Chapter 1

Introduction and Safety

1.1 Introduction

The course on proficiency in Survival Craft and Rescue Boats (Other

Than Fast Rescue Boats) covers mandatory minimum requirements
for the issue of certificate specified in the International Convention
on Standard of Training, Certification and Watchkeeping for
Seafarers (STCW 1995).

This course develops the trainees competence in survival crafts and

rescue boats other than fast rescue boats. A trainee will also be
competent to operate life-saving appliances and take charge of a
survival craft or rescue boat during or after launch. They will also be
able to operate a survival craft engine and manage survivors and
survival craft after abandon ship. Trainees will also know the correct
use of all locating devices including communication and signaling
apparatus and pyrotechnics, how to apply first aid to survivors and
the action to take to preserve the lives of those in their charge

1.2 Safety guidance

Safety rules should be followed by trainees during laid down by the

chief instructor which must be obeyed during practical sessions.

On hearing the order STILL issued by the trainee in charge of an

operation or by an instruction, everything should be stopped and
trainees should keep quite and listen for further instructions.

When ready to continue, the order CARRY ON should be given.

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 Chapter 2

General

2.1 Emergency Situations

Emergency is a situation of imminent danger. There should be an

immediate action in case of an emergency. No single emergency
incident is standard and each situation must be properly evaluated
before taking remedial action. The most important consideration is
the preservation of life.

Emergency onboard ship could lead to:

loss of life,
loss of or damage to property
injury
damage to environment

Type of emergencies which may occur on board ships:

fire
man overboard
collision,
ingress of water
grounding,
heavy weather
foundering,
oil spills, etc

General emergency alarm system

The general emergency alarm system shall be capable of

sounding the general emergency alarm signal consisting of
seven or more short blasts followed by one long blast on the
ship's whistle or siren and additionally on an electrically
operated bell or klaxon or other equivalent warning system,
which shall be powered from the ship's main supply and the
emergency source of electrical power required by regulation as
appropriate.

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 The system shall be capable of operation from the navigation
bridge and, except for the ship's whistle, also from other
strategic points. The system shall be audible throughout all of
the accommodation and normal crew working spaces. The alarm
shall continue to function after it has been triggered until it is
manually turned off or is temporarily interrupted by a message
on the public address system.

The minimum sound pressure levels for the emergency alarm

tone in interior and exterior spaces shall be 80 dB (A) and at
least 10 dB (A) above ambient noise levels existing during
normal equipment operation with the ship under way in
moderate weather. In cabins without a loudspeaker installation,
an electronic alarm transducer shall be installed, e.g. a buzzer or
similar. The sound pressure levels at the sleeping position in
cabins and in bathrooms shall be at least 75 dB (A) and at least
10 dB (A) above ambient noise levels.

Muster List

The muster list shall specify details of the general emergency alarm
signal and also the action to be taken by crew and passengers when
this alarm is sounded. It also specify how the order to abandon ship
will be given.

The muster list shall show the duties assigned to the different
members of the crew including:
Closing of the watertight doors, fire doors, valves, scuppers,
side scuttles, skylights, potholes and other opening in the
ship;
Equipping of the survival craft and other life-saving
appliances;
Preparation and launching of survival craft;
General preparation of other life-saving appliances;
Muster of passenger;
Use of communication equipment;
Manning of fire parties assigned to deal with fires;

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 Special duties assigned in respect of the use of fire-fighting
equipment and installation.

The muster list shall specify which officers to assigned to ensure that
life-saving and fire appliances are maintained in good condition and
are ready for immediate use. The muster list shall also specify
substitutes for the key person who may become disabled, taking
into account that different emergencies may call for different
actions.

The muster list shall show the duties assigned to members of the
crew in relation to passengers in case of emergency. These duties
shall include:

Warning the passengers;

Seeing that they are suitably clad and donned their
lifejackets correctly;
Assembling passengers at muster stations;
Keeping order in passageways and on the stairways and
generally controlling the movements of the passengers;
Ensuring that the supply of blankets is taken to the survival
craft.

The muster list shall be prepared before the ship proceeds to sea.
After the muster list has been prepared, if any change takes place in
the crew which necessitates the alteration in the muster list, the
master shall either revise the list or prepare a new list.

The format of the muster list used on passenger ships shall be

approved. The person in charge of a survival craft, rescue boat or
marine evacuation system must have a list of its crew. It is that
persons duty to see that the crews are acquainted with their duties.
The second in command should also have a list of the crew.

The muster list specifies substitutes for key persons who may
become disabled. The muster list must be conspicuously
place/displayed and specifies which officers are assigned to ensure
that life-saving and fire appliances are maintained in good condition
and are ready for immediate use.
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Compendium PSC & RB
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Figure 1 ISM Code Safety Poster. Figure 2 ISM Code Safety Poster.
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6/120
Figure 3 ISM Code Safety Poster. Figure 4 ISM Code Safety Poster.
 Figure 5 ISM Code Safety Poster.

2.2 Training, drills and operational readiness

Emergency training and drills.

This regulation applies to all ships
Familiarity with safety installations and practice musters
Every crew member with assigned emergency duties shall be
familiar with these duties before the voyage begins.
On a ship engaged on a voyage where passengers are scheduled
to be onboard for more than 24 hours, muster of the passengers
shall take place within 24 h after their embarkation. Passenger
shall be instructed in the use of the lifejacket and the action to
take in an emergency.

Whenever new passengers embark, a passenger safety briefing shall

be given immediately before sailing, or immediately after sailing. The
briefing shall include the instructions required and shall be by means
of an announcement, in one or more languages likely to be
understood by the passengers.

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The announcement shall be made on the ships public address
system, or by other equivalent means to be heard at least by the
passengers who have not yet heard it during the voyage. The
briefing may be included in the muster, if the muster is held
immediately upon departure. Information cards or posters or video
programs displayed on the ships video displays may be used to
supplement the briefing, but may be used to replace the
announcement.

Drills

Drills shall, as far as practicable, be conducted as if there were an

actual emergency.

Each member of the crew shall participate in at least one abandon

ship drill and one fire drill every month. The drills of the crew take
place within 24h of the ship leaving the port if more than 25% of the
crew have not participated in abandon ship and fire drills on board
that particular ship in the previous month.

On a ship engaged on an international voyage which is not short

international voyage, musters of the passengers shall take place
within 24h after their embarkation. Passengers shall be instructed in
the use of lifejackets and the action to take in an emergency. When
a ship enters service for the first time, after modification of a major
character or when a new crew is engaged, these drills shall be held
before sailing.

Each abandon ship drill shall include.

Summoning the passengers and crew to muster stations with

the alarm and ensuring that they are made aware of the order
to abandon ship specified in the muster list;
Reporting to stations and preparing for the duties described in
the muster list;
Checking that passengers and crew are suitably dressed;
Checking that lifejackets are correctly donned;
Lowering of at least one lifeboat after the necessary
preparation for launching;
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 Starting and operating the lifeboat engine;
Operation of davits used for launching liferafts;
A mock search and rescue of passengers trapped in their
staterooms;
Instruction in the use of radio life-saving appliances.

On-board Training and Instructions

On board training in the use of the ships life-saving appliances,

including survival craft equipment shall be given as soon as possible
but not later than 2 weeks after a crew member joins the ship.
However, if the crew member is on a regularly scheduled rotating
assignment to the ship, such training shall be given not later than 2
weeks after the time of first joining the ship.

Instructions in the use of the ships life-saving appliances and in

survival at sea shall be given at the same intervals as the drills.
Individual instruction may cover different parts of the ships life-
saving system, but all the ships life-saving equipment and
appliances shall be covered within a period of 2 months.
Each member of the crew shall be given instruction which shall
include but not necessarily be limited to:

Operation and use of the ships inflatable liferafts.

Problems of hypothermia, first-aid treatment of hypothermia
and other appropriate first-aid procedures;
Special instructions necessary for use of the ships life-saving
appliances in severe weather and severe sea conditions.
On board training in the use of davit-launched liferafts shall
take place at intervals of not more than 4 months on every ship
fitted with such appliances. Whenever practicable this shall
include the inflation and lowering of a liferaft.
Operation and use of fire-extinguishing appliances.

Training Manual

A training manual shall be provided in each crew messroom and

recreation, or in each crew cabin.

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The training manual, which may comprise several volumes, shall
contain instruction and information, in easily understood terms
wherever possible, on life-saving appliances provided in the ship and
on the best methods of survival.

Any part of such information may be provided in the form of audio-

visual aids in term of the manual. The following shall be explained in
details:
- Donning of lifejackets and immersion suits;
- Muster at the assigned stations;
- Boarding, launching from within the survival craft;
- Method of launching from within the survival craft;
- Release from launching appliances;
- Methods and use of devices for protection in launching areas,
where appropriate;
- Illumination in launching areas;
- Use of all survival equipment;
- Use of all detection equipment;
- With the assistance of illustration, the use of radio life-saving
appliances;
- Use of drogues;
- Use of engine and accessories;
- Recovery of survival craft and rescue boats including stowage
and securing;
- Hazards of exposure and the use of warm water;
- Best use of the survival craft facilities in order to survive;
- Methods of retrieval, including the use of helicopter rescue
gear (sling, baskets, stretchers), breeches buoy and shore life-
saving apparatus and ships line throwing apparatus;
- All other functions contained in the muster list and emergency
instructions;
- Instruction for emergency repair of the life-saving appliances

Every ship fitted with a marine evacuation system shall be provided

with on-board training aids in the use of the system.

Operational readiness, maintenance and inspections

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Before the ships leaves port and at all times during the voyage, all
lifesaving appliances shall be in working order and ready for
immediate use.

Maintenance
Instruction for on-board maintenance of life-saving appliances shall
be provided and maintenance shall be carried out accordingly.

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

Spares and repair equipment

Spares and repair equipment shall be provided for life-saving
appliances and their components which are subject to excessive
wear or consumption and need to be replaced regularly.

Weekly inspection
The following tests shall be carried out weekly:

.1 all survival craft, rescue boats and launching appliances shall be

visually inspected to ensure that they are ready for use;

.2 all engines in lifeboats and rescue boat shall be run for a total of
not less than 3 minutes

.3 the general emergency alarm shall be tested

Monthly inspection
Inspection of the life saving-appliances, including lifeboat
equipment, shall be carried out monthly using the checklist
provided, to ensure that they are complete and in good order and
shall be entered in the log book.

2.3 Actions to be taken when called to survival station:

a) Lifejackets
b) Lifebuoys
c) Immersion suits

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 d) Thermal protective aids
e) Anti-exposure suits

Lifejackets
A lifejacket shall not sustain burning or continue melting after being
totally enveloped in a fire for a period of 2s. An adult lifejacket shall
be so constructed that:
at least 75% of persons, who are completely unfamiliar with
the lifejacket, can correctly don it within a period of 1 min.
without assistance, guidance or prior demonstration;
after demonstration, all persons can correctly don it within a
period of 1 min without assistance;
it is clearly capable of being worn in only one way or, as far
as is practicable, cannot be donned incorrectly;
it is comfortable to wear; and
it allows the wearer to jump from a height of at least 4.5 m
into the water without injury and without dislodging or
damaging the lifejacket
An adult lifejacket shall have sufficient buoyancy and stability in calm
fresh water to:
lift the mouth of an exhausted or unconscious person not
less than 120 mm clear of the water with the body inclined
backwards at an angle of not less than 20 degrees from the
vertical position; and
turn the body of an unconscious person in the water from
any position to one where the mouth is clear of the water in
not more than 5 s.

Figure 6. An adult lifejacket.

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An adult lifejacket shall allow the person wearing it to swim a short
distance and to board a survival craft.

A child lifejacket shall be constructed and perform the same as an

adult lifejacket except as follows:
donning assistance is permitted for small children
It shall only be required to lift the mouth of an exhausted or
unconscious wearer clear of the water a distance
appropriate to the size of the intended wearer
Assistance may be given to board a survival craft, but wearer
mobility shall not be significantly reduced

In addition to the markings, a child lifejacket shall be marked with:

.1 the height or weight range for which the lifejacket will meet
the testing and evaluation criteria recommended
.2 a "child" symbol as shown in the "child's lifejacket" symbol

Amendments to SOLAS Chapter III - Life-saving appliances and

arrangements

In Regulation 7 - Personal life-saving appliances, the amendments

add a new requirement for infant lifejackets. For passenger ships on
voyages of less than 24 hours, a number of infant lifejackets equal to
at least 2.5% of the number of passengers on board is to be
provided; and for passenger ships on voyages of 24 hours or greater,
infant lifejackets are to be provided for each infant on board. A
further amendment relates to the provision of lifejackets for larger
passengers and states that, if the adult lifejackets provided are not
designed to fit persons with a chest girth of up to 1,750 mm, a
sufficient number of suitable accessories are to be available on
board to allow them to be secured to such persons.

A lifejacket shall have buoyancy which is not reduced by more than

5% after 24 h submersion in fresh water. Each lifejacket shall be
fitted with a whistle firmly secured by a cord.

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Inflatable lifejackets
A lifejacket which depends on inflation for buoyancy shall have not
less than two separate compartments and comply with the
requirements and shall:
1. inflate automatically on immersion, be provided with a
device to permit inflation by a single manual motion and be
capable of being inflated by mouth;
2. in the event of loss of buoyancy in any one compartment be
capable of complying with the requirements ; and
3. comply with the requirements after inflation by means of
the automatic mechanism.
Lifejacket lights

Each lifejacket light shall:

1. have a luminous intensity of not less than 0.75 cd in all
directions of the upper hemisphere;
2. have a source of energy capable of providing a luminous
intensity of 0.75 cd for a period of at least 8 h;
3. be visible over as great a segment of the upper hemisphere
as is practicable when attached to a lifejacket; and
4. be of white colour.

A flashing light, shall, in addition:

.1 be provided with a manually operated switch;
.2 flash at a rate of not less than 50 flashes and not more than
70 flashes per minute with an effective luminous intensity of
at least 0.75 cd.
Lifebuoys
Every lifebuoy shall:
have an outer diameter of not more than 800 mm and an
inner diameter of not less than 400 mm;
be constructed of inherently buoyant material; it shall not
depend upon rushes, cork shavings or granulated cork, any
other loose granulated material
be capable of supporting not less than 14.5 kg of Iron in
fresh water for a period of 24h;

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 have a mass of not less than 2.5 kg;
not sustain burning or continue melting after being totally
enveloped in a fire for a period of 2 s;
be constructed to withstand a drop into the water from the
height at which it is stowed above the waterline in the
lightest seagoing condition or 30 m;
if it is intended to operate the quick-release arrangement
provided for the self-activated smoke signals and self-igniting
lights, have a mass sufficient to operate the quick-release
arrangement; and
be fitted with a grabline not less than 9.5 mm in diameter
and not less than four times the outside diameter of the
body of the buoy in length.

Figure 7. A lifebuoy with ring and light.

Lifebuoy self-igniting lights

Self-igniting lights required by regulation shall:

be such that they cannot be extinguish by water;

be of white colour and capable of either burning
continuously with a luminous intensity of not less than 2 cd
in all directions of the upper hemisphere of flashing
(discharge flashing) at a rate of not less than 50 flashes and
not more than 70 flashes per minute with at least the
corresponding effective luminous intensity;

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 be provided with a source of energy capable of meeting the
requirement for period of at least 2 h; and
be capable of withstanding the drop test.

Lifebuoy self-activating smoke signals

Self-activating smoke signals required by regulations shall:

emit smoke of a highly visible colour at a uniform rate for a
period of at least 15 min when floating in calm water;
not ignite explosively or emit any flame during the entire
smoke emission time of the signal;
not be swamped in a seaway;
continue to emit smoke when fully submerged in water for a
period of at least 10 s; and
be capable of withstanding the drop test

Buoyant lifelines

Buoyant lifelines required by regulation shall:

be non-kinking;
have a diameter of not less than 8 mm; and
have a breaking strength of not less than 5 kn.

Chapter 3

Abandon Ship

3.1 Actions to he taken when required to abandon ship

- A ship should only be abandoned on the orders of the master

or person in charge of the ship.

- If it is obvious that the ship is in great danger of sinking, but that

there is still a little time in hand before it will become
necessary to abandon ship, a coxswain would do well to
have some extra gear put in the board, always remembering
that the more extra gear put in the boat, the less room will be

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 available for survivors. A suitable collection of extra gear
might be summed up as follows:

- Blankets, tinned milk, milt tablets, fruit, biscuits and sweets.

Notebook, pencil and a waterproof watch, torches, batteries
and bulbs, palm, needles and sail twine, the ship's
pyrotechnics if unused, plastic bag and a small pocket radio
receiver. To take extra water, fuel and lubricating oil, three
quarter fill clean bottle-necked containers, thin cork, float
and stow them. Take a grapnel and line if one is available (in a
boat only).

- On boarding a survival craft persons should carry out any

designated duties and then follow the orders of the
coxswain. In the absence of direct instruction names should
be: accounted for by the boat's marshal and individuals should
seat themselves at the extremities of the craft The seating
arrangement and steering console positions vary from craft
and individuals should in general do not sit in the way of the
console or access doors or in the way of the coxswain.

- A harness or lap strap arrangement is a standard figment to

survival craft and should be secured in a, tight manner whey a
person is seated, in case of capsize or impact during launching.
Persons should stay alert as tensions will no doubt be running
high. If individuals have something constructive to contribute
then by all means speak up, but unless comments are necessary
it is more beneficial to the coxswain if personnel remain quiet.

.1 The person in command of each survival craft should check that

all crew are present and that crew and passengers are
suitably dressed and have correctly donned lifejackets.
.2 The coxswain will normally be the senior crew member in the
survival craft and should use his personality to make a clear
that he is in command that his orders are to be obeyed and that
he intends to keep discipline. In order to give confidence to
the survivors, he should never hesitate or countermand his
own orders. The safety of the survivors must at all times be his
prime thought.

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.3 Boats should only be lowered to embarkation deck level on
instructions from the master.
.4 The marine evacuation systems should only be deployed on
instructions from the master.
.5 Persons assigned in the muster list should take two-way VHF
radiotelephone apparatus, EPIRBs, SARTs and other items
to their stations

New developments in evacuation methods:

Marine escape slides

Escape slide systems have evolved over the last decade for
high freeboard vessels. They were initially fitted to ferries and
passenger ships where the high speed of escape suited the heavy
numbers of passengers and crew personnel. Slide methods are
normally designed as either single or double track and
incorporate a disembarkation platform once deployed. They
are used in association with large 42 or 45 person liferafts
racked close to the position of the rigged slide.

Slide systems vary between manufacturers, but in general

they are operated on a gas-inflated basis. A supply of nitrogen
gas is normally stored in cylinders within the container for the
system. Inflation of the slide is done from the inside of the
vessel, in the event of an emergency.

