taken as the boat is turned out, that thimble on the inboard end of the gripes, which has to pass
over the boat, does not foul up anything. It is the responsibility of the two men in the boat to clear the who let
go the gripes to ensure that when a trigger is fitted, it does in fact fall.
“Latch-On Gripes” are an alternative method sometimes used with the gravity davits. Latch-on gripes instead of
going over the boat are led over stout bobbins in the stern and stern posts.
Every lifeboat, except the emergency lifeboats on passenger ships, is fitted with two skates on the inboard side,
for the purpose of assisting the passage of the boats down the side of a ship with an adverse lift. That is to say,
the skates are there to acts as skids and help you slide or skates the boat down the side of the ship.

Author: AOT
HND003(12-16)
When the boat is in the water, the skates cease to have any value, and will greatly hamper the movement of the
boat. Therefore, as soon as it may be convenient, unship them, and either stow them in a boat, or tow them
(normally there is sufficient wood in the skates to keep them a float). If the ship is abandoned prematurely, and
the survivors return to it., the lifeboats must be recovered and skates replaced, so that they are once again
ready for use. Only when the ship actually sinks should the skates be discarded.
Launching of Life rafts
1. The Throw Overboard Type Raft

- From the storage container, a line is secured to a fixed part of the installation or ship. This line is coiled up
inside the raft and connected to a steel cylinder containing compressed gas (CO2 and N2).
- When the container is thrown overboard, the line will first act as a release-line for the gas-mixture and then as
a painter which prevents the raft from drifting away.
- In a painter, a so-called weak link is incorporated. If cutting the painter is forgotten, or in case of a hydrostatic
release, the weak link will snap.
- After launching the container, one hauls in the slack of the painter and finally gives one or two strong pulls.
- This opens the valve of the gas cylinder. Then the raft will inflate automatically and force its way out of the
container.
Where to launch the raft:

 Preferably launch raft on the lee side
Facts to consider:
 Is the installation or ship on fire?
 Is there burning oil on the water?
 Possible leeway?
 Is there danger of the deck cargo going aboard, etc?
In those situations, it could be necessary to launch the raft away from its stowing position. Unite the painter,
carry the raft to the desired location and fasten the painter to a fixed point.
Check/secure the painter line

It should be perfectly clear why the painter must always be firmly attached to the ship. In stormy weather, the
container or the inflated raft will be blown away very quickly.
Towing Rafts
Towing the raft is possible. A towing patch is fitted to every life raft and this patch must always be used when
trying two or more rafts together or when being towed. However, towing should be limited.
Boarding a Raft
Board the raft from a ladder, scramble net, rope or from the sea. The most favorable situation is to board the
raft dry.
Jumping into the raft may be possible, but not recommended. The container shells, which may be underneath
the raft, may cause serious injuries. On no account jump into the life raft while another person is already inside.
Procedure for Life raft Launching

1. Check that the painter is well secured to a strong fixed point.
2. Check that all is clear over the side. Release lashings and take the raft to the side of the installation/ship.
3. Remove the railing if necessary.


Author: AOT
HND003(12-16)
4. Launch the life raft.
5. Pull the remainder of the painter out of the floating container and give a strong tug to open the CO2
cylinder.
6. The life raft will take 20 to 30 seconds to inflate.
2. The Davit-Launched Life raft

Another way to launch a life raft is by using a davit crane. These life rafts are especially designed for this
purpose, but can also be thrown overboard.
Advantages
 You board the life raft on the embarkation deck.
 The descent to sea-level is made in a controlled way.
 Jumping, climbing or entering the water is unnecessary.
Disadvantage
 More complicated launching method.
Davit Hook
 Single arm davits supplied for the launching of life rafts are required to have a hook attached to the fall.
 The hook will automatically release the raft when the raft is water borne, provided that the safety catch
has been taken off.
 When the hook is hooked onto the life raft, the operator closes a locking lever.
 The hook cannot be closed without, at the same time, closing the lever and securing the safety catch.
 When the life raft has been hoisted and the weight of the raft is on the hook, a red lanyard attached to
the locking lever on the hook may be pulled, taking off the safety catch.
 The hook will not release until the weight of the raft is removed from the hook, when the raft becomes
waterborne.
Warning: A dangerous situation arises if the raft is obstructed by the ship’s side during lowering, or when the
wind lifts up the life raft. Therefore pulling the release lanyard should be delayed until the raft is within 1 meter
from the water.
Float free Arrangements

Where a survival craft requires a launching appliance and is also designed to float free, the float-free release of
the survival craft from its stowed position shall be automatic.
Painter system
The liferaft painter system shall provide a connection between the ship and the liferaft and shall be so arranged
as to ensure that the liferaft when released and, in the case of an inflatable liferaft, inflated is not dragged under
by the sinking ship.
Weak link
If a weak link is used in the float-free arrangement, it shall:
.1 not be broken by the force required to pull the painter from the liferaft container;
.2 if applicable, be of sufficient strength to permit the inflation of the liferaft; and
.3 break under a strain of 2.2 ± 0.4 kN.

Author: AOT
HND003(12-16)
HYDROSTATIC RELEASE UNIT (HRU)
Life rafts on ships or other mobile installations must be attached to a so-called hydrostatic release unit. Should a
ship or installation sink, water pressure automatically releases the life raft (or life boat). The raft will float up,
the painter line will be fully extended, which will initiate the inflation of the raft. A weak link ensures that the
raft is not pulled down with the ship. It will break, the raft will surface and the survivors can climb in.
ACTIONS IN THE RAFT

Immediately after disembarking:
 Head count
 Look for other survivors
 Cut painter line
 Maneuver away from your installation
At a safe distance:
 Stream sea anchor
 Take anti-seasickness tablets
 Dry the raft
 Close entrance
 Dry your clothes
 Inflate bottom/canopy
 Take care of the injured
 Contact other rafts/rescuers
 Post a look-out
 Read handbook and instructions on pyrotechnics
Raft Inventory
The SOLAS regulations recommended various items, which should be present in the inventory of life rafts.
Nowadays, most life rafts are equipped with a SOLAS package.
There are three packages for different circumstances:
SOLAS A – package (for long voyages)
SOLAS B – package (for use relatively close to land) and a
SOLAS C – package (for inland waters) which we will disregard
On the raft-container, one can read which package can be found in the inventory of the raft. Remember that
the inventory may still differ from country or company to company.
Free-Fall Launching

Author: AOT
HND003(12-16)
There is an increasing number of ships of all types and sizes being fitted with free-fall lifeboat. This type of
survival craft offers a number of advantages over the traditional two-fall system for both the ship operators and
the ship crew.
From the point of view of the operator, the 1983 Amendment to Chapter III of SOLAS 1974, Section III, gave the
option of providing one or more lifeboats capable of being free fall launched over the stern and of such
aggregate capacity as will accommodate the total number of persons on board, on each side of the vessel.
With the modern ship capable of being operated with fewer crew members than ships of similar size of few
years ago, all on board can be accommodated in a one lifeboat, whether it is davit launched of free fall.
However in accordance with the rules and with traditional launching arrangements, two boats, two sets of
emergency rations, etc have to be provided and of course this also means that any inspection and servicing
requirements have to be done twice-once for each boat. The free-fall alternative means that all this duplication
is eliminated as only one boat need be provided at the stern.
From the point of view of the personnel, the free fall lifeboat has the advantage that when it is launched, its
forward momentum carried it away from the ship (or offshore installation) by which time its propeller will be
effective, thus greatly reducing the chances of it being washed back by wind and waves and hurled against the
ship or structure.
Types of Davit System for Free-Fall Lifeboats
1. The Rollertrack System. It has its Davit arms carried on rollers operating on a track beneath the
launching ramp. When launching boat under controlled conditions, the rate of descent is controlled by
centrifugal brakes on the winch to give a lowering rate of 15-18/ mins when the Davit arms assembly
has reached the outboard end of the track, the roller continues to follow the curve thus swinging the
lifeboat further outboard. Most of the installations sold to date are of this type because of the
requirements of some authorities to launch a boat by means of a davit without the need of a power
supply from the ship. Unlike in an A-frame type where a separate stored power unit must be installed.
2. The A-frame System. This has its Davit arms piloted at the lower, outboard end of the launching ramp. A
plate at the top end acting as boarding platform gives access to the lifeboat door. In a controlled
launching of the lifeboat door. In a controlled launching of the lifeboat, hydraulic arms near the pivot
point swing the Davit arm assembly upwards and over the center to its fully extended position so that
the lifeboat is well clear of the vessel stern.
Free-Fall Embarkation Procedure
All personnel proceed to boat station. Warm clothing to be worn and lifejackets to be carried but not put on.
Note: Do not put on lifejacket before the lifeboat is afloat. Failure to observe this procedure may lead to injury
during the launching.
1. disengage the boat lashings

2. disconnect the battery charger
3. board the free-fall lifeboat
* does not apply to boat equipped with solar generator
Hatch and Vent
Close all hatches and openings
Marine evacuation system

COMPONENTS The MES has 5 main components; (1) the controls (2) the Stowage box, (3) the chute, (4) the
raft(s) and the (5) bowsing winch.