The boarding platform, normally about eight metres in

diameter, is inflated at surface level at the end of the trackway.
The system is a speedy means of evacuating numerous
personnel in an emergency. Its success requires efficient
management by crewmembers in controlling the slide operation
and the disembarkation from the surface platform into the
liferafts.

The launching procedure for the davit-launched liferaft follows a

general format; however, because of slight differences between
manufacturers, some terms and operational detail may be
recognized under alternative labels. Checks by personnel prior to
boarding:
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1. Ensure that no person is in possession of or wearing, any
sharp objects that may puncture or damage the liferaft.
2. Ensure that the liferaft is well ventilated of excess CO 2 gas
before allowing persons to enter.
3. When boarding; load the raft in a stable manner with
persons on each side with their feet into the center.

Procedures in launching hand-launched liferafts:

The web straps securing the raft in its stowage cradle should
be released by slipping the manually operated house slip
positioned above the float-free arrangement. The liferaft
container should then be manhandled to the launching
position at the ships side. If ship's guard rails are in position,
these should be removed to facilitate an easier launching.

The painter line from the liferaft should be secured to a

strong point aboard the vessel. Where a hydrostatic release
unit is featured, the painter and the 'D' ring should be inspected
to ensure that, they are well fast.

Pull out a limited amount of the painter line from the container,
and. check that the water surface is clear of other survivors or
debris. Throw the liferaft in its container, over the side into clear
water. Inflation will cause by a sharp 'tug' on the painter once it
is fully extended. The action of pulling sharply on the painter line
will cause the C02 gas battle to be fired, so inflating the liferaft.

Boarding the liferaft

Mariners should always try to board the liferaft in a dry

condition, but this may only be safely achieved within an
approximate distance of 2 metres. Should survivors attempt to
enter the liferaft from any greater distance than this, serious
damage could be sustained by the liferaft or possible injury
to the person boarding or to other occupants already.

If it is impossible to board in a dry condition then survivors should

enter the water ahead of the liferaft. Movement towards
the survival craft should be steady and easy. Individuals should

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 avoid swimming and the unnecessary loss of energy incurred by
the use of leg muscles.

Once in contact with the liferaft, do not let go, but proceed
towards one of the entrances by means of the bucketed
lifeline. Make full use of the inflated step and/or boarding
ladders, to heave the body over the buoyancy chambers to gain
the liferaft interior.

Once the throw-overboard liferaft, has been successfully

launched, persons should climb down towards the surface
and jump directly into the raft if within about two meters of
the entrance. No attempt should be made to jump into a
liferaft from any greater heights as damage will probably be
caused to the liferaft and to the individual as well as to other
persons who may already have boarded he craft.
The person in charge should ensure that all of the of the boat's crew,
are present and all occupants are seated, with safety belts
fastened where appropriate, before lowering.
A check should be made to ensure that hands and arms are
clear of the boat's sides.
The inboard engines of a lifeboat and rescue boats should be
started
An outboard motor should never be started out of the water .
A water spray and air support systems should be set to
operate and the closure of hatches should be checked if
launching into oil or the surface.
A check should be made to see that it is clear below before
lowering a boat, throwing a raft overboard or deploying a
marine evacuation system.

3.2 Actions to be taken when in the water

.1 A person should never enter the water without a lifejacket.

.2 An immersion suit, thermal protective aid or anti-exposure
suit should be worn if available.
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.3 Anything buoyant will help a survivor in the water.
.4 A person in the water will cool and suffer from exposure very
quickly, even in temperate areas, unless wearing an immersion
suit, thermal protective aid or anti-exposure suit.
.5 Survivors in the water should swim to survival craft, buoyant
wreckage or one another if within range, but otherwise avoid
unnecessary exertion.
.6 Lifejackets light and whistle are intended for calling the attention
of the rescuers.
.7 Sit in the liferaft with your feet, towards the center, putting
your arms through the hand lines secured around the inside
of the raft to give you some support. Space survivors evenly,
except in severe weather when there is a danger of a
capsize, in which case the majority should sit on the side to
which the sea-anchor is attached.

Unit 4

Survival Craft and Rescue Boats

4.1 Lifeboats

Partially enclosed lifeboats

Partially enclosed lifeboats shall be provided with permanently

attached rigid covers extending, over not less than 20% of the
length of the lifeboat from the stem and not less than 20% of
the length of the lifeboat from the aftermost part of the lifeboat.
The lifeboat shall be fitted with a permanently attached fordable
canopy, which together with rigid covers completely encloses
the occupants of the lifeboat in a waterproof shelter and protects
them from exposure. The canopy shall be arranged that:

it is provided with adequate rigid sections to permit

erection of the canopy;
a can be easily erected by not more than two persons;

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 it is insulated to protect the occupants against heat and cold
by means of not less than two layers of material separated by
an air gap or other equally efficient means; shall be provided
to prevent accumulation of water in their air gap;
its exterior is of highly visible colour and its interior is of a
colour which does not cause discomfort to the occupants;
it has entrances at the both ends and on each side,
provided with efficient adjustable closing arrangement which
can be easily and quickly opened and closed from inside or
outside so as to permit ventilation but exclude seawater,
wind/and or cold, means shall be provided for holding the
entrances securely in the open and closed position;
with the entrances closed, it admits sufficient air for the
occupants at all times;
it has a means for collecting water;
the occupants can escaped in the event of the lifeboat capsizing
the interior of the lifeboat shall be installed in a cabin large enough
to accommodate both the equipment and the person using it.
No separated cabin is required if the construction of the
lifeboat provides a sheltered space.

Totally Enclosed Lifeboats

Enclosure

- Every totally, enclosed lifeboat shall be provided with a rigid

watertight enclosure which completely encloses the lifeboat.

The enclosure shall be so arranged that:

- it protects the occupants against heat and cold;
- access to the lifeboat is provided by hatches which can be
closed to make the lifeboat watertight;
- hatches are positioned so as to allow launching and recovery
operations to be performed without any occupant having to
leave the enclosure;
- access hatches are capable of being opened and closed
from both inside and outside and are equipped with means to
hold them securely in open position;
- it is possible to row the lifeboat;

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- it is capable, when the lifeboat is in the capsized position with
the hatches closed without significant leakage, of
supporting the entire mass of the lifeboat, including all
equipment, machinery and its full complement of persons;
- it includes windows or translucent panels on both sides which
admit sufficient daylight to the inside of the lifeboat
with the hatches closed to, make artificial light unnecessary;
- its exterior is of highly visible colour and its interior of a
colour which does not cause discomfort to the occupants;
- handrails provide a secure handhold for persons moving about
the exterior of the lifeboat, and aid embarkation and
disembarkation;
- persons have access to their seats from an entrance without
having to climb over thwarts or other obstruction;

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.

Figure 8 Layout and general arrangement of enclosed lifeboat.

Compendium PSC & RB 23/120
Lifeboat with a Self-contained Air Support System

A lifeboat with a self-contained air support system shall be so

arranged that, when proceeding with all entrances and openings
closed, the air in the lifeboat remain safe and breathable and the
engine runs normally for a period of not less than 10 min. During
this period the atmospheric pressure inside the lifeboat shall never
fall below the outside atmospheric pressure nor shall it exceed by
more than 2-mbars. The system shall have a visual indicator to indicate
the pressure of the air supply at all times.

Fire-protected Lifeboats

A fire-protected lifeboat when waterborne shall be capable of

protecting the number of persons it is permitted to
accommodate when subjected to continuous oil fire that
envelops the lifeboat for a period of not less than 8 mins.

Lifeboat markings
a. The number of persons for which the lifeboat is approved
shall be clearly marked on it 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.

4.2 Liferafts

Inflatable liferafts

a. The main buoyancy chamber shall be provided into not less

than two separate compartments, each inflated through a non
return inflation valve on each compartment.

b. The floor of the liferaft shall be waterproof and shall be

capable of being sufficiently insulated against cold weather;

Compendium PSC & RB 24/120

c. The life-raft shall be inflated with non-toxic gas. Inflation shall be
completed with a period of one minute at an ambient
temperature of between 18C to 20C and within a period of
3 min. at air ambient temperature of -30C.

d. Each inflatable compartment shall be capable of

withstanding a pressure of equal to at least 3 times the
working pressure and shall be prevented from reaching a
pressure exceeding twice the working pressure either by
means of relief valves or by limited gas supply.

Carrying capacity of inflatable liferafts.

a. The greatest whole number obtained by dividing 0.096 the
volume, measured in cubic meters of the main buoyancy tubes
when inflated; or
b. The greatest whole number obtained by dividing by 0.372
the inner horizontal cross-sectional area of the liferaft
measured in square meters measured to the innermost
edge of -the buoyancy tubes;
c. The number of persons having an average mass of 75kg, all
wearing lifejackets, that can be seated with sufficient comfort
and headroom without interfering with the operation of any
liferaft's equipment.

Containers for Inflatable liferafts

The liferaft shall be packed in a container that is:

a. so constructed as to withstand hard wear under conditions
encountered at sea;
b. of sufficient inherent buoyancy, when packed with the
liferaft and its equipment, to pull the painter from within
and to operate the inflation mechanism should the ship
sink;
c. as far as practicable watertight, except for drain holes in the
container bottom.

The liferaft shall be packed in its container in such a way as to

ensure, as far as possible, that the waterborne liferaft inflates in
an upright position on breaking free from its container.
Compendium PSC & RB 25/120
The container shall be marked with:
a. maker's name or trade mark;
b. serial number;
c. name of approved authority and the number of persons
it is permitted to carry;
d. SOLAS;
e. type of emergency pack enclosed;
f. date when last serviced;
g. length of painter;
h. maximum permitted height of stowage above
waterline (depending on drop-test height and length of
painter);
i. launching instructions.
The liferaft shall be marked with:
maker's name or trade mark;
serial number;
date of manufacture (month and year);
name of approving authority;
name and place of servicing station where it was
last serviced;
number of person it is permitted to accommodate over
each entrance in characters not less than 100 mm in
height of a colour contrasting with that of a liferaft.
Rigid liferafts
The buoyancy of the liferaft shall be provided by approved
inherently buoyant material placed as near as possible to the
periphery of the liferaft. The buoyant material shall be fire-
retardant or be protected by a fire-retardant covering.
The floor of the liferaft shall prevent the ingress of water and
shall effectively support the occupants out of the water and
insulate them from cold.

Carrying capacity of rigid liferafts

a. The greatest whole number obtained by dividing by 0.096 the
volume, measured in cubic meters of the buoyancy material

Compendium PSC & RB 26/120

 multiplied by a factor of 1 minute the specific gravity of that
material; or
b. The greatest whole number obtained by dividing by 0.372 the
horizontal cross-sectional area of the floor of the liferaft
measured in square meters; or
c. The number of persons having an average mass of 75kg, all
wearing lifejackets, that can be seated with sufficient comfort
and headroom without interfering with the operation of any of
the liferafts equipment.

Access into rigid liferafts

At least one entrance shall be fitted with a rigid boarding ramp
to enable persons to board the liferaft from the sea. In the case
of davit-launched liferaft having more than one entrance, the
opposite ramp shall be fitted at the entrance opposite to the
bowsing and embarkation facilities.

Entrances not provided with a boarding ramp shall have

boarding ladder, the lowest of which shall be situated not less
than 0.4 m below the liferafts light waterline.

There shall be means inside the liferaft to assist persons to pull

themselves into the liferaft from the ladder.
Stability of rigid liferafts
Unless the liferaft is capable of operating safely whichever way
it is floating, its strength and stability shall be such that it is
either self-righting or can be readily righted in a seaway and in
one person.
The stability of a liferaft when loaded with its full complement of
persons and equipment shall be such that it can be towed at
speeds of up to 3 knots in calm water.
The liferafts shall be marked with:
name and port of registry of the ship to which it belongs;
makers name or trade mark;
serial number;

Compendium PSC & RB 27/120

 name of approving authority;
number of persons it is permitted to accommodate over each
entrance in characters not less than 100mm in height of a
colour contrasting with that of a liferaft;
SOLAS;
type of emergency pack enclosed;
length of painter;
maximum permitted height of stowage above waterline (drop
test height);
launching instructions.

Davit-launched rigid liferafts

In addition, a rigid liferaft for a use with an approval launching
appliance shall, when suspended from its lifting hook or bridle,
withstand a load of 4 times the mass of its full complement of
persons and equipment.

4.3 Rescue boats

A rescue boat is defined as a boat designated to rescue persons in

distress and to marshal survival craft.

General requirements for rescue boats

1. Rescue boats may be of either rigid or inflated construction
or a combination of both.
2. Not less than 3.8 m and riot more than 8.5 m in length.
Capable of carrying at least five seated persons and a person
lying down.
3. Rescue boats which are a combination of rigid and
inflated construction shall comply with the appropriate
requirements of the regulations affecting rescue boats to
the satisfaction of the Authority.
4. Unless the rescue boat has adequate sheer, it shall be
provided with a bow cover extending for not less than 15% of
its length.
5. Rescue boats shall be capable of maneuvering at speeds up
to 6 knots and maintaining that speed for a period of at least 4
hours.

Compendium PSC & RB 28/120

6. Rescue boats shall have sufficient mobility and
maneuverability in a seaway to enable persons to be
retrieved from the water, marshal life rafts and tow the
largest liferaft carried on the ship with its full complement
of persons and equipment or its equivalent at a speed of at
least 2 knots.
7. A rescue boat shall be fitted with an inboard engine or
outboard motor. If it is fitted with an outboard motor, the
rudder and the tiller may form part of the engine.
8. Arrangements for towing shall be permanently fitted in rescue
boats and shall be sufficiently strong to marshal or tow liferafts
as required in item 6 above.
9. Rescue boats shall be fitted with weather tight stowage for
small items of rescue equipment.

Rescue boats should be constructed in a manner to provide

adequate stability and with inherent strength to withstand
launching, their internal capacity being established by similar
means as with lifeboats. Access should be such as to permit
rapid boarding by individuals and also allow persons to be
retrieved from the sea or brought aboard on stretchers.

Rescue boat equipment

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 lashings, storage in lockers or
compartments, storage in brackets or similar mounting
arrangements or other suitable means. The equipment shall be
secured in such a manners as not to interfere with any
launching or recovery procedures.

1. Sufficient buoyant oars or paddles to make headway in calm

seas. Thole pins, crutches or equivalent arrangements shall be
provided for each oar. Thole pins or crutches be attached to
the boat by lanyards or chains.
2. A buoyant bailer.
3. A binnacle containing an efficient compass which is luminous
or provided with suitable means of illumination.

Compendium PSC & RB 29/120

4. A sea anchor and tripping line with hawser of adequate
strength, and not less than 10 meters in length.
5. A painter of sufficient length and strength, attached to the
release device complying with the regulations, to enable the
forward painter to be released under tension.
6. One buoyant line, not less than 50 meters in length, of
sufficient strength to tow a liferaft as required by the
regulations.
7. One waterproof electric torch suitable for Morse signaling,
together with one spare set of batteries and one spare bulb
in a waterproof container.
8. A whistle or equivalent sound signal.
9. A first aid outfit in a waterproof container capable of being
closed tightly after use.
10. Two buoyant rescue quoits, attached to less than 30 meters of
buoyant line.
11. A searchlight capable of a light coloured object at night
having a width of 18 meters at a distance of 180 meters
for a total period of 6 hours and of working continuously
for at least 3 hours.
12. An efficient radar reflector.
13. Thermal protective aids, complying with the regulations
and sufficient for 10 % of the number of persons the rescue
boat is permitted to carry or tow, whichever is the greater.

Additional equipment requirements for rescue boats

Every rigid rescue boat shall include with its normal equipment:
A boat hook
A bucket
A knife or hatchet

Every inflated rescue boat shall include with its normal equipment:
A buoyant safety knife
Two sponges
An efficient manually operated bellows or pump
A repair kit in a suitable container for repairing punctures
A safety boat hook.

Compendium PSC & RB 30/120

Inflated rescue boats additional requirements

Hull strength
A rescue boat of the inflated type should have sufficient
strength to withstand launch and recovery from its bridle or
suspension hook arrangement, when in the inflated
condition and loaded with its full complement. At the
present moment they do not have to have fire retardant
properties.

Construction
The construction should be such as to be able to withstand
exposure on an open deck of a ship for a period at sea or for
30 days afloat in all sea conditions. Rubbing strips should also
be fitted to the vulnerable areas of the bottom and sides to the
satisfaction of the Authority.

Buoyancy
This must be provided by a single tube which is divided into at
least five subsection compartments, each of approximate equal
volume. Alternatively, two tubes, separated, where neither of
the tubes exceeds 60% of the total volume.

When the rescue boat is in the inflated condition, and the

buoyancy tubes form the boundary of the boat, the total
volume should be not less than 0.17 m3 for each person that the
boat is permitted to carry,

Each buoyancy compartment must be fitted with a non-return

valve which will allow manual inflation. Means of deflation should
also be provided. The Authority may consider that a safety
relief valve is necessary and this would also be fitted if required.

In the event of a single compartment becoming damaged,

the intact buoyancy should be capable of supporting the full
complement of the boat.

Operational fitments
Securing patches must be provided for the fitting of painters fore
and aft, and for the securing of becketed lifeline both inside and
Compendium PSC & RB 31/120
outside the boat. If a transom stern is a feature of the
construction then it may not inset by more than 20% of the boat's
length.

Rescue boats should at all times be maintained in the inflated

condition and kept ready for immediate use.

*Passenger Ships (Additional requirements)

Survival crafts and Rescue Boats

Survival Crafts

Passenger ships engaged on international voyages which are

not short international voyages shall carry:
partially or enclosed lifeboats on each side of such
aggregate capacity as will accommodate not less than
50%if the total number of persons onboard. The substitution of
lifeboats by liferafts of equivalent shall never be less
than sufficient lifeboats on each side of the ship to
accommodate 37.5% total number of persons on board.
in addition, inflatable or rigid liferafts of such aggregate
capacity as will accommodate at least 25% of the total
number of persons on board. These liferafts shall be
served by at least one launching appliance on each
side.

1.1 Passenger ship engaged on short international voyages

and complying with special standards of subdivision shall
carry:

partially or totally enclosed lifeboats of such aggregate

capacity as will accommodate at least 30% of the total
number of persons on board and be equally distributed
on each side of the ship.
in addition, inflatable or rigid liferafts of such
aggregate capacity will accommodate at least 25% of the
total number of persons on board and served by at least
one launching appliance on each side capable of being
used on both sides.
Compendium PSC & RB 32/120
All survival craft required to provide for abandonment by
the total number of persons on board shall be capable of
being launched with their full complement of persons and
equipment within a period of 30 min from the time the abandon
ship signal is given.

1.2 Passenger ships of less than 500 gross tonnages where the
total number of persons on board is less than 200, may
comply with the following:
shall carry on each side of the ship, inflatable or rigid
liferafts;
liferafts are stowed in a position providing for easy
side-to-side transfer at a single open deck level
rescue boat or enclosed lifeboat, have the total capacity
available on either side of the ship of at least 150% of
the total number of persons on board;
any one survival craft being lost or rendered unser-
viceable, there shall be sufficient survival craft available
for use
a marine evacuation system may be substituted for the
equivalent capacity of liferafts and launching appliances.

Rescue Boats
passenger ships of 500 gross tonnage and over shall
carry at least one rescue boat on each side of the
ship.
passenger ships of less than 500 gross tonnage shall
carry at least one rescue boat,
a lifeboat may be accepted as a rescue boat provided
it also complies with the requirements for a rescue
boat.

Cargo Ships (Additional requirements)

Cargo ships shall carry;

one or more totally enclosed lifeboats of such

aggregate capacity on each side of the ship as will
accommodate the total number of persons on board;
Compendium PSC & RB 33/120
 in addition, one or more inflatable or rigid liferafts
stowed in a position for easy side-to-side transfer
if the liferafts are not stowed in a position, the total
capacity available on each side be sufficient to
accommodate the total number of persons on board.

Cargo ships may carry:

one or more free-fall lifeboats, capable of being
launched over the stern of the vessel

With the exception of the survival craft, all survival craft

shall be capable of being launched with their full
complement of persons and equipment within a period of
10 min from the time the abandon ship signal is given.

Chemical tankers and gas carriers carrying emitting toxic vapours or

gases shall carry lifeboats with self-contained air support
system.

Oil tankers, chemical tankers and gas carriers carrying

cargoes having a flashpoint not exceeding 60C shall carry fire-
protected lifeboats.

Rescue Boats

Cargo ships shall carry at least one rescue boat. A lifeboat may be
accepted with the requirements for a rescue boat.

In addition to the lifeboats, all cargo ships constructed

before 1 July 1986 shall carry:
one or more liferafts capable of being launched on
either side of the ship and will accommodate with the total
number of persons on board
in addition to the liferafts, a liferaft stowed as far
forward or aft, or one as far forward and or aft, is
reasonable and practicable. May be securely fastened so as
to permit manual release.

Compendium PSC & RB 34/120

 Figure 9. Liferaft launching poster.

Chapter 5

Launching Arrangements

5.1 Boat davits

Gravity Davits

Gravity davits are any davits which use the weight of the boat to
do the work required to launch the boat over side, they may
operate on pivots or have the carriage mounted on roller-track
ways which are fixed either to the deck or overhead. The boat is

Compendium PSC & RB 35/120

 launch by lifting of a brake handle. The brake is required to apply
itself automatically immediately the handle is released by the
brake operator. These davits are all fitted with air rope falls and
winches. On ships constructed after 1st July 1986 they are
required to be capable of launching a survival craft or rescue
boat against an adverse list of 25 degrees. They are required to
be fitted with tricing pendants and keep the survival craft
alongside. The tricing pendants must always be released and the
weight of the boat transferred to the falls before persons are
embarked in the boat.
Gravity davits are provided with a safety device which will
prevent the davits from operating while it is in position. This
device usually takes a form of trigger to which the gripes are
attached and is so adjusted that while gripes are on, the davit
cannot operate. In addition, holes are normally provided into
which the bolt can be shipped to prevent the davits being
inadvertently operated in port. These bolts, known as harbour
safety pins are to be shipped only in port.

The Welin Devon overhead type gravity davit has a moving

embarkation platform on which the controls are mounted,
incorporated in the davits which are mounted on roller tracks.
Embarkation can be undertaken when the boat is stowed or at
any point between stowed and full outreach positions. Until the
actual lowering of the boat into the water it is rigidly held in the
davit carriage and cannot rock or sway under any circumstances,
even when the ship is going to full speed. No tricing pendants or
bowsing-in tackles are required and the launching can be done
by a single operator either from within the lifeboat or from the
platform.

Luffing Davit

Luffing davit require the boat to be taken from inboard to outboard

by turning of a worm screw, or a telescopic screw. These davits are
required to be able to launch a boat against an adverse list of 15
degrees, and fitted in pairs. The boat normally rest in chocks at deck
level and is firmly held down by means of deck gripes.

Compendium PSC & RB 36/120

Normally wire rope falls are fitted, but under certain circumstances
manila rope falls may be used. Manila rope falls attached to lifeboat
24 ft. (7.4M) in length and over must be rove in a three fold
purchase, the hauling part of a fall being rove through the centre
sheave, to avoid the weight of the boat tipping the block. Where
manila rope falls are fitted, the falls need only be set tight before
turning out the boat. There is no need to hoist the boat first,
because a step in incorporated in the chocks to allow a slight drop of
the boat as it is swung out, and so take up any slack that might be
left after the falls have been hove tight. Sisal and man-made fiber
rope falls are not normally acceptable.

As the boat is sitting in chocks there is no need for harbour safety

pins or other safety device, and these are not therefore fitted,
neither are tricing pendants either fitted or necessary. It is however,
very important that the davits are turned either in or out evenly or
together. A means of bowsing in the boat must be provided.

Single Arm Davits

Single arm davits are mechanically controlled and are required

to be fitted with air falls and the winch. They may be fitted on
the stern of small vessels attached to the lifeboat. Rigid boats
will be secured in chocks and griped down to the deck. Inflated
boats will be secured at an approved position by approved
fastenings. Single arm davits attached to the boat 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 are to be in the boat while it is being launched.
Survivors join the boat when it is afloat.
Single arm davits may be also be placed amidships for the
launching and recovery of inflatable boats and for the
launching of liferafts. When intended for use with liferafts, the
fall is required to have a tricing line attached for the purpose of
recovering the hook after a liferaft has been launched, without
turning the davit inboard. In lieu of a winch, some single arm
davits intended for launching liferafts will be fitted with a
spring motor for automatic recovery of the fall.

Compendium PSC & RB 37/120

 Figure 10 A single davit ready for use in launching a lifeboat.

Figure 11 Launching a liferaft using a single-arm davit.

Compendium PSC & RB 38/120

Single arm davits intended for use with liferafts shall be capable of
launching the liferaft when the ship is listed 20 degrees either
way on vessels constructed after 1st of July 1986, or 15 degrees
on other vessels.

Release mechanism

Every lifeboat to be launched by a fall or falls shall be fitted with a

release mechanism, which complies with the following:

a. The mechanism shall be so arranged that all hooks release

simultaneously.
b. The mechanism shall have two release capabilities, namely:
A normal release capability which will release the craft
when water-borne or when there is no load on the hook.
An on-load release capability which will allow the
release of the craft when load is on the hooks. The
release mechanism should be adequately protected
against accidental or premature use
c. The release control should be clearly marked in a contrasting
color.
d. The mechanism shall be designed with a safety factor of 6
based on the ultimate strength of materials used, assuming
the mass of the boat is equally distributed between falls.

Maintenance of lifeboat falls

Different authorities stipulate set times when falls should be

'end of ended' and/or renewed. In the case of recommended IMO
practice, falls should be end for ended at not more than 30 month
intervals and renewed when necessary or at interval not
exceeding 5 years.

Release Gear for Survival Craft

1. Automatic release hooks for use with davit-launched liferaft.

2. Disengaging gear which incorporates on-load simultaneous
release mechanisms for lifeboats and rescue boats.
3. Disengaging gear which launch in the off-load mode.

Compendium PSC & RB 39/120

The terms on load/off load are defined as follows:

(i) On load. Disengaging gear which is fitted to lifeboats and

rescue boats designed to be activated when the boat has been
lowered to the water and is waterborne, whether or not load is
being applied to it by the ship or the sea.

(ii) Off load. Disengaging/release mechanisms used for lifeboats,

and automatic release hooks used for liferafts which are designed
to be activated when the load supplied to them has been
removed, i.e. when the survival craft has become waterborne.

Service of release gear

The purpose of fitting this type of release gear is to ensure the

safe release and launching of survival craft. The premature
release of any survival craft could have serious implications for
the occupants of the craft.

Regular servicing and proof testing of release equipment has now

also become a requirement and the following should be complied
with:

1. Automatic release hooks for liferafts at interval of 2 1/2 years

and 5 years.
2. On load/off load disengaging gear at intervals not exceeding 5
years.

Release equipment for survival craft should be regularly

maintained and the crew members of boats should be
adequately trained in its use. .

The davit-launched liferaft system is designed to be a speedy

method of evacuation for would-be survivors. The obvious
advantage over the inflatable raft is that persons can board in
a dry condition without running the risk of having to enter the
water, bearing in mind that the body loses heat approximately 26
times faster in water than when in a dry condition.

Compendium PSC & RB 40/120

 Figure 12 On-load release mechanism.

Figure 13 Pivot gravity davit.

Compendium PSC & RB 41/120

5.2 Liferaft davits

5.2 Liferaft davits

The davit-launched liferaft system is designed to be a speedy method of

evacuation for would-be survivors. The obvious advantage over the inflatable
raft is that person can board in a dry condition without running the risk of
haying to enter the water, bearing in mind that the body loses heat
approximately 26 times faster in water than when in a dry condition. Also
casualties can be lifted directly into the raft at the embarkation deck level
without the risks of getting close to the surface.

Its operation usually takes the form of several rafts stowed in racks. These can
be launched by recovery of the falls/hook by means of the tricing line without
the necessity for turning the davit back inboard for each raft. The fall returns
to the embarkation deck level after each launch by the fact that it is wound to
a spring-loaded drum.

Great care should be taken with every system and the manufacturer's
instructions closely followed. There is a real danger of confusing similar types
of system, and causing inflation at the wrong moment could cause
bowsing lines to part and damage the raft and render the raft incapable
of use in the intended way.

Checks by personnel prior boarding.

1. Ensure that no person is in possession of, or wearing any sharp

objects that may puncture or damage the liferaft.
2. Ensure that the liferaft is well ventilated of excess C02 gas before
allowing persons to enter.
3. When boarding, load the raft in a stable manner with persons on
each side with their feet into the center.

5.3 Rescue boats davits

Rescue boats davits

- gravity davits
- luffing davits
- single-arm davits

Compendium PSC & RB 42/120

 The rescue boats launching appliance shall be fitted with a
powered winch motor capable of raising the rescue boat
from the water with its full complement of persons and
equipment
It should be kept at a continuous state of readiness for
launching in not more than 5 minutes and be stowed in a
suitable position to allow launch and recovery
Foul weather recovery strops shall be provided for safety if
heavy fall blocks constitute a danger
If the boat is also a lifeboat, and other lifeboats can be
boarded and launched from an embarkation deck, the
arrangements shall be such that the rescue boat can also be
boarded and launched from the embarkation deck

5.4 Free-fall

Launching appliances for free fall lifeboats

Every free-fall launching appliance shall comply with

the applicable requirements and, in addition, shall
comply with the requirements.
The launching appliance shall be designed and
installed so that the lifeboat serves to operate as a
system, to protect the occupant from harmful
acceleration force, and to ensure effective clearing of
the ship as required.
The launching appliance shall be designed and
arranged so that, in its ready-to-launch position, the
distance from the lowest point on the lifeboat it serves
to the water surface with the ship in its lightest
seagoing condition does not exceed the lifeboat's
free-fall certification height.
The launching appliance shall be arranged so as to
preclude accidental release of the lifeboat in its
unattended stowed position.
The means provided to secure the lifeboat cannot be
released from inside the lifeboat, it shall be so
arranged as to preclude boarding the lifeboat without
first releasing it.

Compendium PSC & RB 43/120

 The release mechanism shall be arranged so that at
least two independent actions from inside the lifeboat
are required in order to launch the lifeboat.
If the secondary launching appliance is not dependent
on gravity, store mechanical power or other manual
means, the launching appliance shall be connected
both to the ship's main and emergency power
supplies.
The secondary means of launching shall be equipped
with at least a single off-load capability to release the
lifeboat.

5.5 Float-free arrangements

Hydrostatic Release: Method of Operation

The hydrostatic release unit (HSU) is an extension of the securing
lashings over the inflatable liferaft. Should the vessel suffer a
disaster and subsequently sink the release unit will
automatically activate under the surface of the water.
Operation of the unit takes place at a depth of not more than 4
meters, where the pressure is sufficient to release the drawbolt.

Once the drawbolt is released the web straps no longer retain the
raft canister in the cradle. The liferaft is free to float clear to
the surface. The painter is extracted as the raft rises clear of the
sinking vessel.

Inflation can be expected to take place on the surface only when

the painter is fully extended and the canister starts to snatch over
the painter's length.

Servicing of hydrostatic release units

Hydrostatic release units shall be serviced at intervals not exceeding

12 months. However, in cases where it appears proper and
reasonable, the Authority may extend this period to 17 months.
Servicing must be carried out at a competent servicing station, by
properly trained personnel.

Compendium PSC & RB 44/120

 Figure 14 Liferaft operations: hydrostatic release method.

5.6 Marine evacuation systems

1. Construction of the marine evacuation systems

The passage of the marine evacuation system shall provide for
descent of persons of various ages, sizes and physical capabilities,
wearing approved lifejackets, from the embarkation station to the
floating platform or survival craft. The platform, if fitted, shall be:

such that sufficient buoyancy will be provided for the

working load.
stable in a seaway and shall provide a safe working area for
the system operators;
sufficient area that will provide for the securing of at least
two liferafts for boarding and to accommodate at least
the number of persons expected to be on the platform
self-draining;
subdivided in such a way that the loss of gas from any
one compartment will not restrict its operational use as a
means of evacuation.

Compendium PSC & RB 45/120

 fitted with a stabilizing system
restrained by a bowsing line or other positioning systems
which are designed to deploy automatically and, if
necessary, to be capable of being adjusted to the position
required for evacuation; and
provided with mooring and bowsing line patches of
sufficient strength to securely attach the largest inflatable
liferaft associated with the system.

2. Performance of the marine evacuation system

A marine evacuation system shall be:

capable of deployment by one person;

enable the total number of persons for which it is designed,
to be transferred from the ship into the inflated liferafts
within a period of 30 min in the case of a passenger ship
and of 10 min in the case of a cargo ship from the time the
abandon ship signal is given;
arranged such 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;
capable of being deployed from the ship under
unfavorable conditions of trim of up to 10 and list of up to
20 either way;
fitted with an inclined slide
evaluated for capacity by means of timed evacuation
deployments conducted in harbour;
capable of providing a satisfactory means of evacuation in a
sea state associated with a wind of force 6 on the Beaufort
scale;
designed to, as far as practicable, remain effective under
conditions of icing; and
constructed that only a minimum amount of routine
maintenance is necessary

Launching and operating instructions shall be marked on or in

the vicinity of the container.

Compendium PSC & RB 46/120

 Figure 15 Marine Escape System.

Marking on marine evacuation systems

The marine evacuation system shall be marked with:

.1 maker's name or trade mark;
.2 serial number;
.3 date of manufacture (month and year);
.4 name of approving authority;
.5 name and place of servicing station where it was last
serviced, along with the date of servicing; and the
capacity of the system.

New developments in evacuation methods

Marine escape slide

Escape slide systems have evolved over the last decade for
high freeboard vessels. They were initially fitted to ferries and
passenger ships where the high speed of escape suited the heavy
numbers of passengers and crew personnel.

Compendium PSC & RB 47/120

Slide methods are normally designed as either single or
double track and incorporate a disembarkation platform one
deployed.

Inflation of the slide is done from the inside of the vessel, in

the event of an emergency. The system is a speed means of
evacuating numerous personnel in an emergency.

Figure 16 Marine Evacuation System.

Compendium PSC & RB 48/120

 Chapter 6

Evacuation and recovery of survival craft and rescue boats

6.1 Launching

Lifeboat

The most difficult operation in handling lifeboats is launching,

including embarkation of passengers and crew. To achieve this
safely and efficiently, frequent drills are necessary so that each crew
members learns his duties and the order in which they must
performed. Training should be so thorough that the crew performs
correctly despite any confusion or excitement. For these reasons,
weekly drills are required.

For boats handled by gravity davits, a different sequence is

necessary. This is as follows:
1. Remove boat cover and its supporting ridgepole. Put cap on
drain. Lead sea painter forward, and make fast outboard and
clear of all obstructions..
2. Release gripes.
3. Raise winch brake handle, and davits with suspended boat
should roll to the outboard position. Lower away to
embarkation deck. In the case of enclosed lifeboat
embarkation should be at stowed position. The tricing
pendant will bring the boat to the side of the ship. The brake
should be put on before the tricing lines take all the weight.
4. Before passengers and crew enter the boat at the
embarkation deck, frapping lines should be passed and hove
taut. With all aboard seated, the hooks on the tricing wires
should be released and the boat eased outboard by slacking
frapping lines. Releasing the tricing wires without observing
these precautions will allow the boat to swing out violently,
risking a spill of occupants over the side.

On some U.S. flag ships that were built in foreign countries bowsing
tackles may be used instead of frapping lines. These accomplish the

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same purpose as frapping lines, but are tended from the lifeboat
rather than from the embarkation deck of the parent ship.
Frequently two-folded purchases are used. The advantage is that
only the brakeman need remain aboard ship is that bowsing tackles
are cumbersome, and more gear must be stowed in the lifeboat.

5. 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 lowered by mechanical davits.
6. If ship is pitching as well as rolling, frapping lines should have a
fore and aft as well as thwart ships lead. In rough weather, the
boat crew may have to fend off from ship's side as the ship
rolls and fenders made of mattresses or other available
materials used to cushion impacts.
7. When the boat is in the water, the lifeboat man in charge
should turn the releasing gear. Boat can then be held
alongside with painter so that men who remained aboard to
lower can climb down a ladder into boat to abandon ship. If
the boat cannot be kept alongside because of rough weather,
these men can throw heaving lines to the boat; then with one
end secured to them so they can get into water and be pulled
aboard the boat.

Launching Procedures

The following procedure is used during launching of lifeboats. The

coxswain orders the boats crew to Line Up and Number Off.
1. No's 1 and 2 Release the gripes.
2. Nos 1 and 2 then climb up the ladders and null the release
gripes clear of the boat. Checks that harbour pins or davit arm
securing hook have been removed.
3. No's 1 and 2 into the boat. Always embark and disembark
amidships.
4. No. 1 Pass out the painter.
5. No. 1 Passes out the toggle painter to No. 4 who takes it
forward and secure it to the crucifix, then standby. Report
that the painter is fast to the coxswain.
6. Passenger and children can now safely board the boat.