Author: AOT
HND003(12-16)
 The controls are used for launching the device in the event of an emergency.
 The stowage box is mounted on the deck and contains the chute (when in the stowed position) and the
fixed appliances used during the embarkation process, such as a seat and grab rail.
 The chute is stored in the stowage box, attached to the ship and life rafts; and facilitates the egress of
the persons utilizing the rafts from the ship to the raft(s) below.
 The raft(s) are generally 1-4 in number, depending on the particular MES system.
 The bowsing winch is fixed to the ship and is used to bows in the raft to the ships side.
MES’s are found on some, but not all cruise ships. Although MES’s are becoming more popular with new
construction, they are not a requirement in place of davit launched life rafts. MES’s are generally found on the
embarkation deck at the fore and aft most positions on both port and starboard sides of the vessel. Because
they serve as a replacement for davit launched life rafts, MES’s will be used as a life saving appliance for crew
members serving onboard the vessel, with lifeboats being the primary life saving appliance for the passengers. It
is important to note though, that the MES may be used for passengers. The purpose of the MES is to evacuate
the maximum number of persons safely in the minimum amount of time. They generally take up very little deck
space and may be deployed by as few as one person; as required by LSA code. Chap 6/6.2.2.1.1.
Various types of devices used for launching survival craft and rescue boats.
Launching arrangements
Each marine evacuation system must have the following arrangements:
(1) Each marine evacuation system must be capable of being deployed by one person.
(2) Each marine evacuation system must enable the total number of persons for which it is designed, to be
transferred from the unit into the inflated liferafts within a period of 10 minutes from the time the signal to
abandon the unit is given.
(3) Each marine evacuation system must be arranged so that liferafts may be securely attached to the platform
and released from the platform by a person either in the liferaft or on the platform.
(4) Each marine evacuation system must be capable of being deployed from the unit under unfavorable
conditions of list of up to 20 degrees.
(5) If the marine evacuation system has an inclined slide, the angle of the slide from horizontal must be within a
range of 30 to 35 degrees when the unit is upright and in the lightest seagoing condition.
(6) Each marine evacuation system platform must be capable of being restrained by a bowsing line or other
positioning system that is designed to deploy automatically, and if necessary, be capable of being adjusted to
the position required for evacuation.
Stowage. Each marine evacuation system must be stowed as follows:

(1) There must not be any openings between the marine evacuation system's embarkation station and the unit's
side at the unit's waterline in the lightest seagoing condition.
(2) The marine evacuation system must be protected from any projections of the unit's structure or equipment.
(3) The marine evacuation system's passage and platform, when deployed, its stowage container, and its
operational arrangement must not interfere with the operation of any other lifesaving appliance at any other
launching station.
(4) Where appropriate, the marine evacuation system's stowage area must be protected from damage by heavy
seas.
Stowage of associated liferafts. Inflatable liferafts used in conjunction with the marine evacuation system must
be stowed as follows:
(1) Each inflatable liferaft used in conjunction with the marine evacuation system must be close to the system
container, but capable of dropping clear of the deployed chute and boarding platform.
(2) Each inflatable liferaft used in conjunction with the marine evacuation system must be capable of individual
release from its stowage rack.
(3) Each inflatable liferaft used in conjunction with the marine evacuation system must be stowed properly.
(4) Each inflatable liferaft used in conjunction with the marine evacuation system must be provided with pre-
connected or easily connected retrieving lines to the platform.
Each survival craft required to be served by a launching appliance or marine evacuation system must be
stowed as follows:

Author: AOT
HND003(12-16)
(1) Each survival craft must be stowed as close to the accommodation and service spaces as possible.
(2) Each survival craft must be stowed in a way that neither the survival craft nor its stowage arrangements will
interfere with the embarkation and operation of any other survival craft or rescue boat at any other launching
station.
(3) Each survival craft must be stowed as near the water surface as is safe and practicable.
(4) Each survival craft must be stowed where the survival craft, in the embarkation position, is above the
waterline with the unit—
(i) In the fully loaded condition; and
(ii) Listed up to 20 degrees either way, or to the angle where the unit's weather deck edge becomes submerged,
whichever is less.
(5) Each survival craft must be sufficiently ready for use so that two crew members can complete preparations
for embarkation and launching in less than 5 minutes.
(6) Each survival craft must be fully equipped as required under this subpart.
(7) Each survival craft must be in a secure and sheltered position and protected from damage by fire and
explosion, as far as practicable.
(8) Each survival craft must not require lifting from its stowed position in order to launch, except that a davit-
launched liferaft may be lifted by a manually powered winch from its stowed position to its embarkation
position.
(b) Additional lifeboat-specific stowage requirements. In addition to meeting the requirements of paragraph (a)
of this section, each lifeboat must be stowed as follows:
(1) The unit must be arranged so each lifeboat, in its stowed position, is protected from damage by heavy seas.
(2) Each lifeboat must be stowed attached to its launching appliance.
(3) Each lifeboat must be provided a means for recharging the lifeboat batteries from the unit's power supply at
a supply voltage not exceeding 50 volts.
(c) Additional liferaft-specific stowage requirements. In addition to meeting the requirements of paragraph (a) of
this section, each liferaft must be stowed as follows:
(1) Each liferaft must be stowed to permit manual release from its securing arrangements.
(2) Each liferaft must be stowed at a height above the waterline in the lightest seagoing condition, not greater
than the maximum stowage height indicated on the liferaft. Each liferaft without an indicated maximum
stowage height must be stowed not more than 18 meters (59 feet) above the waterline in the unit's lightest
seagoing condition.
(3) Each liferaft must be arranged to permit it to drop into the water from the deck on which it is stowed. A
liferaft stowage arrangement meets this requirement if it—
(i) Is outboard of the rail or bulwark;
(ii) Is on stanchions or on a platform adjacent to the rail or bulwark; or
(iii) Has a gate or other suitable opening to allow the liferaft to be pushed directly overboard.
(4) Each davit-launched liferaft must be stowed within reach of its lifting hook, unless some means of transfer is
provided that is not rendered inoperable—
(i) Within the list limits specified in paragraph (a)(4)(ii) of this section;
(ii) By unit motion; or
(iii) By power failure.
(5) Each rigid container for an inflatable liferaft to be launched by a launching appliance must be secured in a
way that the container or parts of it are prevented from falling into the water during and after inflation and
launching of the contained liferaft.
(6) Each liferaft must have a painter system providing a connection between the unit and the liferaft.
(7) Each liferaft or group of liferafts must be arranged for float-free launching. The arrangement must ensure
that the liferaft or liferafts when released and inflated, are not dragged under by the sinking unit. A hydrostatic
release unit used in a float-free arrangement must be approved
Boarding. Launching and recovery of Lifeboats

Launching instructions with the Use of Gravity Davit

Author: AOT
HND003(12-16)
1) Remove boat cover and its supporting ridgepole. Put cup on drain lead sea painter forward, make fast
outboard and clear all obstruction.
2) Release grips.
3) Raise which roll to the outboard position and lower away to embarkation deck. The tricing lines will
bring the boat to the side of the ship. The brake should be put on the tricing line to take all the weight.
4) Before passengers and crew enter the boat at the embarkation deck, frapping lines should be passes
and held taut.
5) When all aboard the boat eased outboard by slacking frapping lines. Releasing the tricing wires without
observing these precautions will cause the boat to swing out violently.
6) With the boat in the outboard position, it may be lowered into the water and released. The remaining
sequence is similar to that for boats launches by mechanical davits.
Instructions for Hoisting and Lowering a Lifeboat

a) To hoist by air motor.
Connect the air motor with the boat winch at its motor support by way of the butterfly nut.
Open the air stop valve.
Pull down the air motor lever to the other side of the instruction plate to start air motor. Lifeboat will be
hoisted.
Return the air motor lever to the natural position, close air stop valve.
Disconnect the motor indispensably with the winch as its motor support to prepare boat for lowering.
b) To hoist stow by manual handling.
Connect the manual handle cranks with the winch at the free ends of its motor shaft and its motor shaft
and its brake shaft and turn them around to the other side of nameplate to hoist lifeboat.
c) To lower lifeboat
Pull up the handle brake level and the boat will be lowered by gravity at the speed controlled by the
action of governing brake.
Note:
When required to lower the boat at the low speed, the hand brake lever must be placed in half position.
During the lowering operation of boat, confirm that the rotor and the manual handle cranks are
disconnected completely with the motor shaft.
Clearing the ship side
Boat under oars is more acceptable condition to get away from the ship’s side, making use of the painter to
spring off while the tiller is towards the ship and the inboard oars are in tossed position while the outboard oars
down, until the boat is clear from the ship side. The boatman should endeavor to combine his action of letting
go the painter and springing off, by pulling it down the inboard side and bearing off by use of boathook. The
combined effort of bowman and outboard oarsmen, should turn the bow of the boat far enough from the ship’s
side to enable the inboard oarsmen to down their oars and give way. And later the coxswain will order the
oarsmen to hold the water to gain sea room.
Boat under power