Compendium PSC & RB 50/120

7. No. 3 Lower away. At this stage the coxswain should make
sure that the people in the boat are fastened with seat belt
and shoulder harness.

Recovery Procedures

1. No. 3 Hoist away.

2. No. 3 presses the ON" switch until the blocks are about one
foot apart. The coxswain will shout STILL as soon as the
blocks reach that position.
3. No. 1 Lower to embarkation deck. Make sure that the boat is
safely alongside the embarkation deck.
4. No. 4 must release the painter and, on the order: PASS
PAINTER IN, pass it to No. 1 in the boat, who coils it down
right-handed.
5. No's 1 and 2 Out of the boat. Always disembark amidships.
6. No. 3 Hoist way. The limit switch will automatically switch off
winch operator two feet from the stowing position.
7. No's 3 and 4 Ship the hand crank end hoist the boat into the
stowage position. When in position, unship the hand crank
and return it to the stowage bracket.
8. Nos 1 and 2 Re-position pin and re-connect gripes over the
boat.
9. No. 3 Lower boat until roller is rested over harbour pin.
10. No. 1 and 2 Adjust tensions of gripes.
11. Coxswain conduct muster and secure from drills.
NOTE: Two red bands painted around the davit arms show that the
d a v i t ' s safe working load is not enough to take the
weight of the boat with a full complement aboard. Only
B o a t ' s Crew No. 1 and 2 should be in the boat when it is
lowered. The rest of the crew will embark by side ladders
when the boat is water-borne.

Liferaft

Launching Procedure for the Davit-Launched Liferaft

1. Manhandle the liferaft in its canister/valise to a position of

launching, alongside the structure and under the davit head.

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2. Remove any side protective rails and check that the over side
and surface level are clear of obstructions and other survivors.
3. Lower the release hook to the liferaft. Withdraw the ring/shackle
from inside the raft canister and secure the hook to the ring.
Close the hook and check that it is locked in the safe indicated
position.
4. Extract the container retaining lines from the canister, and
secure them to the vessel structure, either side of the launching
position.
5. Extract the bowsing lines and secure them to the deck cleats
provided.
6. Extract a length of the long rope painter and secure it to a fixed
anchor point on the vessel structure.
7. Pull out a short length of the webbing painter.
8. Hoist the liferaft toward the davit head and clear of the deck.
Turn out the davit arm overside, to an appropriate angle to suit
the size of liferaft being used.
9. Inflate the liferaft by pulling sharply on the full length of the
webbing painter. Both the line painter and the webbing painter
will cause the liferaft to inflate, but the shorter webbing painter
cuts out the length of the line painter to allow immediate
inflation. The line painter is supplied for use in the event that the
liferaft has to be thrown overboard in the manner of an
inflatable by reason that the davit is inoperable.
10. Tension up on the bowsing lines and secure the boarding flap.
11. Board personnel in an orderly manner observing all checks: such
as:
Ensure that no person is in possession of, or wearing
any sharp objects that may puncture or damage the
liferaft.
Ensure that the liferaft is well ventilated of excess CO2
gas before allowing persons to enter.
When boarding, load the raft in a stable manner with
persons on each side with their feet into the center.
12. Once the raft is fully loaded, release the boarding flap, the
bowsing lines and the short webbed painter and throw all parts
into the entrance of the raft.

Compendium PSC & RB 52/120

13. Lower the liferaft to about 2 meters above end clear of the
water surface.
14. The person in charge of the liferaft should at this point activate
the release lock of the hook by pulling smartly on the knobbed
cocking lanyard.
15. This liferaft is lowered to the surface and is automatically
released from the hook as the craft becomes waterborne and
the effects of buoyancy remove the weight from the hook. Cut
the painter line and maneuver the raft away and clear.

6.2 Clearing the ship's side

.1 Lifeboat
Once the lifeboat is in the water with the crew and the passengers
on board, the most important is maneuver to get away from the
side of the ship as soon as possible. Even in calm sea, the crew and
the boat can suffer injuries cause by the boat and ship banging
against each other because of the wave action.
If the ship still has way on, the painter can be used to keep the
boat clear of the ship by heaving on it then letting it go later.
If the ship is stopped, the boat can get clear using the boat hook
fend off and rowing when clear.
If the boat has an engine, care should be taken to see that the
propeller is clear to the floating debris before using it.
Once clear of the ship and out of danger, the lifeboat should stay
in the vicinity in order to pick up as many survivors as possible.
If it seems that the rescue services will be slow in arriving, the
person in charge of the lifeboat should organize the duties and
keep up the morale of the occupants.
It should be kept in mind that the rescue ships will use the
radar to find the boats, so the radar reflector and any metal
object which offer a good reflecting surface may be used.

.2 Lifeboat under oars

As the boat is being lowered, the coxswain gives the order
TOSS OARS; each oarsman takes an oar, raises it vertically, with
the loom resting on the bottom boards, and the blade in a
fore-and aft direction. This is to get the oars clear of passengers
and ready for use.
Compendium PSC & RB 53/120
The blades are fore-and-aft to prevent the wind snatching at them or
the catching them as the boat goes into the water and the: oars put out.

When the boat is in the water the orders are given, LET GO AND BEAR
OFF, DOWN-BOARD OARS. The bowman pull out the toggle and releases the
painter, then fends off with the boat hook, the outboard oarsmen ship
their crutches and lower their oars into them, and holds them at right
angles to the gunwale with the blades "feathered" parallel to the
water, stroke oars; ships tiller as soon as the blocks are clear of the
boat.

When clear of the ship's side the bowman boats; the boat hook
point forward and with the point put carefully down below the
gunwale. If this is not down in this way, should the boat go
alongside another boat or raft the point could injure someone in the
other boat. Then the order DOWN INBOARD OARS is given.

The coxswain's next order depends upon which direction he wants

to take, maybe "GIVE WAY TOGETHER", at which all oarsmen pull on
their oars in time with the "stroke", or it maybe "(GIVE WAY PORT"
OR" GIVE WAY STARBOARD" depending upon whether the
coxswain wishes to increase the rudder action and turn the boat
sharply to starboard or port respectively.

Pulling on the port oars will turn the boat sharply to starboard and
vise versa. The coxswain, during the exercise, can give the order
OARS, upon which the oarsmen cease to pull out, keep the oars out,
for resting the crew, changing the oarsmen, or letting the boat drift.

Nothing looks worse than a ship boat under oars which is being
handled incompetently, with the oarsmen at sixes and sevens "
even if they are keeping good tire with the stroke oar, however, if
some are "feathering" their oars and others are not, a favorable
impression is not created upon even a casual, non-nautical observer.

In rowing, as in most other forms of activity, there is a right way and

wrong way of doing about things, and the following points should
be borne in mind.

Compendium PSC & RB 54/120

 1. The oarsmen should be seated amidships on the thwart,
facing aft with both feet braced firmly against the foot rest.
2. The loom of the oar is grasped firmly with both hands, the
hands being in line with the shoulders. The Shaft of the oars
rest in the crutch and the blade is horizontal i. e. feathered .
3. The position of each oar should be adjusted relative to that
of the stroke.

A. Coxswain's orders after boat is lowered

Stroke Oar (No. 10) ships the tiller as soon as the blocks are clear of
the boat, and the coxswain gives the order;
1. Toss Oars = Each oarsmen takes an oar, raises it vertically with
the loom resting on the bottom boards between his feet and
the blade in a fore and aft direction.
2. Let go bear off = The bowman pulls out the toggle and release
the painter, then fends with the boat hook. The coxswain
order, when the boat is clear of the ships side is:
3. Down Oars = Oarsmen slip their crutches, lift their oars slightly
and then lower them gently into the crutches, the blades
being feathered and the entire oar at right angles to the
gunwales.

The coxswain next order depends upon the direction of the boat's
head relative to the proposed course he may order;

4. Give Way Together = All oarsmen pull in their oars taking their
time from the stroke.
5. Give Way Port or Give Away Starboard = Depending upon
whether the coxswain wishes to supplement rudder action
and turn the boat sharply to starboard or port respectively.
(Pulling on the port oars, of course turn the boat sharply to
starboard and vice versa). During the exercise the coxswain
may give the order -
6. Oars = Oarsmen ceases pulling, but keep their oars out.

This is given either for the purpose of resting the crew relieving
oarsmen, or for letting the boat drift.

Compendium PSC & RB 55/120

B. Coxswain Orders When Maneuvering a Rowboat:

1. Standby the oars = Lift oars off thwarts, place blades flat on
the forward gunwales, push oars forward until handle is over
respective thwarts.
2. Up Oars = Lift oars to vertical position. Trim blades fore and
aft with handle resting on the footings.
3. Let fall = Let oars fall into rowlocks, using crook or outboard
arm to control the oars. Trim horizontally with blades
trimmed fore and aft.
4. Give Way = Blades of oars are moved forward and dipped
about half way into water and stroke started. At the end of
stroke, blades are feathered fore and aft and push forward,
and another stroke is made.
5. Oars = Complete the stroke, stop rowing, hold blades flat;
trimmed fore and aft.
6. Back Water = Row in astern motion.
7. Hold Water = Complete the stroke, stop rowing dip blades
about half way into water and hold water to stop the way on
the boat.
8. Stern All = When rowing in ahead motion, complete the
stroke, and then commence to back water, gradually
increasing the depth of immersion of the blades.
9. Way Enough = When rowing in the ahead motion, complete
the stroke, raise oars with crook of elbow to about 30
degrees, swing blades forward, and place oars in the boat.
10. Toss Oars = Complete the stroke, come to " oars " raise the
oars smartly to the vertical, rest handles on the footings and
trim blades fore and aft.
11. In Bows- = The bowmen complete the stroke, swing their
oars forward and boat the oars, then stand by with boat
hooks or to receive the sea painter or boat rope.
12. Boat the Oars = From oars or from " toss oars " place the
oars in the boat with blades forward.
13. Out Oars = Place oars in rowlocks directly from the boat
position or from "standby oars'* position.

Compendium PSC & RB 56/120

 14. Standby to give way = Term used in receiving. The blades are
pushed to forward position and slightly dipped ready for an
instant start.
15. Give Port/Backwater Starboard/Give Way Port/Hold Water
Starboard = These orders are given to turn the boat without
making way ahead or astern They will result in turning the
boat with slightly headway.
16. Trail Oars = At this command, the blades of the oars are
brought alongside the boat and left trailing in the water in
single banked boats fitted with swivel rowlocks.

C. Coxswain's Orders When Coming Alongside.

1. Bow or Alternatively Standby Bowman = The bowman cease

pulling, Boat oars, unships crutch, and standby. The rest of
the oarsmen continue to pull.

This order is given when the boat is approaching the ship.

2. Oars to Way Enough = The crew take on stroke after the
order has been given, then cease pulling keeping their oars
out, blade parallel with the waterline. On the other hand, it
may be necessary side to keep pulling, and the other in this
case would be "Oars port or Oars Starboard.

This order is given when the boat has sufficient way.

3. Hold Water = The oars are put in the water and the oarsmen
presses his body against the loom. This checks the boat
progress through the water.
4. Backwater port and/or Starboard Oars = It may become
necessary to some stage of the exercise to propel the boat
astern in which case oarsmen backwater, which means
pushing the oars through the water instead of pulling
movement. Again it may be necessary to maneuver that the
boat alongside by, say port oarsmen pulling and starboard
oars back-watering.
5. Toss Oars = Usually when coming alongside this order is
qualified by the addition of port or starboard, because the
coxswain should take first opportunity of getting inboard on
that side of the boat, which is going to lie against the ship.

Compendium PSC & RB 57/120

 6. Thus if a boat were going to lay port side to the order might
be Toss Oars Port", followed soon afterwards by "Boat
Oars Port". On the first order being given the oars would be
tossed, and on the second oars would be laid on the side
benches and the crutches unshipped.
7. Boat Oars = The oars are laid in the boat on the side benches
with their blades forward by each man in turn, starting from
forward.

6.3 Marshalling liferafts and rescuing survivors from the sea

a. Rescue boats should be used to marshal Iiferafts clear and pick

up survivors and persons in the sea.
b. All rescue craft involved in an incident have two main
objectives:
o to search, find and recover survivors and transfer them to
a 'safe haven';
o to collect and assemble survival craft in an area clear of
the immediate dangers of gas, fire, explosion or collision.

In order to successfully fulfill both these functions the well-being of

the boat must bear the highest priority, in order to remain effective.
Coxswain and their crews need to keep a sharp lookout for survivors
and debris especially when operating at high speed. Once survivors
are located their recovery into the boat should be in a horizontal
manner. The recovery of an average 11 stone man (154 lb), who may
or may not be conscious, is not an easy task for an untrained person,
and if carried out with an individual who is suffering from
hypothermia the wrong posture for entry could very well kill the
casualty.

Many recovery aids are entering the commercial market at the

present time, one of which, the Jason's Ladder, operates on the
principle of par buckling the casualty over the collar into the boat.
Rescue nets; may also be used, but these require a degree of self-
help unless employed in the same manner as the Jason's Ladder.
Whatever method is employed, the higher the freeboard of the
craft, the more difficult the recovery task.

Compendium PSC & RB 58/120

Survivors wearing thermal suits may very well be found to be
floating at a different angle from the conventional angle of 45
which is to be expected with a fixed buoyancy lifejacket Air will
inevitably be trapped at various locations in the suit and will affect
the final flotation angle. When survival craft are assembled together
they not only provide a larger target for location purposes, but also
allow resources be pooled. However, unless they are assembled and
joined in a secure manner sea conditions will cause separation and
make the task of recovery that much harder.

It is recommended that at least a 10 metre length of strong rope

should be employed between boats and rafts. This length should
prevent the craft snatching at the line and causing it to part in bad
weather conditions. The securing of the line to rigid survival craft
(boats) tends not to loose a major problem because most boats are
fitted with lifting hooks used for the davit falls, situated at each end
of the craft.

6.4 Recovery of survival craft and rescue boats

.1 Coming alongside under power

The uncontrollable factors of tide, sea state, swell and general

weather conditions should be taken into full .account before
any approach is made. In normal circumstances the approach
should be made head to wind and sea, or head to tide,
whichever has the greater effect on the handling of the craft.

The angle of approach varies depending on the force of the

weather but can normally be expected to be around the 45 -
60 mark. A steeper angle to the wind effectively reduces the
windage that the craft will experience.

The power applied should be such as to overcome he

prevailing weather so that a safe, slow arid manageable speed
over the ground is required by the craft. Once alongside, the
power should be maintained at a level to prevent the bow
from paying off.

Compendium PSC & RB 59/120

.2 Coming alongside under oars

Although handling boats under' oars may seem somewhat old

fashioned in this modern age of motorized boats coxswain can
never tell when engine failure occur. In the case of
malfunction, use of oars may become the only viable
alternative.

The angle of approach for the boat should be about 45e to the
ship's side or quayside. The approach spared should be
moderated to accord with the weather conditions but in any
event the boat should have enough headway to reach the
objective.

When closing the objective the position of 'oars' be attained at

a time when the boat would reach the objective under its own
motion. The inboard oars should be tossed on the order 'toss
oars' by the coxswain, and the outboard oars should 'hold
water'. These two orders effectively provide the boat with a
cant away from the ship or quay, while allowing the boat to
come flush alongside without the impediment of having the
inboard oars engaged in the rowing position.

Once alongside, the outboard oars should be brought to the

position of 'oars' and then tossed, so leaving both banks of
oars in the tossed oar situation. The falls can be secured if the
boat is to be hoisted, and the oars can be stowed with their
blades facing forward, on the order 'boat oars'. All crutches
should be unshipped and personnel should remain seated
holding on to lifelines while the boat is being hoisted into
davits.

.3 The use of the painter is to aid keeping survival craft and rescue
boats alongside.
.4 Disembarkation from rescue boats should ae in an orderly manner,
giving priority to Injured persons, ladies and children.
.5 The coxswain should be the last person to leave the survival craft or
rescue boat and it would be his or her responsibility to check that
the boat is secure.

Compendium PSC & RB 60/120

.6 It would be prudent not to leave the boat unattended.

6.5 Launching survival craft and rescue boat in rough sea

.1 Immediate danger
Once the boat is lowered to the surface the critical time of
danger occurs. Many serious accidents have happened in the past
during this phase, when the heavy blocks attached to the falls
are released.
The dangers to boat occupants can be reduced by securing light
lines to floating blocks and having reliable men stand by to heave
the blocks cleat away from the boat. Alternatively, personnel in the
boat are advised to wear prefabricated crash hats, and keep a low
profile on the bottom boards of the boat.
.2 If practicable the boat should be released from the falls when
on the crest of a wave. As the wave drops away from the ship's side
so it takes the boat clear and into the trough.
.3 Getting clear from ship's side.

Figure 17 - Clearing the ship's side.

Compendium PSC & RB 61/120
6.6 Recovery of rescue boats in rough sea
Procedure for using recovery strops
1. Secure the recovery pendant to the davit ahead. This pendant
may be left permanently secured in position.
2. Disconnect the plate link and shackle from the floating block
linkage.
3. Fit the recovery strop and shackle to the floating block
linkage and reconnect the plate link to the end of recovery
strop.
4. Lower away on the fall towards the boat at the surface.
5. Secure the plate links to the hooks in the boat and hoist the
craft clear of the surface to a height where the boat's lifting
hook is level with the unsecured end of the recovery
pendant
6. Secure the recovery pendant to the tricing pendant shackle.
7. Lower back on the main falls so allowing the full weight of the
boat, to be taken by the recovery pendant
8. Disconnect the plate link from the recover strop.
9. Re-secure the floating block linkage to the plate link, after
removing the recovery strop.
10. Recover the boat to the davit head, and remove the recovery
pendant from the tricing pendant shackle of the plate link.

Chapter 7

Actions to Take When Clear of the Ship

Boats and rafts should attempt to get about 1/4 mile clear of the
ships side
All attempts should be made to look for survivors in the
water and take them on board.
Safety equipment such as SARTs and EPIRBs floating in the water
shall be taken on board.
Communication with other survival craft should be
maintained.
All survival craft should attempt to-come in the vicinity of
each other.
Compendium PSC & RB 62/120
 Chapter 8

Lifeboat Engine and Accessories

8.1 Starting the engine

1. Checks levels of fuel and lubricating oil.
2. Checks that the gear lever is neutral.
3. Allows manufacturer's instructions and sets controls.
4. Primes the fuel system, if necessary.
5. Starts engine and adjusts the throttle:
6. Checks oil pressure gauge and water cooling, if applicable.
7. Operates ahead and astern propulsion.
8. Stops engine and turns off fuel.
9. The speed of a lifeboat when proceeding ahead in calm
water when loaded with its full complement of persons and
equipment and with all engine-powered auxiliary equipment
in operation, shall be at least 3 knots and at least 2 knots
when towing a 25 persons life raft loaded' with its full
complement of persons and equipment: or its equivalent.
Sufficient fuel, suitable for use at range expected in the area
in which the ship operates, shall be provided to run the fully
loaded lifeboat at 6 knots for a period of not less than 24 h.