Once the boat falls have been released and the boat is held on the painter, push the tiller towards the ship’s
side. This action effectively gives the boat a sheer. Keep the painter taut until the boat reaches a point of
maximum sheer, then briefly alter the position of the tiller so that the bow cants inwards toward the ship. The
result of this action will be for the painter to temporarily slack, which will permit its easy slipping. Push tiller
towards the ship’s side and gain sea room.
6.3 Marshalling

Author: AOT
HND003(12-16)
Join up and secure with other craft – mutual aid. In cold weather, get maximum numbers together for warmth.
Two or more craft are easier to find than one.
Listen for whistles: post look outs to look for survivors signaling lights of other rafts, ships or aircraft. Look out to
collect useful debris. Assist survivors by using rescue quoits and line. Avoid getting into water, if necessary
attached to a line before going into the water.
Appoint or elect a leader if there is none, collect all sharp objects and muster the survivors. Establish a routine
and allocate duties to survivors:
 Ration keeper
 Bailer
 Look outs
 Repair party
Avoid unnecessary exertion and look for signs of abnormal behavior if necessary restrain delirious people and
avoid doing things that may annoy other survivors.
Recovery of survival craft
Secure a wire pendant to an accessible point on the davit arms. Make sure that the working capacity of the
shackle, strop and wire pendant is enough to accept the weight of the fully laden boat with passenger. The boat
falls should be retrieved at deck level and nylon rope strops shackled to the linkage from the floating blocks,
since rope strops are easier to handle than chain in the confines of the oscillating conditions of the boat in the
water. The wire pendant and the boat falls, together with the nylon strops should be set above the water line.
Ensure that the strop is also of adequate strength to support the full weight of the boat.
Hoisting with a single lifting hook

Fit the nylon strops over the lifting hook, fore and aft in the boat and hoist the boat clear of the water until the
floating blocks are “block on block” with the davit head. At this stage the wire pendant is secured to each of the
lifting hooks, on top of the nylon strops. This is done to transfer the weight to the wire pendants so that boat
falls may be secured. The wire pendant should be long enough to reach from the davit head to the lifting hook in
the boat when the floating block is hard up at the davit head. By walking back to the boat fall, the weight comes
on to the pendant and the strop becomes slack. This is the time to either cut away the strop at the hook or
unshackle the other end from the linkage of the floating block.
Stowage
Continue walk back on the falls to enable the open links to be slipped over the wire pendants and the lifting
hooks, hoist away and take the weight on the falls. Detach the pendants from the davits and restow the craft.
Launching survival craft and rescue boat in rough sea
On load mechanism can release the lifeboat from the wire, with the ship above the water level and with all the
crew members inside the boat. The load will be still on the fall as the boat would not have touched the water.
Normally the height of about 1 m is kept for the on load release, so that the fall is smooth without damaging the
boat and harming the crew inside. A lever is provided inside the boat to operate this mechanism. As the lever is
operated from inside, it is safe to free the boat without going of the out lifeboat, when there is a fire on ship.
The off load mechanism releases the boat after the load of the boat is transferred to water or the boat has been
lowered fully into the sea. When the boat touches the surface of water, the load on the fall and hence the hook
releases and due to its mechanism the hook detaches from the fall. If the detachment dose not takes place, any
of the crew members can remove the hook from the fall. Most of the times the offload mechanism is manually
disengaged in case of malfunction; however, in case of fire, it is dangerous to go out and release the hook.

Author: AOT
HND003(12-16)
Action to take when clear of ship
Cut or slip the painter when all are on board. The safety knife provided in inflatable liferaft shall be used which is
stowed near the entrance of liferafts and designed to avoid accidental damage to the raft.
Maneuver clear of the ship’s side or obstructions. Obstructions should be cleared to avoid accidental damage to
the survival craft. The entrances of the liferaft should be closed when everyone is inside to keep out the cold
and keeps in the warmth generated by the occupants. Rig the exposure cover in open lifeboats. A thermal
protective aid if available shall be donned and lookout shall be posted. Liferaft shall be maintained floor is
inflated for insulation against the cold.
Lifeboat engine and accessories

Starting the Engine
Preparation before Engine Starting
Always keep the engine in top running condition, carry out a regular maintenance check. In this way, small
malfunctions can be detected and corrected before it lead to a serious engine failure.
Air Venting Procedure
Turn starting handle up to air vented from the fuel line according to the following sequences.
1. Loosen the plug of the fuel strainer and when bubble-free fuel comes out, securely tighten the plug.
2. Loosen the nipples at each end of the fuel injection pipe. Set the speed control level to HIGH
3. Loosen the delivery valve holder (by about 2 turns) and when bubble-free fuel comes out, securely
tighten the delivery valve holder and then after attaching the injection pipe, securely tighten the fuel
pump side nipple.
4. Now turn the engine with the starting handle about 30 times. Fuel oil is circulated and comes out from
the nipple on the injection valve side. When there is no more air bubble present in the oil, tighten the
nipple. This indicates that the air has been completely vented.

Author: AOT
HND003(12-16)
Note: Start the engine every 10 days in order to check the engine or turn the starting handle by hand in order to
lubricate each part and also turn the starting handle until you hear the sound of fuel being injected.
1. Periodically, check the lube oil level. (Both crankcase and clutch case).
2. Check the fuel oil level and refill periodically.
3. Fuel is not rejected if air present anywhere in this system.
4. Unless the fuel tank becomes empty or the parts are dismantled, it should not be necessary to repeat
the air venting procedure.
To start the engine:

1. Switch on main power (main switch). Must all times be switched on, to make sure that the battery will
be charged by the solar generator or by the battery charger from the ship.
2. Switch on ignition, (engine fuse)
3. With gear lever in neutral, press red button and move lever into Ahead Start position
4. Press the START button.
5. Bring the gear lever beck into the NEUTRAL position (the red gear button springs back automatically).
Note: Speed and gear control level:
a.) With the red gear button pressed in, the lever controls only the engine speed.
b.) With the button in the “out” position, the lever first operated the gear away from the neutral position,
and then engine speed is increased.
Usual Operation of Lifeboat Engine
Before Operation
The fuel oil level in the tank should be checked. Refill if necessary
Open the fuel cock. Check the lube oil level in the crankcase and clutch case. Refill up to the upper
marking on the dipstick.
Turn the handle of the lube oil filter on the outlet side several times to the left or right. Open the
Kingston cock.
 Turn the starting handle by hand in order to lubricate each part and set the speed control lever
to HIGH
 Turn the starting handle until you hear the sound of fuel being injected.
 Always remember that fuel will not be injected if air is present anywhere in this system. Air
enters the system when fuel runs out and when the fuel injection pump is stripped.
Starting
 Speed control level is set to HIGH

 Decompression level is raise
 Turn the starting handle vigorously five or six (5 or 6) times the flywheel obtains momentum
 Decompression level is released and further turning the starting handle firmly.
 Warm up the engine at 600-700 rpm speed without load force at least 10 minutes.
During Operation
 Check if cool water is coming out of the cooling water pipe outlet.
 Check the lube oil pressure-warning indicator (Oil Signal) to see that the oil signal is blue.
Stopping
 Set the speed control level to stop position

 Close the fuel cock and the Kingston cock
 Stop the engine at the compression stroke by turning it with the starting handle until resistance
is felt.
 Do not use the decompression lever. At this position, the intake and exhaust valves are closed,
protecting the cylinder and valve seats from moisture.