8.2 Cooling systems

.1 Diesel engines are approved for duties in lifeboats and rescue
boats, except that outboard motors when attached to inflated
boats and Class C boats may be petrol engines, Diesel engine
are renowned for their reliability and ease of starting in cold
weather to which may be added that the risk of fire is
considerably reduced. Air-cooled engines are normally fitted in
open and partially enclosed lifeboats and rescue boats.
.2 Engine should be capable of running with the lifeboat out of the
water for a minimum of 5 minutes.
8.3 Battery charging
1 The batteries for engine starting, searching and fixed radio
installation can be charge from the engine.

Compendium PSC & RB 63/120

 2 Means shall be provided for recharging all engine starting, radio
and searchlight batteries. Radio batteries shall not be used to
provide power for engine starting. Means shall be provided for
recharging lifeboat batteries from the ships power supply at a
supply voltage not exceeding 50V which can be disconnected at
the lifeboat embarkation station, or by means of a solar battery
charger.

8.4 Fire extinguisher

A portable extinguisher is provided in the boat. This fire
extinguisher is capable of extinguishing fuel fire.

8.5 Water spray system

Fire-protected lifeboats are fitted with a water spray system which
can be turned on or off.
The spray is driven by a self-priming pump that starts as soon as the
boat enters the water.
The system should be flushed with fresh water and completely drained
after drills

8.6 Self-contained air support system

.1 All entrances and openings should be dosed when using the self-
contained air support system.
.2 The system will provide for the air to remain breathable and for the
engine to run normally for not less than 10 minutes.

Chapter 9

Rescue Boat Outboard Engine

The manufacturers specification for petrol oil mixture should

always be followed to avoid damage to the engine.
Starting out outboard motor out of water will quickly heat the
engine and will result in seizing of the engines.

Compendium PSC & RB 64/120

 Outboard engine should never be laid horizontally, when
transporting or stowing, as cooling water may drain into the
engine.
Turning the boat at high speed may capsize the boat.

How to shift and steer Manual or Pull-Start

The throttle arm also arts as a tiller to turn the engine which gives
you direction.
Look out for traffic and find out the direction you want to go. Move
the throttle arm/tiller in the opposite direction. This pushes the
stern of the boat In the direction of the tiller which in turn makes
the bow go in the opposite direction.
Turn the throttle arm until the arrow lines up with the run/shift
position.
Move the shift lever to forward (or reverse) and turn the
throttle handle slowly until a comfortable speed is reached.

Warning: Do not stand in the boat to pull the starter rope. It the motor is in
gear or the starter just spins, you could loose balance and fall overboard.

Simple maintenance of outboard engine

1. After prolong maneuver at sea, flush out the engine. If you ran
aground and kicked up some sand, you need to flush.

2. To flush the engine; you will need a sea of "rabbit ears" (two
flexible rubber seats connected with a metal clamp). Simply slip
this apparatus onto the lower unit where the water is picked
up and attach a garden hose. Start up the engine and let the
water pump do the rest

3. While the motor is being flushed, check the water pump to make
sure you have good water flow. Carefully put you finger
through the stream of water. It may be warm, but it shouldn't
be hot. If the output is not strong, you may have some debris
stuck in the outflow tube. You should immediately shut down
the engine to prevent overheating and damage.

Compendium PSC & RB 65/120

 Chapter 10

Handling Survival Craft and Rescue Boats in Rough Weather

10.1 Boats
If the weather is deteriorating the decision to leave to should be
made in plenty of time and before the weather is too bad. Get the
sea-anchor out and make everything ready by having both the
hawser and tripping line clear. Make fast the end of the hawser to
the mast thwart, on the same side of free boat as the fairlead and
lead the hawser to the fairlead. At the point along the hawser where
it will enter the fairlead, wrap it well with canvas or cloth (part of
the old boat cover will do) to protect the hawser from chafe, after
the sea-anchor has been streamed. Now make the end of the
tripping the fast to the mast thwart on the same side of the boat.

When all is ready, wait for a lull in the wind, then down helm, so
that the boat comes head to wind. Put the sea-anchor out over
the bow and pay out the hawser slowly as the sea anchor takes it,
at the same time paying out the tripping line also. Unship the
rudder and tiller and ship the steering oar by passing it out astern
and bringing the grip back through the grommet. Lie with the wind
two or three points (27 to 37 1/2 degrees) on the same bow as the
fairlead and hold the boat there with the help of the steering oar.

Do not try to keep the boat head to wind and again, try not to let
her fall more than two or three points from the wind or you will
find the boat is in the trough and in danger of capsizing. Check the
parceling on the hawser frequently to make sure that the hawser is
not being chafed by the fairlead.

10.2 Liferafts
In an inflatable liferaft, in heavy weather with the sea-anchor
streamed, sit the majority of the survivors on the same side of the
liferaft as that to which the sea-anchor Is attached, this will help to
prevent: the raft capsizing.

Compendium PSC & RB 66/120

 If the vessel carried a life-saving emergency position-indicating radio
buoy and this is afloat, moor the survival craft to it, to avoid drift
and so aid rescue.

If, having launched a liferaft, you are on the weather side of the ship,
your sea-anchor will soon hold you, and the ship will drift away
from you, but if you are on the lee side of the ship you may have
great difficulty in getting a survival craft away particularly if there is a
strong wind blowing. Therefore, it is sometimes better, if conditions
permit, to abandon ship on the weather side.

In a liferaft on the lee side or when there is calm, you will have
difficulty in getting away from the ship's side with the paddles,
(circular rafts) tend to rotate when the paddles are used. So, in
addition to paddling, tie a weight (a boot or shoe will do) to the sea-
anchor, throw the sea-anchor as far as you can in the direction you
wish to go, allow the sea-anchor to sink and tie pull the liferaft
towards the sea-anchor.

If you are trying to join other liferaft to leeward of you, take in your
sea-anchor and drift down to them, while they keep their sea-
anchors streamed. Get across wind by using your sea-anchor with a
weight tied to it, in the same way as you would to get away from
the ship.

Beaching

.1 The ideal conditions in beaching a boat are a gentle slope, and a

sandy beach which is free from rocks and obstructions and
preferably with no surf effects.
.2 A beaching operation should always be carried out during the
hours of daylight, never at night. All preparations prior to beaching
should be made outside the line of surf:
Stream the sea anchor.
Lower any sails and strike the mast.
Man the oars.
Ship the rudder and tiller and rig the steering oar through
the grommet over the stern.
Seat all person slow in the boat near the stern.

Compendium PSC & RB 67/120

.3 The stern-first approach as the expected norm in heavy surf but a
bow approach with sea anchor over the stern should be given full
consideration.

How to beach a liferaft:

Well outside any line of surf the liferaft should be prepared for
taking the beach by inflating the double floor (if it has not already
inflated). The entrance of the liferaft should be in the open and
fed-off position with one or both sea anchors streamed.
The paddles should be used to maneuver the "liferaft opposite
the sandy, sloping beach, free of rocks or other obstructions.
These paddles should be kept ready to fend off and provide limited
control to the raft when approaching the beach.
Prior to moving into the surf (by tripping the sea anchors) all
persons should have immersion suits on and/or lifejackets.
Since the liferaft is without motive power circumstances could well
determine when the beaching will actually take place, beyond
the control of the persons inside the craft.
During the operation the liferaft should be allowed to drift
towards the beach by tripping and holding the weight of sea
anchors). A sharp lookout should be maintained for rocks or
dangerous obstructions. The paddles should be kept handy to
fend off as and when appropriate.

Figure 18 Procedure for beaching a lifecraft.

Compendium PSC & RB 68/120

 Once the liferaft has entered shadows two men should endeavor
to disembark and pull the craft: higher- up on the beach, clear of
the surf action. Other survivors should disembark as soon as
practicable with a view to saving themselves together with as
much of the life-support systems as possible.
The liferaft itself should, if possible, be salvaged. The orange
canopy acts as an efficient location aid while the liferaft provides
shelter and warmth to distress persons.
Ensure all salvaged goods are clear of the water line and leave the
liferaft exposed, clear of free overhangs and the like.
The raft should be carried clear of the beach to provide
continuing shelter for survivors.

Chapter 11

Actions to Take When Aboard a Survival Craft

11.1 Initial actions

. 1 Survivors in the water should be taken on board

.2 First aid should be given to the injured, giving priority to
resuscitation.
.3 All persons on board should be given anti-seasickness tablets.
.4 Survival craft when assembled together should endeavor to
join up by at least a 10 meter length of line; this avoids
snatching and the possible parting of the rope.
.5 Immediate actions when aboard a survival craft:
streaming the sea-anchor
setting an EPIRB to function
erecting the canopy in boats
issuing anti-seasickness pills
bailing the craft dry
treating the injured
inflating the liferaft floor in cold conditions
getting radio equipment ready
posting lookouts
Compendium PSC & RB 69/120
 .6 Although the carbon-dioxide used to inflate a liferaft is non-
toxic, it can cause asphyxia if the raft is not ventilated properly
every half hour and whenever there is an escape of gas into the
liferaft, i.e., when the safety valves are blowing, immediately after
inflation on the expansion of the gas due to a hot sunny day or
when a leak occurs. Lives have been lost when survivors have
failed to ventilate the liferaft thoroughly before closing the
entrances.
.7 Instructions on how to survive are contained in liferafts.

11.2 Routines for survival

.1 The person in charge of a survival craft should do everything
possible to maintain morale.
.2 Organizing survivors to undertake tasks for their safety and
comfort helps to maintain morale.
.3 A constant look out should be maintained.
.4 Duties of a lookout:
- To see if any more drifters or survivors are on the water.
- To search for the land
- To see whether rescuing ships or aircraft are in the vicinity.
- To see if the lifeboat or raft is approaching any danger like
dead rock etc.
- To look into the condition of the raft or boat constantly .
- To listen to the whistle or shout of any drifters
- Should watch for any light in the dark. Use flashlight to search
for any drifters in the water.
- Must report to the leader immediately any changes detected
during his tour of duty and pass any important matters to the
incoming watch or lookout at the time of shifting.
- When a survivor is found in the water, the watchman or
lookout is required to cast a lifeline for him or row the raft to
approach the drifter. When the raft is to be rowed, he should
pull up first the sea anchor and place it inside the raft:.

.5 Other tasks which should be assigned to crewmembers:

First-aid man - Perform first aid treatment
Recorder - Responsible in accounting and recording down
number of days being adrift. -

Compendium PSC & RB 70/120

 Cook - responsible in the distribution of food and drinking
water.
Signalman - to send signal to any passing ships or airplanes.
Carpenter - To perform emergency repair of the survival craft.
Fisherman - catches fish and seabirds.
Lookouts - responsible in watching if there is any drifter in
the vicinity. To search for the land. To see if the lifeboat and
liferaftS approaching any danger, and to watch for any passing
ship or aircraft
.6 The main dangers to survivors
Hypothermia
Drowning

11.3 Use of equipment

All items of lifeboat equipment 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 normal equipment of every lifeboat shall consist of:
except for free-fall lifeboats, sufficient buoyant oars to make
headway in calm seas. Thole pins, crutches or equivalent
arrangements shall be provided for each oar provided. Thole
pins or crutches shall be attached to the boat by lanyards or
chains;
two boat-hooks;
a buoyant bailer and two buckets;
a survival manual
an operational compass which is luminous or provided with
suitable means of illumination. In a totally enclosed lifeboat,
the compass shall be permanently fitted at the steering
position; in any other lifeboat, it shall be provided with a
binnacle, if necessary to protect it from the weather, and
suitable mounting arrangements;
a sea-anchor of adequate size fitted with a shock-resistant
hawser which provides a firm hand grip when wet. The
strength of the sea-anchor, hawser and tripping line, if fitted,
shall be adequate for all sea conditions;
Compendium PSC & RB 71/120
 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 seagoing condition or 15 m, whichever
is the greater. On lifeboats to be launched by free-fall
launching, both painters shall be stowed near the bow ready /
for use. On other lifeboats, one painter 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;
two hatchets, one at each end of the lifeboat;
watertight receptacles containing a total of 3 / of fresh water
for each person the lifeboat is permitted to accommodate, of
which either 1 / per person may be replaced by a desalting
apparatus capable of producing an equal amount of fresh
water in two days or 2 / per person may be replaced by a
manually powered reverse-osmosis desalinator, capable of
producing an equal amount of fresh water in two days;
a rustproof dipper with lanyard;
a rustproof graduated drinking vessel;
a food ration totaling not less than 10,000 kj for each person
the lifeboat is permitted to accommodate; these rations shall
be kept in airtight packaging and be stowed in a watertight
container;
four rocket parachute flares;
six hand flares;
two buoyant smoke signals
one waterproof electric torch suitable for Morse signalling
together with one spare set of batteries and one spare bulb in
a waterproof container;
one daylight signalling mirror with instructions for its use for
signalling to ships and aircraft;
one copy of the life-saving signals on a waterproof card or in a
waterproof container;
one whistle or equivalent sound signal;
a first-aid outfit in a waterproof case capable of being closed
tightly after use;
anti-seasickness medicine sufficient for at least 48 h and one
seasickness bag for each person;

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 a jack-knife, to be kept attached to the boat by a lanyard;
three tin-openers;
two buoyant rescue quoits, attached to not less than 30 m of
buoyant line;
if the lifeboat is not automatically self-bailing, a manual pump
suitable for effective bailing;
one set of fishing tackle;
sufficient tools for minor adjustments to the engine and its
accessories;
portable fire-extinguishing equipment of an approved type
suitable for extinguishing oil fires;
a searchlight with a horizontal and vertical sector of at least 6
and a measured luminous intensity of 2,500 cd which can work
continuously for not less than 3 h;
an efficient radar reflector, unless a survival craft radar
transponder is stowed in the lifeboat;
thermal protective aids sufficient for 10% of the number of
persons the lifeboat is permitted to accommodate or two,
whichever is-the greater; and
in the case of ships engaged on voyages of such a nature and
duration that, in the opinion of the Administration, unneces-
sary, the Administration may allow these items to be
dispensed with.

Rescue boat equipment

The normal equipment of every rescue boat shall consist of:

1. sufficient buoyant oars or paddles to make headway in calm
seas Thole pins, crutches or equivalent arrangements shall be
provided for each oar.
2. a buoyant bailer;
3. a binnacle containing an efficient compass which is luminous
or provided with suitable means of illumination;
4. a sea-anchor and tripping line, if fitted, with a hawser of
adequate strength not less than 10m in length;
5. a painter of sufficient length and strength, attached to the
release device and placed at the forward end of the rescue
boat;

Compendium PSC & RB 73/120

 6. one buoyant line, not less than 50m in length, of sufficient
strength to tow a liferaft
7. one waterproof electric torch suitable for Morse signalling,
together with one spare set of 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 30m of
buoyant line;
11. a searchlight with a horizontal and vertical sector of at least
6 and a measured luminous intensity of 2,500cd which can
work continuously for not less than 3h;
12. an efficient radar reflector;
13. thermal protective aids complying with the requirements
sufficient for 10 of the number of persons the rescue boat is
permitted to accommodate and
14. portable fire-extinguishing equipment of an approved type
suitable for extinguishing oil fires.

Normal equipment of liferaft

1. one buoyant rescue quoit, not less than 30m of buoyant line;
2. one knife of the non-folding type having a buoyant handle and
lanyard attached and stowed in a pocket on the exterior of the
canopy near the point at which the painter is attached to the
liferaft;
3. for a liferaft which is permitted to accommodate not more than 12
persons, one buoyant bailer; permitted to accommodate 13
persons or more, two buoyant bailers; two sponges;
4. two sea-anchors each with shock-resistant hawser and tripping line
if fitted, one being spare and the other permanently attached to the
liferaft m such a way that when the liferaft inflates or is waterborne
it wilt cause the liferaft to lie oriented to the wind in the most stable
manner;
5. two buoyant paddles;
6. three tin-openers and a pair of scissors. Safety knives containing
special tin-opener blades are satisfactory for this requirement;

Compendium PSC & RB 74/120

7. one first-aid outfit in a waterproof case capable of being closed
tightly after use;
8. one whistle or equivalent sound signal;
9. four rocket parachute flares
10. six hand flares complying
11. two buoyant smoke signal
12. one waterproof electric torch suitable for Morse signalling together
with one spare sea of batteries and one spare bulb in a waterproof
container;
13. an efficient radar reflector, unless a survival craft radar
transponder is stowed in the liferaft;
14. one daylight signaling mirror with instructions on its use for
signaling to ships and aircraft
15. one copy of the life-saving signals on a waterproof card or in a
waterproof container;
16. one set of fishing tackle;
17. a food ration totaling not less than 10,000kj for each person the
total permitted to accommodate, these rations should be
palatable, edible throughout the recommended shelf life, and
packed in a manner which can be readily divided and easily
opened. The rations shall be kept in airtight packaging and be
stowed in a watertight container;
18. watertight receptacles containing a total of 1.5 / of fresh water
for each person the liferaft Is permitted to accommodate, of
which either 0.5/per person may be replaced by a desalting
apparatus capable of producing an equal amount of fresh water
in two days or 1/ per person, capable of producing an equal
amount of fresh water in two days;
19. one rustproof graduated drinking vessel;
20. anti-seasickness medicine sufficient for at least 48h and one
seasickness bag for each person the liferaft is permitted to
accommodate;
21. instructions on how to survive;
22. instructions for immediate action; and
23. thermal protective aids sufficient for 10% of the number of
persons the liferaft is permitted to accommodate or two,
whichever is the greater.

Compendium PSC & RB 75/120

Marking on a boat compass card

A compass card is normally marked like any other circle into 360 degrees and
also into 32 points (there being 11 1/4 degrees to every point). Boat compass
cards however are not normally marked in degrees but in points and half
points. For it is virtually impossible to sail a lifeboat any closer to a set
course, than half-a-point.

The four cardinal points, North, South, East and West. The four half-cardinal
points NE, SE, SW and NW and the eight three letter points NNE, ENE, ESE,
SSE, SSW, WSW, WNW, and NNW are all marked by name on the card. The
long un-named lines on the card are the BY-points, the short lines are the half-
points. There are 16 By-points in all. Study the card and learn how to read it.

Figure 19 A Compass card.