Author: AOT
HND003(12-16)
Cooling system
Heat generated by an air-cooled engine is released directly into the air. (Direct Cooled Engine) Typically this is
facilitated with metal fins covering the outside of the Cylinder Head and cylinders which increase the surface
area that air can act on. Air may be force fed with the use of a fan and shroud to achieve efficient cooling with
high volumes of air or simply by natural air flow with well designed and angled fins.
In a liquid cooled system, the water is drawn up through the seacock by the water pump. The water flows
through the engine and directly out the exhaust. This cooler water absorbs heat from the engine to help keep it
cool.
Most new marine engines use an enclosed cooling system. This means that there is a small tank on the top of
the engine that uses a combination of fresh water and coolant. This fresh water is circulated through the engine
and through a heat exchanger. The fresh water, in this system, absorbs the heat of the engine. Raw water is still
drawn up through the seacock but only flows through the heat exchanger jacket. This cooler raw water absorbs
the heat from the fresh water through the heat exchanger jacket and is then pumped out the exhaust. Anti
freeze coolant is used in lifeboats that are exposed to cold weather.
The engine however can run for 5 minutes without cooling system before it will over heat.
Battery Charging
Lifeboat engine has a battery starting system and is provided with alternator for charging. Searchlight, fixed
radio equipment and lifeboat distress light are supplied by the battery. Fixed radio equipment battery if
provided can also be charge from engine alternator. Onboard ship the lifeboat has a battery charging connection
from the ship that also provides power to totally enclosed lifeboats for illumination during maintenance and
inspections.
Fire Equipment on a Motor Lifeboat
- 2 portable fire extinguishers

- Sand and a scoop
- 2 cocks on the fuel line
- Drip tray and a fireproof engine cover
Note: Wood boats require a drip-tray under the engine.
8.5 Water Spray System

Fire-Protected Lifeboats
1. In addition to complying with the above requirements, a fire-protected lifeboat when waterborne shall be
capable of protecting the number of persons it is permitted to accommodate when subjected to a
continuous oil fire that envelops the lifeboats for a period of not less than 8 minutes.
2. Water Spray System
A lifeboat, which has a water spray, fire- protection system shall comply with the following:
a) Water for system shall be drawn from the sea by a self-priming motor pump. It shall be possible to
turn “on” and turn “off” the flow of water over the exterior of the lifeboat.
b) The seawater intake shall be so arranged as to prevent the intake of flammable liquids from the
surface;
It enables the crew to evacuate independently of outside atmosphere through an oil fire for 1 mile distance. The
system should be flushed with fresh water and completely drained after drills.
Self- contained air support system
In addition to the foregoing requirements of lifeboat with a self-contained air support system it shall be so
arranged that when proceeding with all entrances and openings closed, the air in the lifeboat remains safe and

Author: AOT
HND003(12-16)
breathable and the engine runs normally for a period of not less than 10 minutes. During this period, the
atmospheric pressure inside the lifeboat shall never fall below the outside atmospheric pressure nor shall it
exceed it by more than 20mb. The system shall have visual indicators to indicate the pressure of the air supply at
all times.
Rescue boat outboard engine
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. Petrol-driven outboard engines with an approved fuel system
may be fitted in rescue boats provided the fuel tanks are specially protected against fire and explosion.
Portable fuel tanks for outboard motors are fitted with a manual priming bulb. It is squeezed a few times to
draw fuel when first starting the engine or to continue to provide fuel to the engine in case of fuel pump failure.
Care must be taken to ensure that the bulb is not over squeezed as this may cause leaks in the fuel system or
flood the engine with too much fuel, making it difficult to start. The bulb should be squeezed only until it
becomes firm. The tank is also fitted with a breather screw, which must be loosened to vent the tank when
operating the engine. Ensure the breather screw is fully closed when transporting the tank to prevent spillage.
The fuel line connection to the tank should be self-locking, and the connection to the motor should be either the
quick-release type or automatic shutoff type when the fuel line is disconnected. Portable fuel tanks should not
be left partially empty for long periods as the fuel can become contaminated with moisture buildup and algae
growth. They should be filled ashore to avoid spillage on board and secured on board to prevent movement.
The outboard cooling system is the direct, raw water type. Sea water is drawn up by an impeller pump, made of
plastic or rubber, which is located in the lower leg. It then passes through the galleries in the engine and out
through the exhaust. A small stream of water is also bled off somewhere in the system as a tell tale sign,
indicating to the operator that water is circulating throughout the cooling system. A thermostat maintains a
minimum operating temperature. An audio alarm and a “hot light” are also sometimes fitted.
Starting Procedure
1. Lower engine to running position and check the following

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

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

Author: AOT
HND003(12-16)
12. Check carburetor to ensure that draining screw is not opened
If engine starts but stops almost immediately:

1. Check choke has been pushed back in
2. Checks 1 to 12 above
If engine starts but stops when gear is engaged:

1. Check propeller is not blocked
2. Inspect spark plugs and clean if necessary
If engine still fails to start seek mechanical advice
The dynamics of driving an outboard-powered boat are very different than driving a car. With a road vehicle,
you’re basically rolling its mass over a flat surface on wheels, but with a boat you’re pushing the mass of a vessel
through water. The more a boat’s hull planes—or rises up out of the water—the more it reduces the amount of
surface actually in contact with the water. Keeping the boat balanced fore and aft and on an even keel affects
how efficiently a boat will run. It’s called “trim,” and a properly trimmed hull has two very beneficial results:
reduced fuel consumption and increased speed.
Outboard boats have two systems designed specifically to control trim: the trim and tilt system that is part of
the outboard engine(s), and a pair of electric or hydraulic trim tabs that are mounted at or just forward of the
transom and flush with the running surface of the hull. Let’s look at the two systems to get a better
understanding of what each does and how they work together.
Most outboard engines over 70 horsepower come with a trim and tilt system that is driven by a hydraulic ram
located in the center of the engine mounting bracket. Its function is to raise and lower the engine, and it is
controlled by an “up/down” rocker switch built into the shift and throttle control that is located directly under
your right thumb for ease of access. For boats with more than one outboard, the switch will operate all the
engines simultaneously. In the “tilt” mode, the system raises the engine completely out of the water when not
in use. It can also be used to raise the engine when running the boat slowly in very shallow water to prevent
propeller damage.
In trim mode, the system works to adjust the angle of the engine to affect the running angle of the boat. As the
boat increases speed, the engine angle provides the lift necessary to bring the boat on plane for optimal
performance. In the full down position, the engine is in “negative trim,” meaning the angle of the engine shaft
and propeller is slightly forward of straight down in relation to the transom. This is the position the engine
should be in before throttling up from a dead stop. Negative trim exerts downward force on the hull to reduce
bow rise that is common to most planing hulls under initial acceleration. The harder the initial acceleration, the
greater the tendency the bow will rise. If you throttle up hard from a dead stop, (a procedure called “hole shot”)
some hulls will lift the bow at a severe angle momentarily until the downward force of the engine counters the
rise.
Handling survival craft and recue boats in rough weather
Boats
SEA ANCHORS
The purpose of a life boat, rescue of inflated boat sea anchor is twofold i.e., to hold the boat in a position where
it is heading into the wind and sea, and to reduce wind induced drift. By keeping the boat head to wind and sea,
the boat will be on the most comfortable heading and the risk of being swamped will be reduced.
In the case of abandonment, a reduction in drift will make the task of the search and rescue operation easier as
a result of a boat remaining as close as possible to the abandon ship position.
Following abandonment, and after a life boat or rescue boat has cleared the ship, the sea anchor should be
streamed except in flat calm conditions when it will be unable to perform any useful function. The sea anchor

Author: AOT
HND003(12-16)
can also be used by a rescue or inflated boat in a rescue situation for example, following an engine failure or it is
necessary to have to.
The ends of the hawser and tripping line where fitted should be secured in the boat, the hawser passed through
the fair head in the bow and the sea anchor paid out with sufficient slack in the tripping line to ensure that the
open end of the sea anchor is facing the boat. In adverse conditions the hawser should be paid out control e.g.
by taking a turn round the forward thwart.
STORM OIL
In an open lifeboat where the effects of breaking seas are a cause for concern the oil bag should be used. It can
be secured to the bridle of the sea anchor, or at near the end of the hawser. Preferably the oil bag should be
rigged on an endless whip arrangement, so that it can be replenished without having to heave in the sea anchor.
For this purpose, the buoyant heaving lines rigged can be used to run through the eye at the end of the hawser
or through a grommet made from any suitable cordage.
In an open lifeboat the rudder and tiller should be unshipped when using the sea anchor and the steering oar
rigged to assist in keeping the lifeboat head to wind and sea.
During prolonged use of the sea anchor the hawser should be protected from chafe by wrapping something
suitable around it, where it passes through the fairlead or by slacking it down periodically to expose a fresh part
of the hawser to the fairlead.
In an open lifeboat in extreme sea conditions, if the sea anchor is occasionally preventing the bow of the lifeboat
to the risk of swamping, the tripping line should be tended and the sea anchor tripped as required.
Liferaft
PREPARATION FOR HEAVY WEATHER

If notice is not taken of the weather, then survivors in a liferaft/lifeboat can be caught unaware with disastrous
results.
 Ensure all survivors wear lifejackets. Rig sea anchor.
 Stow and lash down all loose equipment.
 Ensure all injured persons are made as comfortable as possible.
 Have oil bag ready for use together with spare storm oil.
 Ensure exposure cover is properly rigged and lashed correctly.
 Two people to be in attendance at the bow for the sea anchor or tripping line.
 Helmsman delegated.
 In an open boat steering oar rigged and rudder and tiller stowed in the boat, or secured.
 All persons are informed and know what is expected of them.
Beaching
Landing and Beaching

Care must be exercised in approaching the land particularly where swell or surf may be running or approaching a
lee shore.
Avoid rocky areas whenever possible. A gently shelving beach is preferable, although where a swell is running,
breaking waves may extent well out to seaward of the beach.
The rudder should be unshipped and the steering oar rigged. The boat should be maneuvered with the oars as
an engine will be of little use in an area of broken water. The beach is approached stern first i.e. the bow
heading out to sea, meeting the advancing waves head on. The crew will have to back water to row the boat
shoreward.
When the boat grounds, the steering oar is unshipped and the stroke oarsmen ordered out of the boat to hold
the boat as best they can, whilst the remaining oarsmen keep backing water so that the boat is kept bows-one
to the waves.

Author: AOT
HND003(12-16)
Actions to be taken when aboard a survival craft
Initial Action
When away from the ship and wreckage; search for survivors in the water using the rescue line and quite over
by throwing the survivor or by passing quoit over arm and swimming to person in the water. Streaming the sea
anchor, reduces the rate of drift and helps to improve raft stability.
Before taking any action to save someone else in distress situation, you should always consider how far you are
placing your own life at risk in doing so.
In the liferafts and lifeboats you will find emergency ration and since you do not know how long you will have to
wait for rescue, it is advisable to ration the issue of food and water. (No water should be issued at least 24 hours
unless to injured persons). Do not drink salt water, urine or alcohol.
Bail out the water and check for damage or leaks. Ventilate the liferaft by maintaining a small opening. Take
seasickness as early as possible. Most people including “hardened” sailors- suffer from seasickness in survival
craft. This results in loss of body fluid and incapacitation. Person in charge should do everything possible to
maintain morale and organized occupants to undertake tasks for their safety and comfort the use and stowage
of the equipment on survival craft should be familiarized as well as food and water apportionment such as their
quantities and ration, danger of drinking seawater and collecting rainwater and minimization of dehydration in
hot conditions.
Routines for survival
It must always important to bear in mind that regardless of how near rescue services may be; action must be
taken from the outset to safeguard oneself against immediate threats to life. Having done so, consider the next
greatest threat and protect oneself against other odds in a sequence of priorities.
Exposure to cold is one of the biggest danger to survivor, and can kill. Survivors should huddle together for
warmth. Before living the ship, put on as much warm clothing as possible and if time permits, take additional
clothing and blankets into the survival craft. Woolen articles give the best protection.
Protection should be against the dangers of the environment. Protection is the first priority, second is location
and since it is possible to survive many days without water and weeks without food, both protection and
location have higher priorities than food and water. Do not attempt to sail away from the sea of the ship.
Survival craft radio is available; “Distress” messages should be transmitted, following the simple instruction
provided on the equipment.
If an EPIRB or radar transponder is provided on the equipment, switch it on. Rescuers can “home in” on these
signals. Distress flares and rockets should be used sparingly and only when there is a likelihood of their being
seen. If the sun is shining, the heliograph can be used to attract attention.
It may take time before rescue is at hand, but your location will be known, if sighted by a searching aircraft. It is
important to keep a positive attitude of mind about survival craft and rescue.
Watches, Lookouts, Etc.

1. The person in charge of the lifeboat must collect all sharp objects that may damage the exposure cover
or be considered as potential weapons.
2. Conduct a roll-call to muster survivors.
3. Establish a routine and allocate duties to survivors.
- Rations and water
- Lookouts
- Bilge pumps
- Engine maintenance

Author: AOT
HND003(12-16)
- Cleaning
Be aware of the need to avoid unnecessary exertion.
4. Watches should be taken in pairs for a maximum of one hour, with one person outside the exposure
cover and one person inside the exposure cover.
Duties (Outside)
- lookout for searching ships and aircraft, other
- survival craft and survivors in the water
- gather useful floating objects
Duties (Inside)
- maintain the boat, check sea anchor (line not chafing), supervise boat management while leader rests.
- Attend to injured persons.
- Look after equipment etc.
In cold climates ensure that lookouts are changed frequently to avoid exposure.
Boat Crew, Duties and Responsibilities
1. Boat Coxswain - a qualified coxswain familiar with his boat’s physical characteristics. He must see to it
that his boat is always clean and ready for any moment’s use. He should know his passenger’s capacity
and the equivalent of one (1) person to a cargo 165 lbs. He shall enforce the “no smoking” regulation
and require all passengers to sit down properly while underway. Safety and welfare of the personnel
must be his primary concern.
2. Boat Engineer – is responsible for the upkeep, maintenance and operation of the engine. He should be
able to make minor repairs and spot trouble before it has a chance to cause damage.
3. Bowman – he acts as bow lookout and handles the bow liens and forward fender when coming
alongside or getting underway. Responsible for the cleanliness of the boat. He should be qualified to
relieve the coxswain if necessary
Maintenance of Morale
 High morale and the will to live are vital if a person is to survive after abandonment into lifeboats.
 Firm but understanding discipline is important on the part in keeping survivors cheerful, which is vital to
morale.
 Fear is only “lack of knowledge”. Have confidence in the equipment in the lifeboat. In your own abilities
and in the chances of rescue, which have never been better.
 REMEMBER THAT NO ONE IS A SURVIVOR UNTIL THEY HAVE BEEN RESCUED.
Use of Equipment
THERMAL PROTECTIVE AIDS

Thermal Protective aids are designed to prevent body heat loss by maintaining a layer of warm air around the
body. This is achieved in part by means of a lining that reflects radiated body heat. The Thermal Protective Aid is
therefore valuable aid in the prevention of hypothermia.
Donning instructions are clearly printed on the packaging of each Thermal Protective Aid should be donned
OVER a lifejacket.
IMMERSION SUIT
Immersion suits are protective suits designed to reduce body heat loss in cold water.
FOOD AND WATER RATIONS

The lifeboat is provided with rations containing a MINIMUM of 3 litres of fresh water and 10,000 kilojoules (1/2
kilo) of vitaminised food for each person that the lifeboat is certified to carry.
No food or water should be distributed in the first 24 hours EXCEPT that injured people may give water if they
are conscious.
Thereafter rations must be distributed three times daily:

Author: AOT
HND003(12-16)
1st – Sunrise
2nd – Midday
3rd – Sunset
AND AT NO OTHER TIMES except in the case of injured people.
It is especially important to ensure that water rations are distributed fairly and therefore the graduated drinking
vessels provided should be used. The intake
per person, except for injured persons
should be ½ liter per day, which is the
minimum amount of water the resting
human body requires to survive. Water
rations MUST be supplemented by
rainwater at every opportunity.
A fishing kit is provided, but if fish or sea

birds are caught DO NOT eat unless you
have a plentiful supply of fresh water. This
is because of the high protein content in
fish or sea birds that requires fresh water to
help the body digest it. Food rations should
be distributed fairly and so as to last as long
as possible. The human body can survive for
weeks without food provided it has an
adequate supply of fresh water.
Do not Drink Sea Water. Do Not Drink

Urine.
11.5 Action to maximize Detectability and

location of survival craft
If an EPIRB or radar transponder is provided

on the equipment, switch it on. Rescuers
can “home in” on these signals. Distress
flares and rockets should be used sparingly
and only when there is a likelihood of their
being seen. If the sun is shining, the
heliograph can be used to attract attention.
12. Methods of helicopter rescue
12.1 Communication with Helicopters
In the event of rescue by helicopter, follow

all the instructions given by the helicopter
crew. DO NOT TOUCH THE WIRE from
helicopter until the pilot has earthed it by
dragging it through the water. If a crew
member is lowered down to the life boat
follow ALL his instructions. DO NOT under
any circumstances SECURE a wire or line
from a helicopter. Hand signals may be
used if radio communication is not
established.