Compendium PSC & RB 76/120

11.4 Apportionment of food and water

.1 Quantities of food and water carried in a lifeboat:

Watertight receptacles containing a total of 3/ of fresh
water for each person the lifeboat is permitted to
accommodate, of which either 1/per person may be replaced
by a desalting apparatus capable of producing an equal
amount of fresh water in two days or 2/per person may be
replaced by a manually powered reverse-osmosis capable of
producing an equal amount of fresh water in two days.
A food ration as totaling not less than 10,000kj for each
person the lifeboat is permitted to accommodate, these
rations shall be kept in airtight packaging and be stowed in a
watertight container;

.2 Quantities of food and water carried in a liferaft:

A food ration totaling not less than 10,000kj for each person
the liferaft is permitted to accommodate. The rations shall
be kept in airtight packaging and bestowed in a watertight
container;
Watertight receptacles containing a total of 1.5 / of fresh
water for each person the liferaft Is permitted to
accommodate, capable of producing an equal amount of
fresh water in two days or 1 / per person may be replaced by
a manually powered reversed-osmosis desalinator, capable
of producing an equal amount of fresh water in two days;

.3 How to issue ration and issue water and emergency food.

Do not issue any food or water for the first 24 hours, except to a
person who has either bled or vomited considerably, as there is
ample moisture in the body. After 24 hours issue one pint (1/2
liter of water) per person per day, two ounces at a time at
intervals, (20 ounces in all). Do not go below this ration while
you have water (it may rain tomorrow). Provided every effort is
made to preserve the moisture in the body by avoiding
perspiration, it is possible to survive up to 14 days or more
without water. Apart from the survival craft rations, eat only
when you have sufficient water to allow 2 pints (1 liter) per
persons per day.
Compendium PSC & RB 77/120
.4 The dangers of drinking sea water.
Dehydration - It reduce the water in your body.
Diarrhea and vomiting - You will become weakened.
It will make your consciousness cloudy and finally you would
be driven mad.
It stimulates the large brain (cerebrum) that makes you want
more water.
.5 Catching rain water: - The catchment area must be washed free of
all salt with the rain before collecting rain water. Taste all water
before storing, to insure that it is salt free. Condensation may also
prove to be a useful source of fresh water. In an inflatable liferaft, try
and keep one sponge salt free, in order that it can be used to mop
up and store condensation.
.6 Eating fish or foods other than the survival craft rations
increases dehydration.
.7 How to minimize dehydration in hot conditions.
Minimize sweating
Protect skin against sunburn
Adjust weather cover to provide maximum through draught
by day; close it at night except for a small opening for
ventilation.
Keep outside of weather cover wet with sea water throughout
day light the evaporation lowers the inside temperature.
Deflate floor of raft by day, soak shirt in sea water and put It on
wet
Rinse clothes before sundown and squeeze out salt. Clothing and
floor of raft should be dry by sundown.
Do not swim, it wastes energy.

11.5 Action to take to maximize detect ability and location of survival

craft

.1 Equipment that may aid detect ability and location of survival craft:
EPIRB
SART
Radar Reflector
2-Way VHF radio

Compendium PSC & RB 78/120

 Chapter 12

Methods of Helicopter Rescue

12.1 Communicating with the helicopter

.1 The following hoisting signals maybe used

DO NOT HOIST Arms - extended horizontally, finger clinched,
thumbs down.
HOIST- Arms raised above the horizontal thumbs up.

Note: (if the survivor has to give the hoisting signal himself, he
should raise only one arm to prevent slipping out of the sling.
.2 Search and rescue services helicopter can communicate on VHF channel
16.
.3 Information may be passed to the helicopter through snore-based
radio stations to Rescue Co-ordination Center suitable equipment is
available.
.4 Visual signals may be used in communicating with the helicopter.
.5 The information to shone radio station from survival craft contains
fullest possible detailed information for detection from air.

12.2 Evacuation from ship and survival craft

.1 As large a clear stretch of deck as possible should be made available
as a pick-up area. The area of deck which is clear of obstructions
should be marked with a yellow painted circular shape about 5m in
diameter. During the night, winching area flood lighting should be
provided and the floodlights should be located so as to avoid glare to
pilots in flight or to personnel working on the area. The
arrangement and aiming of floodlights should be such that shadows
are kept to a minimum. Where winching area flooding and
obstacle lighting cannot be provided, the ship should be
illuminated as brightly as possible, particularly the pick-up area and
any obstructions, e.g. masts, funnels, etc. care should be taken
that such illumination will not blind the helicopter pilot.
.2 Portable fire-fighting equipment for oil fire should be stationed
near the disembarkation space. If possible, the fire-fighting

Compendium PSC & RB 79/120

 pumps should be started and hose should be connected and
kept in readiness.
.3 On no account should the helicopter winch cable be secured to any
part of the ship.-
.4 Lifejackets should be worn during evacuation by helicopter.
.5 Hoist from a rigid survival craft:
Lifting will be made by single' or double lifts using the standard
helicopter strop. Personnel will usually remain on the exterior of the
craft and be lifted from outside the hull. Persons not being
immediately transferred should remain Inside the craft and provide
body weight to ease stability problems.

Coxswain of survival craft should turn their boats into the wind
and endeavor to maintain a steady course at about 4-6 knots. The
helicopter will hold station on the boat and match the speed of
the surface craft. A frogman may land on the craft and instruct
personnel regarding the evacuation.

Coxswain should bear in mind that the downdraught of the

helicopter's rotor may affect the steerage and will most certainly
generate spray from the surface. This will not only cause discomfort
but may also impair visibility, especially on the glass surface of
battened-down hatches.

.6 Hoist from Inflatable liferaft

Liferafts are severely affected by the downdraught of helicopter

rotors. Even with a sea anchor streamed considerable movement on
the surface will be experienced. The possibility of the raft being
capsized is also a danger that cannot be discounted. Should the raft
capsize the frogman would cut open the floor to evacuate the
occupants.

The inflated canopy of a raft may hamper the lifting operation and
on occasions it may be desirable to deflate the center arches or
pillar. Personnel would then occupy the upper part of the raft until
hoist operations are complete, then cause re-inflation by means of
the bellows assuming that the aircraft cannot lift all persons in
one trip).

Compendium PSC & RB 80/120

.7 Hoist from the water:

In all hoist operations aircrew carry out certain safety checks

before commencing the operation. Would be survivors if conscious
may feel Impatient when in the water and waiting for a rescue
attempt

Depending on circumstances, a frogman may enter the water from

the aircraft or descend on the wire. In either case it is expected
that the casualty will remain impassive. The frogman will secure the
strop about the victim. Persons should not attempt to grab the strop
and interfere with the rescue.

In some cases the wire and strop may descend without a member of
the aircrew. In this case the casualty would be conscious and
would be expected to secure the strop around himself. In certain
cases where lifting, say from the deck of a survival craft, is not
possible, aircrew may instruct parsons to enter the water. This action
would only occur as an absolute last resort.

12.3 Helicopter pick up

1. Rescue sling the most widely used means for evacuating persons.
It is suited for the purpose of quickly picking up persons, but it is
unsuitable for patients. Rescue slings are known by several names and
come slightly in different shapes and configurations.
2. Rescue basket -- does not require any special measures. The person to
use the basket may merely climbs in, remain seated and hold son.
3. Rescue net has conical shaped "bird cage" appearance and is
open on one side. The persons to use the net merely enter the
opening sits in the net and holds on.
4. Rescue litter - use to disembark patients.
5. Notwithstanding a ship's litter may be available in most cases, the
evacuation of patients should normally be done in a special litter
provided by the helicopter. Even if the transfer of the patient from
the ship's own stretcher to the litter provided by the helicopter is
painful, it should be preferred to a risky evacuation in a litter which is
not suited for the purpose.

Compendium PSC & RB 81/120

6. Rescue seat - looks like a three pronged anchor with flats or seat.
The person to be hoisted merely sits astride one or two of the seats
and wraps his arms around the shank. This device can be use to hoist
two person at once.

Figure 20 - Rescue sling.

Figure 21 - Rescue basket.

Compendium PSC & RB 82/120

 Figure 22 - Rescue net.

Figure23 - Rescue litter.

Compendium PSC & RB 83/120

 Figure 24 - Rescue seat.

Figure 25 - Helicopter rescue strop.

Compendium PSC & RB 84/120

General Precaution For Personnel During Winching Operations

In the majority of cases where the helicopter assistance is being

given a member of the aircrew will instruct and assist in the correct
method of transfer. In the event when the strop only is lowered,
without a frogman or winch man, the following list of precautionary
measures us advised:

Do not touch the strop, winch wire or any part of the lifting hoist
until the static electricity has been removed from the wire. The
pilot will first earth the wire by allowing it to enter the sea or
touch the deck of the ship, to remove static.
Keep the lifejacket on and place the strop over the upper part of
the body; around the back and over the lifejacket. Draw down
the toggle of the web straps and ensure a tight fit around your
person.
Place your arm at the side (when engaged in the United
Kingdom) or follow the instructions of the launching officer.
When ready to be winched up, extend your arm and give a
thumbs-up signal to the aircraft, while looking towards the
helicopter. Replace your arm at your side.
Once winched towards the access of the aircraft, and alongside
the doorway to the cabin, remain passive until instructed to
move by the aircrew operator.

Chapter 13

Hypothermia / Frostbite / Cryogenic Effects

The loss of body heat is one of the greatest hazards to-the survival
of a person at sea. The rate of body heat loss depends on water and
air temperature, wind speed, sea conditions, the length of time
spent in the water, the protective clothing worn, the body of the
survivor, and the manner in which the survivor conducts himself.

Compendium PSC & RB 85/120

Hypothermia

Alternative names: Low body temperature; Cold exposure.

Definition Hypothermia is dangerously low body temperature,

below 95F (35C).

Considerations
People most likely to experience hypothermia include:
Very old or very young
Chronically ill, especially with heart or circulation problems
Malnourished
Overly tired
Under the influence of alcohol or drugs

Causes
Hypothermia occurs when more heat is lost than the body can
generate. It is usually caused by extended exposure to the cold.

Common causes include:

Being outside without enough protective clothing in winter.
Falling overboard from a boat into cold water.
Wearing wet clothing in windy or cold weather.
Heavy exertion, not drinking enough fluids, or not eating
enough in cold weather.

Symptoms
As people develop hypothermia, their abilities to think and move are
often lost slowly. In fact, they may even be unaware that they need
emergency treatment. Someone with hypothermia also is likely to
have frostbite.

The symptoms include:

Drowsiness
Weakness and loss of coordination
Pale and cold skin
Confusion
Uncontrollable shivering (although at extremely low body
temperatures, shivering may stop)
Slowed breathing or heart rate

Compendium PSC & RB 86/120

Lethargy, cardiac arrest, shock, and coma can set in without prompt
treatment. Hypothermia can be fatal.

First Aid
1. Symptoms of hypothermia are present, especially confusion
or changes in mental status.
2. If the person is unconscious, check airway, breathing, and
circulation. If necessary, begin rescue breathing or CPR. If
the victim is breathing less than 6 breaths per minute, begin
rescue breathing.
3. Take the person inside to room temperature and cover him
or her with warm blankets. If going indoors is not possible,
get the person out of the wind and use a blanket to provide
insulation from the cold ground. Cover the person's head
and neck to help retain body heat.
4. Once inside, remove any wet or constricting clothes and
replace them with dry clothing.
5. Warm the person. If necessary, use your own body heat to
aid the warming. Apply warm compresses to the neck, chest
wall, and groin. If the person is alert and can easily swallow,
give warm, sweetened, nonalcoholic fluids to aid the
warming.
6. Stay with the person until medical help arrives.

Do Not
DO NOT assume that someone found lying motionless in the
cold is already dead.
DO NOT use direct heat (such as hot water, a heating pad, or
a heat lamp) to warm the person.
DO NOT give the person alcohol!

Prevention
Before you spend time outside in the cold, DO NOT drink alcohol or
smoke. Drink plenty of fluid and get adequate food and rest.
Wear proper clothing in cold temperatures to protect your body.
These include:
Mittens (not gloves)
Wind-proof, water-resistant, many-layered clothing
Two pairs of socks (cotton next to skin, then wool)

Compendium PSC & RB 87/120

 Scarf and hat that cover the ears (to avoid major heat loss
through the top of your head)
Avoid:
Extremely cold temperature, especially with high winds
Wet clothes
Poor circulation, which is more likely from age, tight clothing
or boots, cramped positions, fatigue, certain medications,
smoking, alcohol, and diseases that affect the blood vessels
(such as diabetes)

Frostbite

Alternative names Cold exposure - extremities

Definition Frostbite is damage to the skin and underlying tissues

caused by extreme cold.

Considerations A person with frostbite on the extremities may also

be subject to hypothermia (lowered body temperature). Check for
hypothermia and treat those symptoms first. Frostbite is
distinguishable by the hard, pale, and cold quality of the skin that
has been exposed to the cold for a length of time. The area is likely
to lack sensitivity to touch, although there may be an aching pain. As
the area thaws, the flesh becomes red and very painful.

Any part of the body may be affected by frostbite; but hands, feet,
nose and ears are the most vulnerable. If only the skin and
underlying tissues are damaged, recovery may be complete.
However, if blood vessels are affected, the damage is permanent
and gangrene can follow which may require amputation of the
affected part. Upon warming, it is common to experience intense
pain and tingling or burning in the affected area.

Causes Frostbite occurs when the skin and body tissues are
exposed to cold temperature for a prolonged period of time. Hands,
feet, noses, and ears are most likely to be affected. Although anyone
who is exposed to freezing cold for a prolonged period of time can
get frostbite, people who are taking beta-blockers, which decrease
the flow of blood to the skin, are particularly susceptible. So are
people with peripheral vascular disease (a disorder of the arteries).
Compendium PSC & RB 88/120
Other things that may increase the risk of frostbite include: smoking,
windy weather (which increases the rate of heat loss from skin),
diabetes, peripheral neuropathy, and Raynaud's phenomenon.

Symptoms The first symptoms are a "pins and needles" sensation

followed by numbness. There may be an early throbbing or aching,
but later on the affected part becomes insensate (feels like a "block
of wood"). Frostbitten skin is hard, pale, cold, and has no feeling.
When skin has thawed out, it becomes red and painful (early
frostbite). With more severe frostbite, the skin may appear white
and numb (tissue has started to freeze). Very severe frostbite may
cause blisters, gangrene (blackened, dead tissue), and damage to
deep structures such as tendons, muscles, nerves, and bone.

First Aid
1. Shelter the victim from the cold and move the victim to a
warmer place. Remove any constricting jewelry and wet
clothing. Look for signs of hypothermia (lowered body
temperature) and treat accordingly.
2. If immediate medical help is available, it is usually best to wrap
the affected areas in sterile dressings (remember to separate
affected fingers and toes) and transport the victim to an
emergency department for further care.
3. If immediate care is not available, re-warming first aid may be
given. Immerse the affected areas in warm (never HOT) water
-- or repeatedly apply warm cloths to affected ears, nose, or
cheeks -- for 20 to 30 minutes. The recommended water
temperature is 104 to 108 degrees Fahrenheit. Keep circulating
the water to aid the warming process. Severe burning pain,
swelling, and color changes may occur during warming.
Warming is complete when the skin is soft and sensation
returns.
4. Apply dry, sterile dressing to the frostbitten areas. Put dressings
between frostbitten fingers or toes to keep them separated.
5. Move thawed areas as little as possible.
6. Re-freezing of thawed extremities can cause more severe
damage. Prevent re-freezing by wrapping the thawed areas
and keeping the victim warm. If re-freezing cannot be

Compendium PSC & RB 89/120

 guaranteed, it may be better to delay the initial re-warming
process until a warm, safe location is reached.
7. If the frostbite is extensive, give warm drinks to the victim in
order to replace lost fluids.

Do Not
DO NOT thaw out a frostbitten area if it cannot be kept
thawed. Refreezing may make tissue damage even worse.
DO NOT use direct dry heat (such as a radiator, campfire,
heating pad, or hair dryer) to thaw the frostbitten areas.
Direct heat can burn the tissues that are already damaged.
DO NOT rub or massage the affected area.
DO NOT disturb blisters on frostbitten skin.
DO NOT smoke or drink alcoholic beverages during recovery
as both can interfere with blood circulation.

Call immediately for emergency medical assistance if

There has been severe frostbite, or if normal feeling and
color do not return promptly after home treatment for mild
frostbite.
Frostbite has occurred recently and new symptoms develop,
such as fever, malaise, discoloration, or drainage from the
affected body part.

Prevention. Be aware of factors that can contribute to frostbite,

such as extreme cold, wet clothes, high winds, and poor circulation.
This can be caused by tight clothing or boots, cramped positions,
fatigue, certain medications, smoking, alcohol use, or diseases that
affect the blood vessels, such as diabetes.

Wear suitable clothing in cold temperatures and protect susceptible

areas. In cold weather, wear mittens (not gloves); wind-proof,
water-resistant, many-layered clothing; two pairs of socks (cotton
next to skin, then wool); and a scarf and a hat that cover the ears (to
avoid substantial heat loss through the scalp).

Before anticipated prolonged exposure to cold, don't drink alcohol

or smoke, and get adequate food and rest. If caught in a severe

Compendium PSC & RB 90/120

snowstorm, find shelter early or increase physical activity to
maintain body warmth.

What are cryogenic liquids?

Cryogenic liquids are liquefied gases that are kept in their liquid state
at very low temperatures. The word "cryogenic" means "producing,
or related to, low temperatures," and all cryogenic liquids are
extremely cold. Cryogenic liquids have boiling points below -150C(-
238F) (Carbon dioxide and nitrous oxide, which have slightly higher
boiling points are sometimes included in this category). All cryogenic
liquids are gases at normal temperatures and pressures. These gases
must be cooled below room temperature before an increase in
pressure can liquefy them. Different cryogens become liquids under
different conditions of temperature and pressure, but all have two
properties in common: they are extremely cold, and small amounts
of liquid can expand into very large volumes of gas.

The vapours and gases released from cryogenic liquids also remain
very cold. They often condense the moisture in air, creating a highly
visible fog. In poorly insulated containers, some cryogenic liquids
actually condense the surrounding air, forming a liquid air mixture.
Cryogenic liquids are classified as "compressed gases" according to
WHMIS criteria. Details of these criteria can be found in the
Controlled Products Regulations.

Everyone who works with cryogenic liquids (also known as

cryogens) must be aware of their hazards and know how to work
safely with them.
What are the different types of cryogenic liquids?
Each cryogenic liquid has its own specific properties but most
cryogenic liquids can be placed into one of three groups:
Inert Gases: Inert gases do not react chemically to any great
extent. They do not burn or support combustion. Examples
of this group are nitrogen, helium, neon, argon and krypton.
Flammable Gases: Some cryogenic liquids produce a gas that
can burn in air. The most common examples are hydrogen,
methane and liquefied natural gas.

Compendium PSC & RB 91/120

 Oxygen: Many materials considered as non-combustible can
burn in the presence of liquid oxygen. Organic materials can
react explosively with liquid oxygen. The hazards and
handling precautions of liquid oxygen must therefore be
considered separately from other cryogenic liquids.
What are the health hazards of cryogenic liquids?
There are three groups of health hazards associated with cryogenic
liquids: extreme cold, asphyxiation, and toxicity.

Extreme Cold Hazard

Cryogenic liquids and their associated cold vapours and gases can
produce effects on the skin similar to a thermal burn. Brief
exposures that would not affect skin on the face or hands can
damage delicate tissues such as the eyes. Prolonged exposure of the
skin or contact with cold surfaces can cause frostbite. The skin
appears waxy yellow. There is no initial pain, but there is intense
pain when frozen tissue thaws.

Unprotected skin can stick to metal that is cooled by cryogenic

liquids. The skin can then tear when pulled away. Even non-metallic
materials are dangerous to touch at low temperatures. Prolonged
breathing of extremely cold air may damage the lungs.

Asphyxiation Hazard

When cryogenic liquids form a gas, the gas is very cold and usually
heavier than air. This cold, heavy gas does not disperse very well and
can accumulate near the floor. Even if the gas is non-toxic, it
displaces air. When there is not enough air or oxygen, asphyxiation
and death can occur. Oxygen deficiency is a serious hazard in
enclosed or confined spaces.

Small amounts of liquid can evaporate into very large volumes of

gas. For example, one litre of liquid nitrogen vapourizes to 695 litres
of nitrogen gas when warmed to room temperature (21C).

Compendium PSC & RB 92/120

Toxic Hazards

Each gas can cause specific health effects. For example, liquid
carbon monoxide can release large quantities of carbon monoxide
gas, which can cause death almost immediately. Refer to the
material safety data sheet for information about the toxic hazards of
a particular cryogen.

Immersion suits

Definition - Immersion suit is a protective suit which reduces the

body heat-loss of a person wearing it in cold water.

General requirement for immersion suits.

The immersion suit shall be constructed with waterproof material

such that:
1. it can be unpacked and donned without assistance within 2 min,
taking into account any associated clothing and a lifejacket if the
immersion suit is to be worn in conjunction with a lifejacket;
2. it will not sustain burning or continue melting after being totally
enveloped in a fire for a period of 2 s;
3. it will cover the whole body with the exception of the face;
hands shall also be covered unless permanently attached gloves
are provided;
4. it is provided with arrangements to minimize or reduce free air
in the legs of the suit; and
5. following a jump from a height of not less than 4,5 m into the
water there is no undue ingress of water into the suit.

Thermal protective aids

A thermal protective aid shall be made of waterproof material

having a thermal conductance of not more than 7,800 W/(m" K) and
shall be so constructed that, when used to enclose a person, it shall
reduce both the convective and evaporative heat loss from the
wearer's body.

The thermal protective aid shall:

1. cover the whole body of persons of all sizes wearing a
Compendium PSC & RB 93/120
 lifejacket with the exception of the face. Hands shall also be
covered unless permanently attached gloves are provided;
2. be capable of being unpacked and easily donned without
assistance in a survival craft or rescue boat; and
3. permit the wearer to remove it in the water in not more than
2 min. if it impairs ability to swim.

The thermal protective aid shall function properly throughout an

air temperature range -30C to +20C.

Anti-exposure suits

Definition it is a protective suit designed for use by rescue boat

and marine evacuation system parties.

General requirements for anti-exposure suits

The anti-exposure suit shall be constructed with waterproof

materials such that it:

1. provides inherent buoyancy of at least 70 N;

2. is made of material which reduces the risk of heat stress during
rescue and evacuation operations;
3. covers the whole body with the exception of the head and hands
and, where the Administration so permits, feet; gloves and a
hood shall be provided in such a manner as to remain available
for use with the anti-exposure suits;
4. can be unpacked and donned without assistance within 2 min;
5. does not sustain burning or continue melting after being totally
enveloped in a fire for a period of 2s;
6. is equipped with a pocket for a portable VHF telephone;
7. has a lateral field of vision of at least 120.

Compendium PSC & RB 94/120

 Unit 14

Radio Equipment

14.1 Two-Way VHF Radiotelephone Apparatus

o A Two-way VHF radiotelephone apparatus is a light-weight,
compact, waterproof and handy emergency radio equipment
capable of use in both lifeboats and liferafts. It is so simple and
easy to use that even unskilled person can use it in an
emergency.
o At least three two-way VHF radiotelephone apparatus shall be
provided on every passenger ship and on every cargo ship of
500 gross tonnages and upwards. At least two two-way VHF
radiotelephone apparatus shall be provided on every cargo
ship of 300 gross tonnages and upwards but less than 500
gross tonnages. Such apparatus shall conform to performance
standards not inferior to those adopted by the organization. If
a fixed two-way VHF radiotelephone apparatus is fitted in a
survival craft it shall conform to performance standards not
inferior to those adopted by the Organization.
o An approval two-way VHF radio telephone apparatus for
survival crafts shall be stowed in a protected and easily
accessible position ready to be removed to any survival craft in
case of abandon ship. It shall be portable, watertight, capable
of floating in sea water and capable of being dropped into the
sea without damage.

Basic controls of a two-way VHF radio-telephone apparatus.

The controls on a two-way VHF radio-telephone apparatus are very

simple. The basic controls consist of a volume control which often
incorporates the on/off switch, a control for selecting the channel,
and a squelch control. The squelch control is used to suppress
noise interference.

VHF Channels

Compendium PSC & RB 95/120

A two-way VHF radiotelephone has the following important VHF
channels;
Channel 16 This is the pre-DSC distress and calling channel.
For non-DSC equipped vessels, this is still the channel to be
monitored. Channel 16 must not be used for holding
conversations. It is reserved for emergency traffic and for
making contact only. All other conversations must be
conducted on another channel.
Channel 9 In many areas, including the East Coast of the
USA and most of Europe, except for the UK, this the
secondary calling channel. Marinas and yacht harbours will
often monitor channel 9 to decrease the amount of traffic
on channel 16.
Channel 6 This is the primary inter-ship channel. Whatever
channels; a VHF radio may or may not have, in addition to
Channel 16, every radio should have channel 6. This is classed
as a safety channel, and so it is not a channel to use for
prolonged conversations, but it can be used for passing
safety messages.
Channel 13 This is used for inter-ship communications
concerning navigation or safety. If you want to confirm a
particular manoeuvre with another vessel, then this channels
to use.

Operation of a two-way VHF radiotelephone apparatus

Set the volume to about mid-point.
Turn down the squelch control until the noise of
interference is heard.
Slowly turn up the squelch control until the noise just stops.

While pressing the transmit knob speak to the speaker of the two-
way VHF radiotelephone to call or transmit a message. Be sure to
release the transmit knob after every transmission of message to
receive response.

14.2 Emergency Position Indicating Radio Beacon (EPIRB)

The Emergency Position Indicating Radio Beacon (EPIRB) is one of

the most important life-saving equipment aboard ship. As its name
Compendium PSC & RB 96/120
implies it is used for transmitting a distress alert and for guiding the
rescuers to the position it indicates. An operating EPIRB means that
somebody is in distress and an immediate assistance is needed.

The early development of EPIRB was more for aircraft than for ships.
The earliest EPIRB transmitted on the aircraft frequencies of 121.5
MHz and/or 243 MHz. They simply transmitted a signal; usually an
alternating tones to be receive on the emergency frequency on a
normal aircraft radio 121.5 MHz being the civil emergency
frequency and 243 MHz the military equivalent.

With the dawning of the space age it was later realized that an
EPIRB could be used to raise the alarm in a distress situation. An
additional higher frequency of 406 MHz was later assigned for
specialized EPIRB. This higher frequency could be made more stable
which makes fixing position from the satellite much easier. The
signal on this frequency incorporates a coded message to provide
identification, of the vessel to whom the EPIRB is licensed.

The best EPIRB would be one that can transmit on both frequencies
406 MHz to give the satellite the best chance of getting a good fix
on the EPIRB position and 121.5 MHz for any searching aircraft to
home on. A 406 MHz EPIRB transmits a short coded message every
50 seconds when activated. Each half second burst indicates the
identity of the vessel to whom the EPIRB is registered but like the
transmission on 121.5 MHz it is still a very simple form a relatively
unsophisticated transmitter. It is the satellite that performs all the
clever stuff.

Another type of EPIRB is the INMARSAT EPIRB. It operates in one of

the normal INMARSAT frequencies of 1.6 GHz. It must either be
programmed with its position or more normally, it contains an
integrated GPS receiver.

Inspection, Test and Operation of EPIRBs

- For compulsory GMDSS vessels the EPIRB must be fitted in a
float free mounting held place by a Hydrostatic Release
Unit (HRU), which senses the increasing water pressure if a
vessel sinks at a predetermined depth. The HRU releases

Compendium PSC & RB 97/120

 the mount casing, allowing the EPIRB to float to the
surface. It will also cause the EPIRB to switch itself on and
transmit a distress signal automatically.
- EPIRBs should examined for physical damage every week.
The expiration date or service date of the HRU should be
noted.
- Most EPIRBs have a test switch, which should be operated,
on a weekly basis or in accordance with the manufacturers
recommendations. A light will indicate that the test circuits
are operating correctly. These tests must be recorded in the
logbook.
- During the self test no signal is radiated and the EPIRB must
not be tested by actual operation

Accidental Operation

If an EPIRB is accidentally activated in the transmit mode, it should

be turned off at once. Cancel the false alarm by calling the nearest
Coast Station and also make a safety call on the VHF radio for the
benefit of vessels in the vicinity. Failure to cancel the false alarm may
cause fine or additional expenses to your vessel as payment for any
rescue preparation and/or RCCs operational expenses.

Survival craft emergency position-indicating radio beacons shall:

Be of highly visible colour, so designed that they can be used
by an unskilled persons and be constructed that they may be
easily tested and maintained. Batteries shall not require
replacement at intervals of less than 12 month taking into
account testing arrangements;
Be watertight, capable of floating and being dropped into the
water without damage from a height of at least 20 m;
Be capable only of manual activation and de-activation;
Be portable, lightweight, and compact;
Be provided with an indication that signals are being emitted;
Device their energy supply from a battery forming an integral
part of the device and having sufficient capacity to operate the
apparatus for a period of 48h. The transmission may be
intermittent.

Compendium PSC & RB 98/120

14.3 Search and Rescue Transponder Beacons(SART)

A Search and Rescue Transponder (SART) is an electronic unit which

reacts to the emissions of X-band radars. With the implementation
of Global Maritime Distress Safety Service (GMDSS), all compulsory
GMDSS vessels up to 500 tons must carry at least one SART. Above
500 tones they must carry at least two.

How does SART works?

o As soon as the SART detects a signal it immediately
transmits its own signal on the same frequency. This signal
consists of a series of twelve pulses, and these are displayed
on the screen of the radar as a series of twelve echoes.
o As the rescue vessel approaches the SART, the twelve dots
each become short arcs. These arcs increase in size as the
vessel gets closer. The signal from the SART becomes twelve
con-centric circles on the radar screen and this tells the
would-be rescuers that they have more or less arrived.
o When a SART is switched on it will show a light to indicate
that it is working. An approved SART should have sufficient
power to operate in this stand-by mode for at least 96 hours.
When it receives a signal from an X-band radar, and
transmits its own signal, it will either flash this indicating
light or in some cases a second light or even a buzzer. This
will serve to let the distressed persons know that
approaching radar is activating the SART.

Figure 26 - EPIRB (left) SART (right).

Compendium PSC & RB 99/120
14.4 Distress signals, signaling equipment and pyrotechniques

Distress signals

a. Rocket parachute
The rocket shall, when fired vertically, reach an altitude of not less
than 300 m. At or near the top of its trajectory, the rocket shall eject
a parachute flare, which shall:
1. burn with a bright red color
2. burn uniformly with an average luminous intensity of not
less than 30,000 cd
3. having a burning period of not less than 40s
4. have a rate of descent of not more than 5 m/s
5. not damage its parachute or attachments while burning

Note: When firing a rocket, it should always be fired slightly to

leeward, because it has a tendency to climb to windward. It will not
normally gain its full height if fired vertically in cloudy weather. Fire
the rocket at an angle of about 45, to keep it below the cloud. For
use by night or day.

b. Hand flares
.1 be contained in a water-resistant casing
.2 have brief instructions or diagrams clearly illustrating the use
of the hand flare printed on its casing
.3 have a self-contained means of ignition
.4 be so designed as not to cause the discomfort to the person
holding the casing and not endanger the survival craft by
burning or glowing residues when used in accordance with
the manufacturer's operating instructions.

All rocket, flares and smoke signals are to be fired on the lee side of
the survival craft.

The hand flare shall:

burn with a bright red color
burn uniformly with an average luminous intensity of not
less than 15,000 cd
have a burning period of not less than 1 min.

Compendium PSC & RB 100/120

 continue to burn after having been immersed for a period
of 10s under 100 mm of water.

Note: When firing a hand flare, if you have open sleeves, roll this up.
A little burning residue falling down your sleeves will cause
considerable injury from burning. If you have glove, wear it. Flare
maybe used by day or night and are provided to point your position
to a rescue craft or aircraft that is in sight.

c. Buoyant smoke signals

contained In a water -resistant: casing
not ignite explosively when used in accordance
with the manufacturer's operating instructions
have brief instructions or diagrams clearly illustrating the
use of the buoyant smoke signal printed on its casing

The buoyant smoke signal shall:

emit smoke of a highly visible color at a uniform rate for a
period of not less than 3 min when floating in calm water
not emit any flame during the entire smoke emission time
not be swamped in a seaway
continue to emit smoke when submerged in water for a
period of 10s under 100 mm of water

Signalling equipment

Devices for signalling or attracting attention:

- pyrotechnics
- torch suitable for Morse signalling
- daylight signalling mirror
- whistle
- orange sails in open boat
- searchlight

Pyrotechnics carried in survival craft

- rocket parachute flares
- hand flares
- buoyant smoke floats

Compendium PSC & RB 101/120

How to use each of the pyrotechnics:

Always fire pyrotechniques fr0m the leeside of the survival craft.

Rockets are for use at night and on a clear night they maybe seen at
a distance of up to 30 miles. Rockets tend to climb into the wind, so
always fire a rocket a little to leeward, to enable it to gain maximum
height.

Flares are for use by day or night and are used to pinpoint your position
when help is near at hand; they may be seen at distance of up to 5 miles.
They are better than smoke floats for attracting the attentions of surface
vessels.

Smoke floats are to attract the attention of aircraft by day. However, a

flare is more easily seen in rough weather. Always read the instructions
before attempting to ignite a pyrotechnic. Keep rockets and flares in the
canisters with the lid screwed tight. It is no use igniting a smoke float to
attract an aircraft you cannot see, even though you may be able to hear it.

Pyrotechniques should only be used on the instructions of the person in

charge to the craft.

Chapter 15

First Aid

15.1 Resuscitation techniques / Latest CPR technique

First aid is the treatment of the sick and injured before

professional medical help can be given.
The aims of first aid are to prevent death or further injury,
to counteract shock and to relieve pain.
Unconsciousness, severe bleeding or burns require
immediate treatment.
Serious trauma is most likely from road traffic accidents,
gunshots, stab wounds, fire, or blasts from bombs and
land mines.
Compendium PSC & RB 102/120
Basic and Essential Treatment Of Injuries

A Airway
Clear it if blocked
Check for breathing: put your face close to the casualtys
mouth, and look, listen and feel for breathing:
Look for chest movements.
Listen for sounds of breathing.
Feel for breath on your cheek.

How to open the airway:

Non trauma patients: Chin lift
Trauma patients: Jaw thrust maneuver

Figure 27 - Opening the airway.

Figure 28 - Head Tilt / Chin Lift Maneuver.

Compendium PSC & RB 103/120

 Figure 29 - Jaw thrust maneuver.

B Breathing: Mouth to mouth resuscitation if victim not

breathing
C Circulation: Stop bleeding by applying direct pressure,
prevent shock, CPR

B - Breathing

Artificial breathing:
Raise the chin slightly, pinch the nose and give 2 quick
breaths (1-5 seconds/breath) in to the casualtys mouth.
Evaluate effect by look, listen and feel.

Figure 30 Artificial breathing.

Compendium PSC & RB 104/120

C - Circulation

Bleeding is classified according to the type of blood vessel that is

damaged: artery or vein.
Arterial bleeding: Spurting of bright red blood (richly
oxygenated) under pressure
Venous bleeding: Slow, steady bleeding at low pressure,
dark red blood (poorly oxygenated)

Checking of pulse

The preferred method to detect the pulse of a casualty, is on the

neck.

1. Feel for the Adams apple with two fingers; slide your fingers
back towards you into the gap between the Adams apple and the
strap muscle, and feel for the carotid pulse.
2. Feel for ten seconds before deciding that the pulse is absent.
3. If it is, proceed with C.P.R

Figure 31 Carotid pulse checking.