Author: AOT
HND003(12-16)
Commonly used Hand Signals for helicopter rescue


Author: AOT
HND003(12-16)
Evacuation from ship and survival craft
- When the person in distress have established radio contract with the rescue helicopter, they must
continuously listen to the frequency agreed on.
- As soon as the helicopter has been spotted, they use all means available to attract its attention, e.g. hand
flares, flashlight, signaling mirror etc.
- If the search light is used, it must not be directed since it may daze the pilot. Before the hoister-up from the
raft the distressed should deflate the cover and fold it in the bottom of the raft. Then they wait on the cover.
It is important to distribute the weight of the persons evenly to prevent the raft from tilting.
- When the raft is empty, it must either be recovered or sunk. An empty raft may confuse and delay the
rescue if there are persons in distress in the area.
- Onboard lifeboats the mast and radio antenna are both dismounted. The navigator decides how many and
who should be on deck at any given time. He also checks that all persons wear their lifejackets correctly and
the straps are properly tied. If the person to be rescued is in the water, he should not swim towards the
helicopter. It is the helicopter that will approach him.
- What preparations should be made before you are picked up by the helicopter? Deflate the cover and fold it
in the bottom of the raft.
Helicopter Pick up
- Is used both when rescuing badly injured persons and when rescuing the whole crew from the ship or the
survival crafts.
- It is always for the pilot of the helicopter to decide how the operation should be carried out.
- Under good weather conditions the helicopter can land on the water and the rescue can be made from
here.
- There are three types that a helicopter might use in rescuing single lift, double lift, basket lift or stretcher
lift.
1. Single Lift- typical rescue sling. The sling is approach in a way that it is always between you and the hoist.
The sling is to be under the armpits and the straps to be tightened.
2. Double Lift- the helicopter sends a rescuer down to put the sling around the person to be rescued.
3. Basket Lift- the person has to sit down, with arms and legs inside the basket. The head to be sent towards
the knees, the hands around the knees. Keep still the basket is onboard the helicopter.
4. Stretch Lift- is used when rescuing badly injured persons. A tiller rope is often used for stretcher as well as
for basket lifts in order to keep the stretcher or the basket clear of obstacles. The tiller rope must never be
made fast onboard the ship.
Hoisting Operation
The hoisting operation is usually performed by means of a rescue lift attached to the strap from a height of
about 30 meters. The strap or the sling is padded with buoyant material having a water tight coat. The sling can
normally accommodate only one person at a time.
During the hoisting operation one person keeps an eye on the guiding line to reduce cable swing and prevent
the strap/cable from getting caught. When the cable is lowered, the guiding line is let into the water again while
you pull the strap down. If the guiding line is operated in the correct way, the time is saved and rescued action
will be safer.
Lines from the helicopter must not be attached to the raft or the lifeboat. If this is done, or the strap is caught in
an object so that the cable is overloaded, it will be “cut” and the rescue operation must be discontinued. The
use of the rescue strap required you to know how to put it on to avoid injuries or falling out during hoisting.

Author: AOT
HND003(12-16)
This is the general procedure:

1. Approach the strap or hold it between yourself and the lifting cable.
2. Put one arm through the loop formed by the strap and let it slip over your head and one shoulder.
3. Put the other arm though the loop and let the strap slip over the other shoulder. It is important that you
always put on the strap with one arm at a time, so that the other once can be used to keep the life jacket in
place.
4. Pull the strap down so it goes across your back, under the arms and round the lifejacket. It will when be
pushed against your neck and cause breathing difficulties.
5. Check that the lifting cable and the hook are in front of you. Seize the locking device to tighten the strap.
Signal that you are ready.
6. The lift itself causes no discomfort as long as the strap has been correctly put on. Remain calm on the way
up. Keep your elbows tight to your body and fold your hands across your stomach. You should not attempt
to seize the door frame or lean against it either. The lift operator will get you safely into the helicopter.
The normal procedure is to send up persons who are injured first: if the injury is of nature that prohibits the use
of the rescue strap, it may be necessary to send up another person first to explain the situation. The helicopter
may then lower a stretcher and a frogman. The patient must then be properly strapped to the stretcher. This
method cannot be used if the injured person is in the water.
Ship Rescue
If it is possible to do, the stand-by vessel will try to maneuver alongside the lifeboat/raft. The distressed can
then enter the ship by means of the boarding net, ladders, a life rope, etc. It is also possible to rig a boarding
platform by mooring a life raft to the ship’s side. This is particularly useful when the survival craft is used to get
the survivors quickly on board and then make use of the craft to get the survivors quickly onboard and then
make the craft ready for a new drill. Under certain conditions it may be necessary to transfer persons to the ship
by means of a rubber raft.
A rocket line may then be shot across to the distressed who then haul in a strong hawser. The rubber raft is then
attached to the line so that it may be hauled between the distressed and the rescuers as many times as
necessary.
Aircraft Rescue
It is only exceptional cases when aircraft can be used in direct maritime rescue operations. The lifesaving
equipment, the so-called v.s.v survival set, consists of two ten-man rafts and a container of 40 kg. of supplies.
The three containers in the set are attached to each other by means of twine 500 ft. long buoyant line, the
survival set is always dropped on the weather side of the distressed. The rafts are automatically inflated and will
drift with the wind relatively fast.
The supply container is heavier in the water than the rafts so that the person in distress is caught in a U-shaped
bend. To the person(s) in the sea it may seem that the rafts float past and off-one on either side or wait for the
buoyant line. The supply container may be heavy to lift on board the raft by one person alone. For the reason a
knife is attached to the packaging to cut the lashings while the container is in the sea.
Preparation before Arrival of Rescue Services

Group all survival craft together to make a bigger target for the rescue services.
Should an aircraft or ship be sighted, ensure that survival routines are maintained right up until the moment of
rescue. The rescue craft may have higher priorities.
Signal the ship or aircraft and continue this until the rescue unit has clearly indicated that the signals have been
received. Take a roll-call of all persons, with notes of injuries sustained and treatment given.
If aerials or masts have been rigged, these should be taken down, particularly if helicopters are operating.
Towing
Prior to being taken in tow, ensure that the area where the towline will be secured is clear of persons and
obstructions. Have a hatchet ready for use in case the towline needs to be cut in an emergency.

Author: AOT
HND003(12-16)
If using the boat’s own line (e.g. fixed painters) ensure the end is secured to the boat and that the towline can
run free.
Should a towline be passed from another boat, secure the line to a fitting in the boat e.g. the lifting hook.
Personnel, stores and useful survival equipment can be disembarked over the stern with the oarsmen
disembarking last of all, in pairs, starting from aft.
When a heavy swell is running, the boat is in great danger of broaching to when beaching and therefore it may
more prudent, if possible, to wait until the swell subsides.
Hypothermia
Hypothermia
It is a condition wherein the core body temperature is below normal, less than 36 0C.
Management includes:
Remove all wet clothing, wring out the excess water and replace the clothing. Put extra clothing or dry clothing
on a casualty if available. Place the casualty in a thermal protective aid and, if necessary, put someone in with
the casualty to transfer body heat.
DO NOT MASSAGE in an attempt to warm the casualty – you may damage the skin and cause future problems.
Frostbite
Occurs if skin is exposed to cold wind for a period of time. Face, ears and hands are the areas most usually
affected.
It can be avoided by:
- Reducing the time that lookouts are exposed to the weather.
- Wriggling the nose and cheeks to help blood circulation.
- Keep the face, ears, hands, as well as the rest of your body covered.
Should any part of the skin feel stiff, it must be checked. The frozen part becomes hard, pale or bluish, stiff and
numb.
The most effective treatment is to warm the frozen areas

a. If the face or ears are affected, place the palm of the hand over the frozen area.
b. If the hands are affected tuck them under the arms or between the legs. DO NOT MASSAGE.
ADDITIONAL INFORMATION: Guide to Cold Water Survival
The sinking of the Titanic in 1912 provide dramatic example of the effects of cold water immersion. Particularly
due to lack of preparedness with protective clothing, of adequate floatation equipment, and of knowledge of
survival procedures, none of the 1,489 persons immersed in the 0°C water was alive when rescue vessels arrive
one hour and 50 minutes after the sinking. Countless lives could have been saved had the survivors known more
of how cope with cold water; almost all of the people in the lifeboats were alive.
Here are some important reminders. Follow them, for your life may depend on them.
1. Plan your emergency moves in advance! Ask yourself what you would do if an emergency arose. Where
is your nearest exit to the deck for escape? Where is the nearest available immersion suite, lifejacket,
lifeboat, or raft? How would you quickly get to your foul weather gear, insulated clothing, insulated
gloves?
2. Know how your survival equipment works. The time of the emergency is not the time to learn
3. Even in the tropics, before abandoning ship, wear many layers of clothing to offset the effects of cold.
Wear an immersion suit if available.
4. Put on a lifejackets as soon as possible in an emergency situation.
5. When abandoning ship, try to board the lifeboat or raft dry without entering the water. Take anti
seasickness medicine as soon as possible.
6. If immersion in water is necessary, try to enter the water gradually.