Compendium PSC & RB 105/120

 Latest CPR Technique
(CPR Sequence 1 Rescuer Health Care provider)
Note: Cardio pulmonary resuscitation is an emergency first aid procedure
which involves reviving of an unconscious victim without breathing and
pulse.
1. SURVEY THE SCENE
The scene is safe
2. CHECK RESPONSIVENESS
Tap victims shoulders
Are you Okey? (2x)
Unresponsive
Call for help.
Help!
3. CHECK FOR AIRWAY
Open Airway
-Head Tilt/ Chin Lift
4. CHECK FOR BREATHING
Check for adequate breathing
- look, listen, feel for 5 sec. no breathing
Give 2 rescue breathing 1 sec. Duration/ breath
5. CHECK FOR CIRCULATION
Check for signs of circulation
Check ____ pulse for 10 sec.
No signs of circulation
6. CHEST COMPRESSIONS
Landmark lower half of sternum, between nipples
Compression method- heel of one hand, other hand on top
Rate approximately 100/min.
Ratio 30 compressions 2 ventilations 3 cycles
Counting:
1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24, 25,26,27,
28, 29, 30 2 breaths
1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24, 25,26,27,
28, 29, 30 2 breaths
1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24, 25,26,27,
28, 29, 30 2 breaths

Compendium PSC & RB 106/120

 Latest CPR Technique
(CPR Sequence 1 Rescuer Health Savers Lay Rescuers)

1. SURVEY THE SCENE

The scene is safe

2. CHECK RESPONSIVENESS
Tap victims shoulders
Are you okay? (2X)
Unresponsive
Call for help
Help

3. CHECK FOR AIRWAY

Open Airway
Head tilt/ chin lift

4. CHECK FOR BREATHING

Check for normal breathing
Not breathing normal
Give 2 rescue breaths

5. CHEST COMPRESSIONS
Immediately after delivery of the rescue breaths, perform chest
compressions

LANDMARK Lower half of sternum, between nipples

COMPRESSION Heel of one hand, other hand on top
METHOD Push hard, push fast, allow complete recoil.
DEPTH 1 - 2 in.
RATIO 30 compressions 2 breaths 3 cycles
(repeated until help is available)
Counting:
1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26,27,28,
29,30 2 breaths
1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26,27,28,
29,30 2 breaths
1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26,27,28,
29,30 2 breaths

Compendium PSC & RB 107/120

15.2 Use of First-Aid Kit

Contents of first aid kit

25 tablets of codeine compound
4 roller bandages
6 ampoule of omnopon
2standard dressing No. 15 x 8 x 6 inch.
2standard dressing No. 14 x 6 x 4 inch.
3rollers of white absorbent gauze
1 tin collapse revivers
60 energy tablets
1 pair scissors
2 packets of elastic adhesive bandages
1 calizo bandage (cotton cloth) 14oz
5 triangular bandages
1 tube of paraffin jelly
6 safety pins (brass plate)
1 capsule of silica Gel (acts as de-humidifier)
1 instruction for use

How to deal with the following aboard a survival craft:

1. Bleeding
The main concern for any person treating a casualty who is
losing blood is to reduce the flow of blood to the wound. This can
be achieved by raising the wound above the bodyline. Although this
may not stop the bleeding the flow will be reduced. Direct pressure,
by means of clean pad if possible, applied to the affected area will
also help to restrict the blood flow and may allow the blood to clot:
and seal the open wound. Problems may arise; if a foreign body is
protruding from the wound. In this event anything that can be
removed from the affected area should be cleared. Extreme care
should be taken not to probe or dislodge a foreign body which may
be acting to block and reduce the flow of blood to the surface.

Where foreign bodies are protruding a ring pad or ether similar

support should be made to set about the area before a dressing is
applied. The object of the pressure pad/dressing is to dose up the
Compendium PSC & RB 108/120
wound, reduce the blood loss and endeavor to clot the blood over
the wound. Good seamanship is often improvisation and in the case
of large open wounds employing the fishing tackle (part of the
boat's equipment) to stitch the wound would help to close up and
reduce blood flow. Not that this would be a first choice, but a less of
1 liter (1% pints) of blood is severe and some action to stop blood
loss must be taken or death will soon follow.

2. Fracture
Stop any bleeding by applying light pressure over the wound.
Employ the paddles of a raft as splints to immobilize broken limbs.
Use the bandages and the paracetamol tablets for pain killing, from
the craft's aid kit. Rest the patient and make a bed of lifejacket; in an
attempt to keep the body warm. Prevent infection by keeping any
wounds clean and changing the dressings at regular intervals.

3. Burns
The treatment of persons who are suffering from burns in
most-cases involves cooling the area of this burn with running water
or other cooling fluid for a minimum of about 10 minutes.

No attempt should be made to remove dry, burnt clothing

which may have adhered to the burn area. Do not dress the burn
after thoroughly cooling under running water and then no attempt
should be made to dress the wound with fluffy cotton wool type
dressings. If the burn area is extensive a double thickness of water-
soaked sheeting may cover the area. Apply a clean, dry burnt
dressing or gauze, being careful not to burst any blisters that are
forming. Do not apply any ointments whatsoever. Where an arm or
leg is severe burnt, this should be kept in a raised position to reduce
swelling. Some water may be given to a person who has suffered
loss of body fluids due to burns.

4. Shock
Rest and reassure the casualty. Keep the craft warm and dry.
Ensure that the patient takes the anti-sea-sickness tablets. Vomiting
could drain body fluids and be fatal for the victim. Loosen any tight
clothing such as an immersion suit or lifejacket and monitor the
general condition in case breathing or the heartbeat stops.

Compendium PSC & RB 109/120

 Frostbite - is a condition that results from over exposure to
temperature low enough to cause parts of the body to freeze,
thus depriving the affected tissues vital circulation and
possibility leading to gangrene.

Treatment of frostbite
Remove clothing from affected area and commence rewarming
The hands may be placed under their own armpits or under
another person's. Cover facial areas with warm hands and try to
get the sensation to return. Do not let the casualty become
exposed to cold again. Elevate any affected parts to prevent
swelling, and cover with soft dressings.

Immersion foot
This form of cold injury is caused by exposure of the lower
extremities to water at above-freezing temperatures, usually
below 1CC, for more than 42 hours. It characteristically occurs
among shipwrecked sailors existing on lifeboats or rafts in
enforced inactivity, with a poor diet, with wet and constricting
clothing, and in adverse weather conditions. Clinical
manifestations include swelling of the feet and lower portions
of the legs, numbness, tingling, itching, pain, crimps, and skin
discoloration.

How to prevent: immersion foot

Every effort should be made by survivors to keep their feet
warm and dry. Shoelaces should be loosened; the feet should be
raised and toe and ankle exercises encouraged several times a
day. When possible, shoes should be removed and unwanted
spare clothing may be wrapped round the feet to keep them
warm.

How to treat immersion foot

Elevate the feet clear of any water. Dab dry with a soft material
and cleanse all round the feet gently. Use dressings to prevent
any bleeding. Insulate and wrap in warm clothing.

Compendium PSC & RB 110/120

 Heatstroke
A serious condition where the body temperature rises above the
norm to 40 or more. It is caused by prolonged exposure to very
hot or very humid conditions. The symptoms are a hot, dry skin,
with a rapid pulse rate. The patient may outwardly appear
flushed and could experience some confusion. Unconsciousness
may follow.
How to treat heat stroke
To treat heat stroke, remove all the patient's clothing and
endeavor to keep the body cool. Wrap in a cold sheet and/or
sponge the body with cold water. Maintain cooling the body by
'fanning' and sponging when necessary until the temperature
starts to fall. Place the casualty in a recovery position and cover
with a dry cloth or sheet

Treatment for contamination by fuel oil

Do not clean oil off the skin (except round the mouth and eyes)
until the person is warm and comfortable. Their skin should be
wiped with soft cloth to remove as much of the oil as possible
Injured or burned areas should be wiped with care or not at all.

15.3 Bandaging
1. Start with the bandage held in place on the inside of the
thigh just above the knee and unroll the bandage so that it is
laid diagonally down the outer side of the stump while
maintaining about two-thirds of the maximum stretch in the
bandage.

Figure 32 Bandaging technique.

Compendium PSC & RB 111/120

 2. Bring the bandage over the inner end of the stump and
diagonally up the outer side of the stump.
3. Bring the bandage under the back of the knee, continue over
the upper part of the kneecap and down under the back of
the knee.
4. Bring the bandage diagonally down the back of the stump
and around over the end of the stump. Continue up the back
of the stump to the starting point on the inside of the thigh
and repeat the sequence in a manner so that the entire
stump is covered by the time the roll is used up. The end of
the bandage is held in place with the special clips that are
provided. It is important that the tightest part of the
bandage be at the end of the stump.

Stop the bleeding

Before you clean the wound, try to the stop the bleeding.
Put on medical gloves, if available, before applying direct
pressure to the wound. If gloves are not available, use many
layers of clean cloth, plastic bags, or the cleanest material
available between your hands and the wound.
Hold direct pressure on the wound, if possible, and elevate
the injured area.
Use your bare hands to apply direct pressure only as a last
resort.
Remove or cut clothing from around the wound. Remove
any jewelry from the general area of the wound so if the
area swells, the jewelry will not affect blood flow.
Apply steady direct pressure for a full 15 minutes. Use a
clock15 minutes can seem like a long time. Resist the urge
to peek after a few minutes to see whether bleeding has
stopped. If blood soaks through the cloth, apply another
one without lifting the first. If there is an object in the
wound, apply pressure around the object, not directly over
it.

Clean the wound

If you are not going to see your health professional immediately,
rinse the wound for at least 5 to 10 minutes.
Compendium PSC & RB 112/120
Minor wounds
Wash your hands well with soap and water, if available.
Put on medical gloves before cleaning the wound, if
available.
Remove large pieces of dirt or other debris from the wound
with cleaned tweezers. Do not push the tweezers deeply
into the wound.
Wash the wound under running tap water (the more the
better) to remove all the dirt, debris, and bacteria from the
wound. Lukewarm water and mild soap, such as Ivory
dishwashing soap, are the best. (Note: If you are cleaning a
wound near the eye, do not get soap in the eye.)
o Scrub gently with a washcloth. (Moderate scrubbing
may be needed if the wound is very dirty.) Hard
scrubbing may actually cause more damage to the
tissue and increase the chance of infection.
Scrubbing the wound will probably hurt and may
increase bleeding, but it is necessary to clean the
wound thoroughly.
o If you have a water sprayer in your kitchen sink, try
using the sprayer to wash the wound. This usually
removes most of the dirt and other objects from the
wound. Avoid getting any spray from the wound into
your eyes.
o Large minor dirty wounds may be easier to clean in
the shower.
o If some dirt or other debris remains in the wound,
repeat the cleaning.

Large, deep, or dirty wounds

You may need to see a health professional for a large, deep, or
very dirty wound to determine whether you need stitches or
antibiotics. Most wounds that need stitches should be treated
within 6 to 8 hours after the injury to reduce the risk of infection.
Very dirty wounds may not be stitched to avoid the risk of
infection.

Compendium PSC & RB 113/120

If you are going to see a health professional immediately, the
wound can be cleaned and treated at the medical facility.

Bandage the wound

Thoroughly clean the wound before bandaging.
Use of an antibiotic ointment has not been shown to affect
healing. If you choose to use an antibiotic ointment, such as
polymyxin B sulfate (for example, Polysporin) or bacitracin,
apply the ointment lightly. The ointment will keep the
bandage from sticking to the wound. Be sure to read the
product label about skin sensitivity. If a skin rash or itching
develops under the bandage, stop using the ointment.
Apply a clean bandage when it gets wet or soiled to further
help prevent infection. If a bandage is stuck to a scab, soak it
in warm water to soften the scab and make the bandage
easier to remove. If available, use a nonstick dressing.
If needed, use an adhesive strip called a butterfly bandage to
hold the edges of the wound together. You can make one at
home or buy them already made. Always put the butterfly
bandage across a cut, not lengthwise, to hold the edges
together.
Take the dressing off and leave it off whenever you are sure
the wound will not become irritated or dirty.

When to get stitches

A quick test to determine whether you need stitches is to wash
the wound well and stop the bleeding, then pinch the sides of
the wound together. If the edges of the wound come together
and it looks better, you may want to consider getting stitches. If
stitches may be needed, avoid using an antiseptic or antibiotic
ointment until after a health professional has examined the
wound.
Wounds that are at high risk of infection, such as dirty cuts
or crush injuries, are usually closed within 6 hours after the
injury. Occasionally a wound that is at high risk of infection
will not be stitched until after 24 hours, or may not be
stitched at all, so that adequate cleaning and antibiotic
treatment can be done initially to prevent infection.

Compendium PSC & RB 114/120

 A cut with a clean object, such as clean kitchen knife, may be
stitched from 12 to 24 hours after the injury depending on
the location of the cut.
A clean facial wound in a healthy person is at low risk of
infection and can be stitched up to 24 hours after the injury.
Stitching may be done for cosmetic appearance to reduce
scarring.

Chapter 16

Drills in Launching and Recovering Boats

1. Acts as an efficient member of a launching crew.

2. Takes charge and allocates duties for launching, handling and
recovery.
a. Gives correct orders for launching and bearding the boat
clearing the ship's side and handling and disembarking
persons from boats.
3. Prepares and safely launches survival craft and clears the ship's
side quickly.
4. Demonstrates the ability to start and operate an inboard engine
fitted in a partial or fully enclosed lifeboat or rescue boat.
5. Demonstrates the ability to row and steer boats and steer by
compass.
6. Acts as coxswain in handling boats under power and oars.
7. Streams a sea-anchor.
8. Demonstrates the ability to:
a. use individual items of lifeboats and rescue boats
b. rig devices to aid location
9. Demonstrates the ability to safely recover the boats.

Compendium PSC & RB 115/120

 Chapter 17

Drills in Launching Liferafts

17.1 Davit-launched liferafts

1. Acts as efficient member of launching crew.
2. Takes charge and allocates duties for launching.
3. Gives correct orders for swinging out the raft, securing it
and boarding.
4. Lowers a liferaft.
5. Operates the safety catch of the lifting hook at the
correct time.
6. Recovers the hook ready for the next launch.
7. Clears away the ship's side and streams a sea-anchor.

17.2 Throw-overboard liferafts

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

17.3 Boarding a liferaft from the water

1. Dons a lifejacket/immersion suit correctly, without
assistance, within a period of 1 minute.
2. Jumps into the water from a height while wearing a
lifejacket/immersion suit.
3. Uses the attached whistle.
4. Demonstrates the "heat-escapes-lessening posture"
(HELP)
5. Rights an inverted liferaft.
6. Boards a liferaft from the water while wearing a
lifejacket.
7. Assists an exhausted survivor to board a liferaft.
8. Throws the rescue quoit and line to a person in the
water
Compendium PSC & RB 116/120
 17.4 Righting an inverted liferaft
.1 Rights an invented liferaft while wearing a
lifejacket/immersion suit.

Chapter 18

Drills in Launching and Recovering Rescue Boats

Acts an efficient member of a launching crew.

Takes charge and allocates duties for launching, handling
and recovery.
Gives correct commands for launching and boarding the
rescue boats, clearing the ship's side and handling and
disembarking persons from rescue boats.
Prepares and safety launches rescue boats and clears tie
ship' side quickly.
Demonstrates the ability to install, start, operate and safely
remove and stow an outboard engine in a rescue boat.
Demonstrate the ability to row and steer the rescue boat
and to steer by compass.
Acts as coxswain in handling rescue boats under power and
oars.
Streams a sea-anchor.
Picks up a survivor from the water.
Picks up a survivor in a stretcher.
Safely brings rescue boats alongside.
Demonstrates the ability to safely disembark the survivor.
Uses foul weather strop for recovery of rescue boats.

end

Compendium PSC & RB 117/120

 Bibliography

IMO references

The International Convention on Standards of Training,

Certification and Watchkeeping for Seafarers, 1995 (STCW
1995), 1998 edition (IMO Sales No. 938E)
International Convention for the Safety of Life at Sea, 1974
(SOLAS 1974), as amended (IMO Sales No. 110E)
IMO Life Saving Appliances Code (LSA code) (IMO Sales No.
982E)
Merchant Ship Search and Rescue Manual (MERSAR) (IMO
Sales No. 963E)
A Pocket Guide to Cold Water Survival (IMO Sales No. 946E)
LSA symbols Poster (IMO Sales No. 981E)
Assembly resolution A.660(16) Carriage of satellite
emergency position-indicating radio beacons (EPIRBs)
Assembly resolution A.657(16) Instructions for action in
survival craft
Assembly resolution A.694(17) General requirements for
shipborne radio equipment forming part of Global Maritime
Distress and Safety System
(GMDSS)and for electronic navigation aid
Assembly resolution A.762(18) Performance standards for
survival craft two- way VHF radiotelephone apparatus
Assembly resolution A.763(18) Performance standards for
float-free satellite emergency position-indicating radio
beacons (EPIRBs) operating on 406 MHz
Assembly resolution A.802(19) Performance standards for
survival craft radar transponders for use in search and
rescue operations
Assembly resolution A.809(19) Performance standards for
survival craft two-way radiotelephone apparatus
Assembly resolution A.810(19) Performance standards for
float-free satellite emergency position-indicating Radio
Beacons (EPIRBs) operating on 406 MHz

Compendium PSC & RB 118/120

 Assembly resolution A.812(19) Performance standards for
float-free satellite emergency position-indicating radio
beacons (EPIRBs) operating through the geostationary
Inmarsat satellite system on 1.6 GHz

Textbooks

C.H. Wright, Proficiency in Survival Craft Certificates

(Glasgow: Brown, Son and Ferguson, 1988) (ISBN 0-85174-
540-7) (OUT OF PRINT)
D.J. House, Marine Survival and Rescue Systems (London:
Witherby & Co., 1977) (ISBN 1-85609-127-9)

Internet sites

2005 International Consensus on CPR and ECC Treatment

with Recommendations (CoSTR) document.
American Red Cross Advisory Council on First Aid and Safety
(ACFAS)
Red Cross Research and Product Development Team
American Red Cross 2005 Guidelines for Emergency Care
and Education
American Heart Association, the 2005 Guidelines for First
Aid
International Red Cross
World Health Organization (WHO)
Marx JA, Hockberger RS, Walls RM, eds. Rosens Emergency
Medicine: Concepts and Clinical Practice. 5th Ed. St. Louis,
Mo.: London: Mosby; 2002:1979-1996.
Auerbach PS. Wilderness Medicine. 4th Ed. St. Louis, MO:
Mosby; 2001.
Ford, MD, ed. Clinical Toxicology. 1st Ed. Philadelphia, PA:
Saunders; 2001:244-247.
Copyright 1997-2006 Canadian Centre for Occupational
Health & Safety

Compendium PSC & RB 119/120

 JOHN B. LACSON FOUNDATION, INC.
M.H. del Pilar Street, Molo, Iloilo City, Philippines
Tel. No. (033) 336-5458 / 336-0933 TeleFax No. (033) 338-2131

Schedule Training Courses - Effective June 1, 2006 IMO Model Duration

Course
Weekly BASIC SAFETY TRAINING 1.13, 1.19 8 days
(4 IMO Safety Courses) 1.20, 1.21
Weekly Advance Training in Fire Fighting IMO 2.03 4 days
Weekly Proficiency in Survival Craft & Rescue Boat IMO 1.23 4 days
Weekly Medical Emergency First Aid IMO 1.14 4 days
Weekly Medical Care IMO 1.15 6 days
As Scheduled GOC for GMDSS IMO 1.25 15 days
As Scheduled Radar Navigation, Radar Plotting & Use of ARPA (ROP) IMO 1.07 8 1/2 days
As Scheduled Radar Simulator Course (RSC) IMO 1.09 4 days
As Scheduled Radar, ARPA, Bridge Teamwork & Search & Rescue (ARPA) IMO 1.08 5 days
Weekly Ratings Forming Part of Navigational Watch (DeckWatch) MTC 5 days
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As Scheduled Ship Simulator and Bridge Teamwork IMO 1.22 5 days
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As Scheduled MARPOL 73/78 Annex I IMO 1.11 3 days
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MARINA ACCREDITED COURSES
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Note: Discount is given to all JBLCF (IMA) Graduates, Alumni I.D. should be presented. Fees are subject
to change without prior notice.

Compendium PSC & RB 120/120