Author: AOT
HND003(12-16)
7. Swimming increases body heat loss. Swim only to a safe refuge nearby.
8. To reduce your body heat loss, try to float in the water with your legs together, elbows to your side,
and arms across your chest.
9. In a survival situation, you must force yourself to have the will to survive. This will very often make the
difference between life and death.
Radio Equipment
14.1 Two-way VHF radiotelephone apparatus
In every lifeboat a VHF installation should be installed. VHF installations come in two types: the fixed installation
and the portable sets. 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 to
communication between muster points and control points and control room/bridge. Of course, the handsets can
be taken inside lifeboats and rafts for communication.
The equipment is portable and capable of being used for on-scene communication between survivals craft and
rescue unit. It is capable of operation on frequency 156.6 MHz (VHF channel 16) and on at least one additional
channel. It is operational within 5 seconds of switching on with power supply capacity for eight hours operation.
Communication System for use in the Global System (Terrestrial Communication)
1. Long Range Service

 HF (High Frequency 3-30 MHz)
- Provides a long-range service in both the ship-to-shore and shore-to-ship directions.
 DSC
- Forms the basis of distress alerting and safety communications.
- RT and NBDP can perform distress and safety communications following a DSC call.
2. Medium Range Service
 Provided on frequencies 2 MHz band.
 In the ship-to-shore, ship-to-ship will be used for distress alerts and safety calls
 DSC2182 kHz will be used for distress and safety traffic by RT including SAR coordinating and on-scene.
 2174.5 kHz will be used for radio telex (NBDP) distress and safety traffic.
3. Short Range Service
 CHF provides short range service on the frequencies
 156.525 MHz (channel 70) – for distress and safety traffic by RT including SAR coordinating and on-scene
communications.
Emergency Position-Indicating Radio Beacons (EPIRBs)

- Required by satellite system (INMARSAT) and source positional information relayed to ground monitoring
stations (RCC).
- Capable of transmitting distress alert using DSC or VHF channel 70
- Capable of providing for locating by means of a radar transponder operating in the 9KHz band.
- Capable of being activated manually
- One EPIRB is required on each side of the vessel
- Transmit a homing signal on 121.5MHz and 243MHz, the international and military distress frequently
respectively.
- Required having duration of 48 hours and with an unused battery life for 12 months.
- Ready for manual release and capable of being carried by one person into a survival craft. Install in an easily
accessible position.
- Float-free if the ship sinks and activates automatically when afloat.

Author: AOT
HND003(12-16)
Search and Rescue Transponder Beacons (SARTs)

- Required under the IMO/SOLAS Global Maritime Distress and Safety System (GMDSS) for lifeboats and life
rafts.
- Main means in the GMDSS for locating ships in distress or their survival craft.
- Generates a series of response signal on being interrogated by any ordinary 9GHz ship borne radar or suitable
airborne radar.
- Operates in the 9GHz frequency band.
- Can be either portable for use onboard ship or carrying to survival craft, or permanently installed on the ship
and in survival craft, or permanently installed on the ship and in survival craft or operate on a float-free position.
- May also be incorporated into a float-free satellite EPIRB
- Can be activated manually or automatically when placed into the water so that it will thereafter respond when
interrogated by radar.
- It is able to operate under ambient temperature of -20̊C to +55̊C
- It is a passive beacon until interrogated by radar energy.
- It will then automatically transmit series of pulses which are displayed on radar screen of passing aircrafts or
vessels.
Three main factors will affect the range at which a SART will be detected on a ship’s radar screen.
1. The Type of radar used, how it is operated.
- Use of too narrow a receive band with (e.g. radar set to short range) will reduce the brightness
of the SART “dots” so they will be not seen as extreme range.
- Bigger ship tends to have higher gain antennas, set higher above sea level.
- The radar receiver performance is also important.
2. The weather Conditions
- A flat calm will affect performance due to “multi-path” propagation-radar pulses being reflected
from the surface of the sea.
- Higher waves may result in reception at greater distances, due to occasional elevation of both
radar and SART, however, detection will be sporadic, due to masking of the signal in the troughs,
- Elimination of sea rain clutter will depend on the radar used, and the skill of the operator, as for
normal radar operations.
3. The Mounting of the SART on the Life raft
- A well-mounted SART in moderate weather conditions is capable of giving a detection range of
over 10 nautical miles to large ship radar.
- A poorly mounted SART perhaps operated inside a life raft or floating in the sea may provide
little better than visual search range to small fishing boat radar.
- For maximum range an unobstructed mounting as high as possible is required.
- Operation inside the canopy of the life raft will severely reduce the effective range.
- The IMO recommended Performance Standard for SART calls for range of “up to at least 5
miles”, for SART mounted 1m above sea level. This assumes search radar complying with IMO
requirement, with its antenna 15m above sea level.
Installation of SART in a Lifeboat
1. Remove long wire aerial from its bag within lid bag.
2. Lash set near stern using webbing straps.
3. Rig aerial using lifeboat mast (see diagram)
4. Ensure wire aerial does not touch mast, sail etc.
5. Connect wire from aerial to “rod aerial” terminal on set.
6. Remove earth reel, unwind wire and drop reel into sea.
7. Insert handles into socket(s) on box side(s).

Author: AOT
HND003(12-16)
Distress signals, signaling equipment and pyrotechnics
Pyrotechnics
a. Red Flare Parachute Flares – are fitted to a height of 300m fall at a rate of 5 m/s and burn out 50m above the
sea. Burning period of not less than 40 seconds. The maximum ranges at which can be seen in good visibility
conditions 25-35 miles. They should be fired, using both hands, held away from the body, downwind but most
vertically. They are most effective at night but may be used during daylight.
b. Red Hand Flares – can burn for about 1 minute with bright red colors. They should be held at arm’s length,
downwind and dropped in the water when finished. They are most effective at night but may be used during the
day. Maximum range at good visibility conditions 5-10 miles.
c. Orange Smoke Floats – emit smoke of highly visible color at a uniform rate for a period of not less than 3
minutes in calm water. These are used during the day only. They should always be deployed down wind and not
be swamped in a seaway. Have a very limited visibility range especially in stiff breeze. Continue to emit smoke
when submerged in water for a period of 10 seconds.
Note:
1. These ranges will be reduced considerably in poor visibility conditions.
2. Possible rescue ship, aircraft or an inhabited shore is within the estimated visibility range of these signals.
3. By saving your signals you may save your lives.
4. Contained in water resistant casings pyrotechnics.
Other Distress Signals
Exposure Cover - the inside of the lifeboat and the exposure cover (open lifeboat) are fitted with nitro-reflective
colored tapes with highly visible color (glow orange) / international orange to aid location.
Flags – the international Code Group N.C.
FOG Signaling apparatus – continuous sounding.
Heliograph – attracts attention by reflecting the sun’s rays or at night; a searchlight beam towards possible
rescuers.
Instructions for use of Heliograph Mirror
a.) Hold the foresight in the left hand in line with the target about 6 inches in front of the eye.
b.) Place the back of the mirror immediately in front of the eye with the right hand and align the two holes
on the target.
c.) Rock the mirror until the scribed circles on the foresight hole: the beam is then directed onto the target.
d.) The beam need not be rocked deliberately as the hand does this inadvertently.
PLB (Personal Locator Beacon) – transit a homing signal also on 11.5 MHz and 243MHz.
Searchlight – an aid to location as well as for searching survivors in the water.
Torch – suitable for signaling Morse Code.
Whistle – maybe use in fog or darkness.
Note:
1. All pyrotechnics have a shelf-like of 3 years; the date of manufacture must be indelibly marked. Have
brief instructions or diagrams illustrating its uses.
2. They should be stowed in water proof containers and periodically inspected.
3. After 3 years, they should be handed to proper authorities ashore for destruction and on no account
fired.
4. A life saving station will answer distress signals by means of an orange smoke signal or by exploding
white star rockets.
First aid
First aid is the emergency treatment given to the ill or injured before professional medical services can be
obtained. It is given to prevent death or further injury, to counteract shock, and to relieve pain. Certain
conditions, such as severe bleeding or as asphyxiation, require immediate treatment if the patient is to survive.
In such cases, even a few seconds’ delay might mean a difference between life and death. However, the

Author: AOT
HND003(12-16)
treatment of most injuries or other medical emergencies may be safely postponed for the few minutes require
to locate a crew-member skilled in first aid, or to locate suitable medical supplies and equipment.
All crew-members should be prepared to administer first aid. They should have sufficient knowledge of first aid
to be able to apply true emergency measures and decide when treatment can be safely delayed until more
skilled personnel arrive. Those not properly trained must recognize their limitations. Procedures and techniques
beyond the rescuer’s ability should not be attempted. More harm than good might result.
Priorities
On finding casualties:
 Look to your own safety: do not become the next casualty;
 If necessary, remove the casualty from danger or remove danger from the casualty (but see observation
below on a casualty in an enclosed space). If there is only one unconscious or bleeding casualties, give
immediate treatment to the casualty only, and then send for help.
If there is more than one unconscious or bleeding casualty:

 Send for help;
 Then start giving appropriate treatment to the worst casualty in the following order of priority: severe
bleeding; stopped breathing/heart; unconsciousness.
When to administer First-Aid

 Restore breathing and heartbeat
 Control bleeding
 Remove poisons
 Prevent further injury to the patient
Never underestimate and do not treat as minor injuries:

 Unconsciousness
 Suspected internal bleeding
 Stab or puncture wounds
 Wounds near joints
 Possible fractures
 Eye injuries
Never consider anyone to be dead, until you and other agree that:
 No pulse can be felt, and no sounds are heard when the examiner’s ear is put to the chest;
 Breathing has stopped;
 The eyes are glazed and sunken;
 There is progressive cooling of the body (this may not apply if the surrounding air temperature is close
to normal body temperature).
When First Aid given properly:

1. Can reduce the effects of injuries and medical emergencies
2. Can keep a serious injured person alive
3. Can mean a difference between a short and long hospital care
Note:
In the excitement of an emergency it is important to stop for a moment to clear your head and think
before you act. When responding to an emergency situation on board, remain calm and apply the
following.
Emergency Action Principle:

 Survey the Scene
 Primary Survey

Author: AOT
HND003(12-16)
 Activate Transfer Facility
 Secondary Survey
Resuscitation Technique
Work from the side of the casualty.

a. Lay casualty on his back.
b. Loosen clothing, particularly around the neck.
c. To open airway, hold the head in both hands, one hand pressing the head backwards and the other
pushing the lower jaw upwards and forwards.
d. Seal the nostrils with your cheek or by pinching the nostrils.
e. Take a deep breath, open your mouth wide, seal your lips around the victim’s mouth.
f. Give 2 Blows directly into their lungs and watch for the chest to rise, then remove your mouth.
g. Give 30 chest compression
h. Repeat the process 30:2 for 5 times in 2 minutes then check the pulse and breathing every 2 minutes
i. Continue until casualty starts to breath on their own or for at least 30 minutes if medical advice is not
available.
j. If the mouth is too badly injured for mouth to mouth, use the mouth to nose method.
It can often happen that as soon as the airway is clear and the lungs inflated, the casualty will gasp and start to
breathe spontaneously.
If, or when, the patient is breathing, place in the coma or recovery position until fully recovered.
Protection Against Exposure

It is vital in any survival situation that personnel are protected against exposure to cold and heat.
The exposure over must be rigged as soon as possible to provide the protection against wind, water (sea and
rain) and the sun.
If people have been immersed in water prior to boarding the lifeboat, they should take off their clothes, wring
them out and put them back on. Survivors should huddle together for warmth and mutual support. Each person
radiates heat and warmth is vital to your well-being. If a person suffering from the effects of the cold, then that
person must be put in a thermal protective aid in order that his/her core body temperature will not fall to a
dangerous level.
In tropical climates it is equally necessary to provide against exposure can lead to an increased consumption of
water through sweating and can lead to problems of sunburn and sunstroke. Ensure the exposure cover
provides some shade, although the sides can be rolled up for ventilation purposes.
Issue Anti-Seasickness Tablets

Anti-seasickness tablets MUST be issued to all survivors onboard the lifeboat as soon as possible.
Seasickness is incapacitating, reducing the level of vital warm fluids in the body and destroying the will to live. To
carry out the survival procedures in this manual you will need to be fit and mentally alert.
Remember – even the best sailors have been seasick in lifeboats.
Wounds
Apply antiseptic cream and cover with a dressing. Keep wound clean, should wounds become septic change
dressings frequently and keep clear of pus.
Burns
Do not burst blisters because this will result in a loss of body fluid. It is necessary to exclude air from open burns,
therefore apply burn cream, place gauze over that.
Fractures
Keep the casualty as still as possible and in the most comfortable position that can be found. Fit survivors may
be used as “chocks” to prevent movement. For a broken arm or shoulder the limb should be strapped to the

Author: AOT
HND003(12-16)
chest. For a broken leg, manufacture a splint by any available means and strap the broken limb to the sound leg.
Keep all casualties warm and rested.
Health Problems
The major health problems encountered by survivors are those caused by the cold.
Water Retention
All persons on board the lifeboat should urinate within the first two or three hours after boarding. Failure to do
so may result in involuntary water retention. This is very painful and distressing condition and must be avoided.
Do not be unduly concerned if urine changes color and becomes darker. This will occur because of a very much
reduced intake of water with the result that urine is more concentrated than usual. It is a perfectly normal
reaction to reduction in water intake and is to expected.
Sanitary Arrangements
Proper sanitary arrangements are vital for the morale of survivors, particularly where women and children re
involved. Rig toilet facilities in the bow of the lifeboat for males and females, using whatever material may be at
hand e,g. the boat cover and oars.
First Aid Kit Contents

ITEM Number per Package Size per Package Number per Package
Bandage, compress - 4
1 Single 1
inches
Bandage compress - 2
1 Single 1
inches
Waterproof adhesive
16 Single 1
compress – 1 inch
Eye dressing packet: 1/8
once ophthalmic
3 Single 1
ointment, adhesive
strips, cotton pads
Bandage, gauze,
compressed 2 inches x 6 2 Single 1
yards
Tourniquet, forceps,
1.1.1.12 Double 1
scissors, safety pins
Wire splint 1 Single 1
Ammonia inhalers 10 Single 1
Iodine applicators (1/2
ml swab type) 10 Single 1
Aspirin phenacetin, and

caffeine compound
2 Single 1
(APC) 61/2 gr, tablets,
vials of 20
Sterile petrolatum
gauze, 3 inches x18 4 Single 1
inches
Drills in launching and recovering boats and rescue boats
Boarding a Liferaft from the Water
Boarding the liferaft from the water alone is hard. It needs practice but can be done systematically to avoid
muscle cramping and to conserve energy.

Author: AOT
HND003(12-16)
This is done by holding on to the boarding straps at entrance door. Using the boarding ladder as foot holds, you
may bob down using buoyancy of your lifejacket to push you up.
Heave in yourself using straps and ladder by creeping over the buoyancy tube. When you are almost over the
buoyancy tube, flip your body and be careful not to hid other raft occupants.
Uprighting a Capsized Liferaft
One person can easily right a capsized raft if it is done soon enough, before the canopy fills with water.
1. Swim to the marked right here. If there is no marking, go to the side with CO2 cylinder
2. Maneuver the cylinder side of the raft so that it is downwind, then reach up and grab the righting
strap.
3. Strap by pulling yourself up into the raft. It may help kick your feet out as if swimming. If this doesn’t
work, try pulling your feet or knees into the external lifelines to help you pull yourself up on the raft.
Some rafts may while you are climbing onto them. If not, stand on the very edge, where CO2
cylinder is located.
4. Lean back with all your weight and pull on the righting strap.
5. If the canopy is clear of the water, the raft will begin to follow you. If the raft is large it will land on
top of you unless you spring backwards just as the raft begins to right.
6. If the raft does land on top of you, don’t panic. The bottom of the raft is soft and flexible and your
head will form an air pocket. Stay face up, catch a breath of air and pull yourself out from
underneath. If you try to swim out face down, your PFD or exposure suit could get hung-up and
make it difficult for you to get free.

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RENAISSANCE TRAINING CENTER, INC. Rev. No.

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

Introduction and safety Guidance

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

Classification and Types According to Construction

2. Capsizing and re-righting

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

PARTIALLY ENCLOSED LIFEBOAT

4. The interior of the lifeboat shall be of a highly visible colour.

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

GENERAL ARRANGEMENT FOR A FREE-FALL LIFEBOAT

1. Socket for charging battery 18. Air pressure gauge

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

1. Construction of inflatable liferafts

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

3. Access into inflatable life rafts

4. Safety of inflatable life rafts

5. Inflatable life raft fittings

6. Containers for inflatable life rafts

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

7. Markings on inflatable life raft

b.) Its serial number;

c.) Date of manufacture (month and year);

d.) Name of approving authority;

Rigid Life rafts

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

2. Construction of rigid life rafts

3. Carrying capacity of rigid life rafts

4. Access into rigid life rafts

5. Stability of rigid life rafts

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

6. Rigid life raft fittings

7. Markings on rigid life rafts

The life raft shall be marked with:

b.) Maker’s name or trademark;

c.) It’s serial number

d.) Name of approving authority

g.) Type of emergency pack enclosed

h.) Length of painter;

j.) Launching instructions

8. Davit launched rigid life rafts

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date:

Life raft’s Characteristics

2. Supports occupant out of the water.

3. Survival equipment is contained within the raft.

5. Protection from the environment.

Rescue Boats On Ships Built After 1st July 1986

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE Rev. Date:

BOATS other than fast rescue boats Initial Issue Date: