Survival Craft & Rescue Boat Training Course

Transcription

1 Survival Craft & Rescue Boat Training Course

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3 SURVIVAL CRAFT & RESCUE BOAT TRAINING COURSE According to Resolution A.891(21). Item 5.4 STCW Convention, regulation VI/2 STCW Code, Section A-VI/2 and Table A-VI/2-1 IMO Model Course 1.23 NORMAM 24 Macaé, RJ May 2013

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5 TABLE OF CONTENTS 1. INTRODUCTION AND TRAINING SAFETY RIGID-HULLED LIFEBOATS EMERGENCY SIGNALS PROCEDURES AFTER THE EMERGENCY SIGNAL EMERGENCY PROCEDURES STATION BILL SEA SURVIVAL PROCEDURES SWIMMING CASTAWAYS HELICOPTER RESCUE METHODS RESCUE BOAT LAUNCHING EQUIPMENT MOTORIZED RESCUE BOAT AND FITTINGS ABANDONMENT / EVACUATION TASKS ACTIONS ABOARD THE LIFEBOAT RESCUE BOAT LAUNCHING AND MANEUVERS IN BAD WEATHER RADIO, SIGNALLING AND PYROTECHNIC EQUIPMENT SEA SURVIVAL PROCEDURES RESCUE BOAT LAUNCHING EQUIPMENT ABANDONMENT TASK ACTIONS ABOARD THE LIFEBOAT RESCUE BOAT LAUNCHING AND MANEUVERS IN BAD WEATHER INFLATABLE LIFE RAFT LAUNCHING AND DRILLS RAFT THEORY RESCUE BOATS LAUNCHING EQUIPMENT MOTORIZED RESCUE BOAT AND FITTINGS ABANDONMENT TASK FIRST-AID ASSISTANCE DROWNING HYPOTHERMIA FIRST-AID KIT

6 34. APPENDICES BIBLIOGRAPHY Course Name File Name Manual CESS PT docx Last Updated On

7 Survival Craft and Rescue Boat Training Course 1. INTRODUCTION AND SAFETY TRAINING 1.1 INTRODUCTION The tragic and infamous Titanic incident in its maiden voyage on April 14th, 1914, killing over 1,500, brought up the need to improve and set up an effective evacuation and abandonment system. In order to improve international maritime safety conditions, the IMO (International Maritime Organization) was founded, designated by the United Nations council in 1948 as the first international organization fully devoted to maritime issues¹. STCW/95 Convention and Resolution A.891 established safety regulations for ships and rigs, to cater for the crew s well-being and safety. Based on IMO s regulations, Falck Safety Services wants to train crew, non-crew, offshore and nonoffshore workers so they can lead life and rescue boats before, during and after their launching, and manage survivors and life and rescue boats after the unit has been abandoned. 1.2 PURPOSE Falck Safety Services aims at qualifying the trainee to: Lead life and rescue boats before, during and after launching, as well as in recovery; Manage survivors and live and rescue boats after the unit has been abandoned. Page 7

8 1.3 FALCK RULES 1. Observe all instructions, warning and safety signs. 2. Loose clothes, jewelry, piercings, etc. must be taken off during exercises. 3. Sleeveless shirts, shorts or mini-skirts are forbidden; all trainees must wear pants and closed shoes. 4. Instructors and assistants may enter the mess hall first. 5. Do not walk about training areas without previous authorisation. Wear PPE in recommended areas. 6. Trainees are responsible for their belongings. Lock and key lockers are available and their use will be announced. Falck Safety Services is not responsible for lost or damaged belongings. 7. Smoking is bad for you. It will only be allowed in previously defined areas. 8. Personnel found under the influence of alcohol or illicit drugs will be taken off training and sent to their employer. 9. During the instructions, all cell phones must be turned off. 10. High heels are not allowed within the facilities. 11. No inconvenient jokes, pushing, arguments or discrimination of any nature will be allowed. 12. Trainees must follow instructions by Falck Safety Services employees at all times. 13. Every trainee is responsible for ensuring training safety under best possible conditions. Unsafe acts or conditions must be informed immediately to the instructors. 14. Photographs, films or any images belonging to the company may only be taken upon previous consent. 15. Pregnant women cannot undergo this training due to the physical nature of the exercises. 16. If, for unavoidable reasons, the trainee needs to leave during training period, please request the specific leave authorisation form. The leave period shall be informed to the employer and, in case it exceeds 10% of the Subject s credit hours, the trainee shall be cut off the program. Página 8

9 Survival Craft and Rescue Boat Training Course 17. Falck Safety Services guarantees the trainees safe transport during their stay in the company in the company s designated vehicles, and will not be liable for any transport using private vehicles. 18. Certificates/Cards shall be handed to the contracting company. The trainees will only receive them if the contracting company gives their previous consent. Self-enrolled students will have to wait for the evaluation results and, if approved, they shall receive their Training Card. 19. Those who fail to comply with these rules or that intentionally take or damage equipment will be held responsible and liable to any suitable countermeasures. 1.4 COURSE RULES NORMAM-24 Brazil Navy Directorate of Ports and Coasts Rescue Craft and Lifeboat Course Acronym: CESS Course Programme Total Credit Hours: 44 Hours 1.5 GENERAL GUIDELINES Regarding the course structure: At enrolment, the candidate must provide the course administration with a copy and true copy (to be verified against each other) or a certified copy of documents that prove the following: - Eighteen (18) years old or older on the enrolment date; - Primary school completed; - Medical report attesting good physical and mental health; and - Successful conclusion of the Basic Security Training (BST) within the last five (5) years. Page 9

10 Regarding attendance: - Trainees must attend classes and do the exercises. - Trainees must have attended at least 90% of total classes. - For the purposes of the items above, no attendance will be considered: failure to show up; being more than 10 minutes late for any programmed activity or leaving without authorisation during the activity. Regarding approval: a) Students will be approved if they: - Score 6.0 (six) or higher in a 0 to 10 (zero to tem) scale in theory and Satisfactory in hands-on activities. - Attends the minimum required classes (90%). b) In case the described above are not met, the trainee shall not be deemed approved. 1.6 DUTIES AND ROLES OF HELMSMEN AND MUSTER POINT COORDINATORS The Coxswain and the Muster Point Coordinator are those in charge of all procedures regarding the use of life and rescue boats. They report to the person in charge of the rescue teams (Rescue Advisor) and the Emergency Coordinator. Their duties include: Fully understanding life and rescue boats and their equipment; Preparing them for evacuation/abandonment; Página 10

11 Survival Craft and Rescue Boat Training Course Knowing who to report to upon sounding the alarm; Leading people distribution; Guiding their boarding; Abandoning/evacuating the unit in a safe way; Transferring people to a safe place; and Commanding life and rescue boats during emergency and survival situations. Page 11

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13 Survival Craft and Rescue Boat Training Course 2. RIGID-HULLED LIFEBOATS 2.1 INTRODUCTION, SAFETY AT SEA AND PRINCIPLES FOR SAFETY AND RESCUE AT SEA (SOLAS -74) SOLAS-74 Convention sets forth rules and principles for safety and rescue at sea through its many different chapters. Chapter I General provisions Chapter II-1- Construction Compartments and stability; machinery and electrical installation Chapter II-2 Construction Fire protection, detection and extinction. Chapter III Life-saving equipment and other devices Chapter IV Radio communications 2.2 INTERPRETING COMMAND ORDERS DURING EMERGENCY TASKS Everyone aboard, and especially those involved in the emergency teams, must be familiarized with alarm types and other procedures in order to carry out their tasks properly, and must know how to proceed in case of unpredicted changes in the emergency scenario, such as a rescue equipment that is not working. Those involved in an emergency task must know how to operate VHF and UHF communication radios firmly and safely, avoiding unnecessary noise that may hinder the task execution. Page 13

14 2.3 COMMON PROBLEMS IN SEVERAL EMERGENCY TASKS During an emergency task, there are many problems that could happen, which requires that teams and leaders involved have a much self-control and management skills under adverse conditions. 2.4 EMERGENCY TYPES Emergency procedures are needed to address accidents or any other unexpected situation that may harm the crew, passengers or property. Usually, an emergency incident can be quickly solved if the correct process is used promptly. A small emergency, if not dealt properly, may get out of control. Once the emergency is detected, an adequate first response can be the difference between life and death. It is important that those involved know the emergency procedures for each situation and have discipline and training to react accordingly. The following emergency situations can happen aboard maritime units: fire, collision, stranding, explosion, blow out, bad weather, gas leak, aircraft crash, man overboard, epidemics, etc. 2.1 Several emergency types Página 14

15 Survival Craft and Rescue Boat Training Course FIRE Fire aboard a maritime unit is much more frightening than on land. Most of the time, fire starts in closed spaces and normally the crew suppresses the fire by themselves, without outside help. In case outside help is needed, it can and must be requested. The main extinguishing agent used is water, because there is plenty of it near the unit. However, if used recklessly, it can affect the unit s stability, causing it to heel or even sink. Therefore, fire fighting must be planned in order to avoid another emergency. 2.2 Fire on board SHIPWRECK Water getting inside a vessel s compartment can cause several problems, such as heeling or sinking, as, depending how much has got in, it can affect the ship s stability and compromise its buoyancy 2.3 Shipwreck COLLISION WITH STATIONARY OBJECTS Collision is when a vessel clashes with another still object. A collision may happen with a mooring buoy, docks or with another moored vessel. 2.4 Collision with still objects Page 15

16 2.4.4 COLLISION WITH MOVING OBJECTS It is when two moving vessels clash. This type of collision can entail fire, explosions or flooding, and can sink the ship or cause pollution if a tank carrying fuel or other contaminants is burst, and other types of emergencies. 2.5 Collision between moving objects Collision with moving objects means collision between ships. It is governed by sections 749 to 752 of the Commercial Code when in territorial waters. However, if the ships cruise under the same flag, the law of the flag applies. When collision happens offshore, damages are governed by Brussels Convention 1910 (rule 14.8a), and civil and criminal matters by Brussels Convention 1952 (rule 14.8f) (Arte Naval). Página 16

17 Survival Craft and Rescue Boat Training Course 3. EMERGENCY SIGNALS The emergency alarm signals are triggered aboard the units to indicate emergencies. Such signals are sent over through a general alarm buzz and can be heard from both inside and outside the superstructure. These signals can vary from unit to unit and everyone must know them and which procedures must be performed. Common signals are described below. 3.1 EMERGENCY INTERMITTENT ALARM After sounding the emergency alarm, a warning is given informing the emergency type and location through the preferred communication system. 3.2 PREPARE FOR ABANDONMENT CONTINUOUS ALARM After sounding the abandonment alarm, the Emergency Coordinator gives verbal instructions on abandonment actions to the emergency team coordinators. These alarms can be found in the unit s Station Bill. The abandonment alarm does not mean the unit is sinking, exploding or something like that. It means that it is no longer possible to control the emergency with the resources aboard, so people will have to be removed from the unit. It also does not mean everyone must enter the lifeboats and launch them immediately. Launching order will be given orally by the Emergency Coordinator. Everyone must keep calm and follow Muster Point Coordinators instructions. Page 17

18 Alarms are triggered manually but, as the unit s are becoming automated, the detected anomalies can trigger the emergency alarm automatically. However, the abandonment alarm can only be triggered manually and under exclusive orders from the Emergency Coordinator (GEPLAT, OIM, Captain, etc.). These are the ones in charge of sounding the alarms. Página 18

19 Survival Craft and Rescue Boat Training Course 4. PROCEDURES AFTER EMERGENCY SIGNALS 4.1 EVACUATION Leaving the unit in an orderly manner after the Emergency Coordinator has established that he is about to lose control over the emergency. In this procedure, outside means are preferably used if the conditions so allow. If not, the lifeboats must be used according to the emergency nature and conditions. 4.1 Outside means - Basket 4.2 Outside means - Helicopter 4.2 ABANDONMENT Leaving the unit in an orderly manner after the Emergency Coordinator has established that the emergency is about to go out of control. In this procedure, the unit s own means are preferably used according to the emergency nature and conditions. 4.3 Own means - Lifeboat 4.4 Own means Inflatable raft Page 19

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21 Survival Craft and Rescue Boat Training Course 5. EMERGENCY PROCEDURES The emergency procedures vary from unit to unit, but a few records are common for all procedures. Amongst them: - Preparing for abandonment; - Duties of lifeboat crews, who shall verify, amongst other actions, if everyone is present and wearing full PPE (overalls, boots, hard hats, life jackets, etc.); - Rescue boat preparation, etc. Lifeboats shall only be boarded once the vessel s Coxswain orders it. Coxswain or another designated person must take the EPIRB and SART with them. VHF portable radios must be with the Muster Point Coordinator or the vessel s Coxswain. 5.1 CHECK Several ID systems are used in muster points, such as T cards or Personnel on Board list (POB). 5.1 T cards 5.2 T Card boards 5.2 EVACUATION / ABANDONMENT METHODS Each evacuation / abandonment situation has potential risks and it is important that they are analysed before using one of the evacuation / abandonment methods. 5.3 PRIORITY RANK Page 21

22 In case the unit needs to be abandoned / evacuated, the Emergency Coordinator must follow a priority rank, which is as follows: - Gangways; - Helicopter; - Standby vessel; - Rigid-hulled lifeboats; - Inflatable rafts; - Jacob s ladder; - Jump into the water. 5.3 Evacuation/abandonment - Gangways 5.4 Evacuation/abandonment - Helicopter 5.5 Evacuation/abandonment Standby vessels 5.6 Evacuation/abandonment Rigid-hulled lifeboats Página 22

23 Survival Craft and Rescue Boat Training Course 5.7 Evacuation/abandonment Inflatable and cocoon lifeboats 5.8 Evacuation/abandonment Jacob's ladder 5.9 Evacuation/abandonment Jump into the water 5.10 Evacuation/abandonment Jump into the water 5.4 MUSTER POINTS In an emergency situation, it is important to know which and how many people are gathered at the Muster Points. Everyone aboard is designated to a lifeboat or a life raft station. All names must be checked and the control room must be informed. Check must be done at Muster Point and when boarding lifeboats and life rafts. 5.5 DUTIES OF THE COXSWAIN When the emergency alarm sounds, the vessel s Coxswain must go to the Muster Point and inform the Muster Point Coordinator that he is about to do the vessel s checklist. After doing the checklist, he must give the OK to the Emergency Coordinator. Page 23

24 The Coxswain must also do the following checks with the Muster Point Coordinator: - Check if the personnel on board was checked; - Check if everyone was inspected as to the survival gear; - Check if the control room was contacted via radio. 5.6 BASIC PROCEDURES FOR NORTH SEA MARITIME UNITS If you are in your cabin, get your personal protection equipment (PPE): thermal suit; antismoke hood; heat-resistant pair of gloves and a light stick or flashlight in order to find your escape route in a smoke-filled environment. Outside the cabin, stop what you are doing immediately, protect your work place (de-energize the equipment) and proceed to your Muster Point, where you are going to get your personal protection equipment. 5.7 BASIC PROCEDURES FOR BRAZILIAN MARITIME UNITS If you are in your cabin, put on your personal protection equipment (PPE), get your life vest, proceed to your muster point, withdraw/turn your T card and, in silence, wait for instructions from the Muster Point Coordinator and Coxswain. Outside the cabin, stop what you are doing immediately, protect your work place (de-energize the equipment) and proceed to your cabin (or Muster Point), get your life vest, proceed to your Muster Point, withdraw/turn your T card and, in silence, wait for instructions from the Muster Point Coordinator and Coxswain. Página 24

25 Survival Craft and Rescue Boat Training Course 5.8 ABANDONMENT ACTIONS Abandonment is a verbal order from the Emergency Coordinator. Therefore, abandonment can only take place once this order has been received. The Muster Point Coordinator and Coxswain must: - Coordinate the passengers at the muster point and their displacement to the lifeboats; - Coordinate passenger boarding, making sure everyone is present, seated and with fastened seatbelts; - Check if there is fire at sea and, in case there is, use the sprinkler system and bottled air when lowering the vessel; - Check if the vessels launching area is free. IN case the vessel cannot be launched, the Coxswain must inform the Emergency Coordinator so another abandonment/evacuation means can be thought of. 5.9 ABANDONMENT ACTIONS BEING IN THE WATER As said before, jumping in the water is also an evacuation or abandonment option. However, it is just a last resort. Remember: no matter how bad the unit is, it is still the safest place. So, do not jump in the water unless you are ordered to do so. No one should enter the water if not wearing the life vest. The thermal suits and thermal protection devices can be used if available. Someone in the water will cool down too quickly, even in not so cold waters, if not properly dressed. Once in the water, you must swim towards the lifeboat or another floating object within reach, holding on to it, but without making unnecessary efforts. The light device and life vest whistle may help you get noticed and rescued. Page 25

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27 Survival Craft and Rescue Boat Training Course 6. STATION BILL The Station Bill is a list that assigns roles and tasks for each crew member, besides designating their life rafts and cabins. The Station Bill also includes alarm signal details, special tasks assigned to each crew member, procedures in case of emergency, back-up crew members, etc. The crew must know their duties, obligations and responsibilities, and must know how to proceed so there are no problems during emergency situations. The Station Bill must be fixed in living quarter corridors and other common areas, such as mess hall, TV room, etc. Some units are going even further, putting copies of the Station Bill in cabins, distributing a reduced copy to the crew members, etc. When hearing the emergency signals, everyone aboard must follow what the Station Bill says and act according to their roles during the emergency, taking all necessary measures which they have been trained to do. The person in charge of a lifeboat must have a list with the name of all passengers (POB) and must also check if they are following the instructions. 6.1 Station Bill 6.1 MEASURES ADOPTED BY THE PERSON IN CHARGE OF EQUIPMENT IN ORDER TO KEEP THEM IN GOOD OPERATING CONDITIONS In order to use the rescue equipment to our satisfaction during an emergency, we must make sure that those involved know and are trained in the use of such equipment. These equipment must be tested and receive periodic maintenance scheduled in the company s Maintenance Plan. Page 27

28 These maintenances must be: weekly, biweekly, monthly, every three months, every year and every five years, depending on the type of equipment. However, daily inspections must be accomplished to verify the engine, arrangements and cleanness of life and rescue boats. Whenever there is an emergency drill or seaworthiness test, the vessels must be bunkered, clean and made ready for use. Remember: training only ends when the vessel is ready to be used again. It is the only way we can make everyone trust the equipment onboard. 6.2 RECOGNIZING ALL STANDARD RESCUE EQUIPMENT SYMBOLS Every crew member, as well as other people onboard, must know what the standard symbols adopted by IMO aboard the maritime units mean. The purpose of these symbols is to indicate where the equipment used in emergency situations is located; the safest routes to the muster points; and other functions. 6.2 IMO Symbols Página 28

29 Survival Craft and Rescue Boat Training Course 7. SEA SURVIVAL PROCEDURES 7.1 TRAINING AND DRILLS An emergency situation is not an ordinary event. When it happens, we must be prepared to face it and the only way to do that is training. These trainings are given as specialized courses and through drills carried out aboard units. During training and drills, we receive instructions on how to act in an emergency situation and how to operate life-saving equipment. It is of utmost importance that everyone is familiarized with the unit and life-saving equipment. 7.1 Training and drills 7.2 Training and drills 7.2 TRAINING MANUAL The existing training manual aboard is a good source of information and must be known by all residents. We can find important information on the unit in them. According to Rule 35 of Solas-74, all vessels must have a training manual as follows: Rule 35 Training and Onboard Teaching Accessories Manual 1. This rule applies to all ships. Page 29

30 2. Each mess hall and recreation room must have a training manual complying with the provisions in paragraph 3, or each crew member cabin. 3. The training manual, which can come in several volumes, must contain instructions and information that are easy to grasp, and, whenever possible, it must contain figures that show the existing life-saving equipment onboard the vessel and best survival methods. Every piece of information can come as an audiovisual resource instead of a manual. The following items must be thoroughly explained: 3.1 Wearing instructions for life vests, thermal suits and anti-exposure clothing, as the case may be; 3.2 Gathering at muster points; 3.3 Boarding, launching and displacing the unit, the lifeboats and rescue boats, including the use of maritime evacuation systems when applicable; 3.4 Launching from inside the lifeboat; 3.5 Clearing launching equipment; 3.6 Use of protection devices in launching areas, as the case may be; Lit launching areas; Use of survival equipment; Use of all detection equipment; Página 30

31 Survival Craft and Rescue Boat Training Course Using illustrations, the use of life-saving equipment radio; Use of floating anchors; Use of engines and accessories; Retrieving life and rescue boats, including stowing and lashing; Exposure dangers and need of wearing thermal clothing; Best use of lifeboat onboard resources in order to survive; Rescue methods, including the use of helicopter rescue devices (slings, baskets, stretchers); breeches buoy; land life-saving appliances and ship s line-throwing appliances; All the other roles in the station bill and emergency instructions; Instructions to make emergency repairs in life-saving equipment. 4. Every ship with a maritime evacuation system must have accessories to teach how to use the system. 5. Personal measures to be taken when the abandon posts sign is triggered. When the abandonment alarm is triggered, it does not mean that everyone should run for their lives. It only means that everyone must follow Muster Point Coordinators and Coxswain orders. They will lead them to their Muster Points, where everyone will be evacuated in an orderly manner using the evacuation / abandonment means available at the time. Page 31

32 People will form a Conga line; the Coxswain will go first and the Coordinator, last, to check if someone went astray. This role does not exempt people in line from their responsibilities. They are also responsible for other people. During the journey to the Muster Point, each resident is responsible for the person in front of them, and, in case they go astray or try to follow another route, they must be taken back to line. 7.3 MEASURES TO BE TAKEN BY THE LEADER AT THE MUSTER POINT AND SUBSEQUENT TASK ABANDONMENT PREPARATION The Coxswain must know the unit s alarm signals, the procedures to operate and launch the lifeboats, and the abandonment procedures. In case of abandonment, the Coxswain is responsible for the vessel s checklist. The Muster Point Coordinator, upon Emergency Coordinator s orders, will send people over to their Muster Points with the help from the Coxswain. Muster Points must be safe places near the lifeboats, in or outside the living quarters module. People must be wearing their full PPE and a life vest or, as the case may be, thermal suits. A head count must be performed. Thus, it is essential that the Coordinator or the Coxswain has a POB list or the unit has a T card ID system PASSENGER BOARDING Página 32

33 Survival Craft and Rescue Boat Training Course The lifeboat boarding and launching orders are orally given by the Emergency Coordinator and executed by the Coxswain. The latter, after performing the vessel s checklist, gives the boarding order. This is so because, if a problem is detected in the vessel, the passengers can relocated to other vessels or another evacuation/abandonment method will be used. Coxswain is responsible for all of the vessel s procedures, and the passengers, upon receiving the order to board, must proceed as per instructions. The Coxswain must make sure that everyone is according to the following when boarding the lifeboats: Properly dressed; Using life vests or thermal suits; Following their instructions; Boarding only when ordered; Leaving the access doors clear; Seat belts fastened; and In silence. In addition, all passengers must: Board in an orderly manner; Use the access hatches defined for boarding; Keep calm and silent; and Make sure the last person in closes the hatch. Once in the lifeboat, remember the triple S: Sit down! Safety (fasten your seat belt) Silence! It is important that, during evacuation or abandonment, everyone is seated, in silence and with the seat belts fastened. The Coxswain is responsible for checking if everyone is with their seat belts fastened. Due to the tight space inside the vessel, the Coxswain cannot check each passenger, so he must just ask them. Page 33

34 If he asks is everyone with their seat belts fastened?, it will create havoc, as everyone is going to burst out talking at the same time. The correct way to ask is: is someone there who is not ready? Those who are ready won t say anything, they ll keep quiet. Those who are not ready answer: me. The Coxswain will give them some time and ask again. When no one else answers, it means everyone is ready, i.e., seated and with their seat belts fastened. Even if rescue is made through helicopter or standby vessel, everyone must wait for their turn seated, in silence and with their seat belts fastened throughout the whole rescue or transfer operation. It is of utmost importance that those who are waiting keep their seat belts fastened, because, in case the lifeboat heels, it will return to its normal position (auto-trim). It only happens if everyone is seated and with seat belts fastened. 7.3 Passengers ready for evacuation / abandonment 7.4 CHECKS TO BE MADE ON THE LIFEBOAT AND DAVITS BEFORE BOARDING AND LAUNCHING FLOTSAM Before lowering the vessel, Coxswain must check if the launching area is clear, i.e., if there is no flotsam, wreck or another vessel that can hinder the process. In case of flotsam, check if they are not going to hinder the process or damage the vessel or propeller. Página 34

35 Survival Craft and Rescue Boat Training Course MAINTENANCE SLING, SAFETY TRAPS AND RELEASING ARM Maintenance sling is made of two steel cables with stud similar to the main cable, or two chains, depending on the davit type. They are used to perform maintenance on equipment, including release system clearance without the need to remove the lifeboat from the davit. 7.4 Maintenance sling It is a common mistake to think that maintenance slings are safer to use when boarding the lifeboat during drills. It is a mistake, because it can be lowered by mistake and the lifeboat will be held by the slings. Slings are designed to support such weight, but not the eyepads. They may break and cause a severe accident, including lifeboat falling down. We must not board passengers by the slings, under any circumstances, because they were not designed for that purpose. What was designed and tested to support the vessel with all provisions is the main steel wire SAFETY TRAPS The safety traps are davit-related devices to help stowing the vessel when berthed. There are several types of safety traps depending on the manufacturer. These traps must be removed when preparing the vessel for launching RELEASING ARM Page 35

36 It is a device used on some davits to free the safety traps in a single movement. It is composed of two steel wires connected to two shark jaws and tension jacks interconnected to a lock/release lever. The vessel s travelling blocks, when stowed, rest on the shark jaws, giving a break on the brakes and removing the vessel s weight from the main steel wire. When preparing the lifeboat, the main cable is tensioned, demanding the travelling blocks and leaving the vessel supported by the main cable. Upon receiving the abandonment or evacuation order, the releasing arm is turned on, releasing the travelling blocks from the shark jaw and ready for launching. 7.5 Safety traps 7.6 Releasing arm REMOTE ACTUATION (REMOTE CONTROL) The remote actuation system (remote control) is a system that allows the Coxswain to lower the vessel from inside it, without any help from someone outside. It consists of a cable through a pulley system coming from inside the vessel up to the brake s actuation lever. To lower it, you just have to pull the actuation cable or turn the wire reel, depending on the vessel s model. Upon tensioning, the cable will raise the brake lever, releasing the static brake and lowering the vessel. In case the lowering needs to be stopped, you just have to release the cable or the wire reel. To resume lowering, you just have to pull the cable again or turn the wire reel. Página 36

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38 In wire reel models, the Coxswain must pay attention to the cable running while the vessel is being launched. In case it curls or get stuck, the vessel will not be lowered further. If so, use the pliers located near the Coxswain bench to cut the wire and release the boat. Remember that while recovering the vessel, the reel wire must be pulled back to prevent it from curling around the propeller. 7.7 Remote Actuation (Remote Control) 7.8 Remote Actuation (Control) DAVIT BRAKE OPERATION The life and rescue boats davits have brakes to keep the vessel in stowed position and prevent it from being lowered at a very high speed. These brakes are called static and centrifuge brakes, respectively. The static brake is made tarpaulin involving the brake drum, preventing it from being lowered. The tarp is connected to the brake s actuation lever. When the lever is raised, the tarp loosens the brake drum, allowing vessel s lowering. If the lowering weren t softened, the vessel would reach the water at a very high speed, causing a violent impact on people inside it. For this reason, davits must come with a centrifuge brake that slows down the vessel, keeping the lowering speed constant. Página 38

39 Survival Craft and Rescue Boat Training Course The centrifuge brake system is made of a drum with small brake shoes connected to a spring system that, according to the brake drum s rotation, opens and slowing down the vessel. According to the legislation, the winch brakes on launching equipment must be designed to withstand: - static test with proof load at least 1.5 times the maximum work load; and - dynamic test with proof load at least 1.1 time the maximum work load at lowering speed. 7.9 Static brake strap tarp 7.10 Centrifuge brake brake shoe OPERATING CHECKLIST Before lowering a lifeboat, the Coxswain must be sure that it is ready for use. Thus, regular inspection is a must. The lifeboat must be ready at all times, but, during an emergency, some things need to be checked before allowing people in. It is an operating checklist. This checklist depends on the vessel type and model and must be detailed in the vessel s manual. When preparing the lifeboat, the following procedures must be verified and never forgotten: - Checking if there are open floor grids on the way to the vessel; Page 39

40 - Checking if all traps, maintenance slings and safety pins have been removed; - Switching on the key; - Checking if the air bottles are open; - Checking if the draining plug is in place; - Checking if the fuel valve is open; - Starting up the engine for testing (quick test to avoid overheating); - Testing the rudder; - Testing and adjusting VHF radio in the lifeboat; - Checking the internal release system. Upon execution of all these procedures, the Coxswain must inform the Rescue Group Coordinator or Emergency Coordinator that the vessel is ready and wait for further instructions PRECAUTIONS REGARDING THE ELEVATION CRANK SYSTEM The lifeboat launching mechanism must be capable of retrieving the vessel with full provisions and passengers. Every launching equipment must have an engine-actuated winch capable of elevating the vessel from the water at its full capacity and all equipment, at a speed no lower than 0.3 m/s. Some davits have a crank system to lift the vessel in case: - There is no power; - There is a problem with the winch s engine; or - The end course switches have actuated, stopping the winch s engine Elevation crank Página 40

41 Survival Craft and Rescue Boat Training Course When using the electric engine to raise the vessel, the winch operator must make sure that the crank is not connected, otherwise the actuated engine will project the crank, likely causing serious accidents or damaging the equipment. Some davit models have a micro-switch (end-course sensors) located near the crank coupling. This micro-switch prevents the engine from working. However, we cannot trust this system, because, being an electric equipment, it can have problems and fail to work properly, thus running even when the crank is coupled. Therefore, it is essential that the operator check if the crank is disconnected before manoeuvring the vessel ABANDONMENT CONTROLS BY THE COXSWAIN - The Coxswain must have control over the following items: - Distribution (suitable clothing if applicable); - Lifeboat preparation; - Inform control room or bridge; - Wait for launching clearance. 7.5 SAFETY PROCEDURES ABOARD A LIFEBOAT WHEN LOWERED OR LAUNCHED Before launching a lifeboat, the Coxswain must make a few safety checks not to compromise the passengers safety. They are as follows: - Check sea state, wind speed and direction; - Check the compass, while stowed and during launching; Page 41

42 - Check if rudder is in the correct position to back away from the unit after launching; - Know the course to be followed when released from the unit and down to a safe position. After everyone is duly seated and with seat belts fastened, the Coxswain will inform the Emergency Coordinator and wait for further instructions. After receiving the abandon order from the Emergency Coordinator, the Coxswain must start up the lifeboat s engine, keeping acceleration constant. The Muster Point Coordinator releases the traps through the release system lever (trigger/coupling), if applicable; closes the hatchet and then turns the wire reel or pulls the remote actuation system cable to release the brakes (according to the vessel s model) to start lowering. The Coxswain must observe the blocks travelling through bow and aft shark jaws (retention hooks), if applicable. The static brake counterweight must be totally suspended to prevent the lifeboat from coming down burning the davit brake tarpaulin. The lowering speed will be controlled by the centrifuge brakes (no less than 0.3 m/s). The crew member lowering the vessel must hit the wire reel brake pedal or hold the remote control cable firmly until the vessel hits the water. Then, the wire reel or actuating cable must be released to free the brake counterweight so the chain does not keep coming down and weight down the release system. When hitting the water, the crew member must activate the engine s 3-way valve so the heat exchange with the engine s cooling water can be done sea water (if applicable). In case of Maclaren lifeboat, the Co-Coxswain must refrain from hitting the wire reel brakes and the Coxswain must pay attention to the release system triangle without load, to pull it and hand it over to the Co- Coxswain until he s sure the hooks are free. In case the system needs to be activated with load, a crew member under the release will turn it until the lifeboat is released (the crew member that activates the rut must be strapped to the seat belt and the Coxswain must free the rut s release lever at the panel). Página 42

43 Survival Craft and Rescue Boat Training Course When the fans open and the hooks turned releasing the chains, the Coxswain will have to carefully release the vessel so the travelling block or chain does not get stuck in sprinkler piping system or other vessel parts, to avoid lifeboat retention or damages. This procedure requires hands-on practice to be handled well. For other lifeboats, the load-free and load systems are located near the Coxswain. The lever must be activated according to manufacturer s instructions Release system (MacLaren) 7.13 Release system (hydrostatic) 7.6 CHECKS AND MEASURES TO BE OBSERVED BEFORE LAUNCHING A LIFEBOAT, IN CASE OF SURFACE OIL. If launching a vessel with oil on the sea surface, we must activate the sprinkler system, so it is already working in case the oil goes up in flames. It must also be done with air bottles. They must be aligned and regulated to be open if needed. Actuation and operation of these systems will be explained further in this document. 7.7 MEASURES TO BE TAKEN IN CASE THERE ARE RISKS INVOLVED OR THE LIFEBOAT CANNOT BE LAUNCHED This item was explained previously, in item Priority Rank Page 43

44 7.8 RESOURCES AND CORRECT USE OF PERSONAL SURVIVAL EQUIPMENT. On offshore facilities, the following personal life-saving equipment must be given: - Life vest; - Life buoy; - Survival suit; - Flashlights/chemical torches or chemical stick; etc Life vest LIFE VEST Only life vests certified by Maritime Authorities can be used. This certification ensures that life vests were manufactured as per SOLAS 1974 requirements, as amended. Besides, they must be inspected continuously to ensure they are in good shape. A few life vest types are addressed below: INFLATABLE MARITIME LIFE VEST Some countries took a lot of years to approve inflatable life vests for use in maritime and offshore industries. Brazil has not yet authorised these life vests offshore. Given that they are vulnerable, besides complying with all manufacturing demands, they must also fulfil the following requirements: Have at least two separate compartments; Inflate automatically during immersion; 7.15 Inflatable life vests maritime version Página 44

45 Survival Craft and Rescue Boat Training Course Have a manual inflation device; and Be equipped with tubes to blow it full. The vest is automatically inflated when the user falls in the water, or manually upon activation of the manual device. The automatic device works due to a capsule that dissolves in touch with water, releasing the lock and activating the CO 2 cylinder, thus inflating the life vest VERSÃO DE AVIAÇÃO Similar to maritime inflatable life vests, the aviation life vests have a similar system. The biggest difference between them is that the maritime live vests inflate automatically upon immersion, whereas the aviation life vest only inflates after manual activation. This procedure is adopted to prevent the vest from inflating automatically inside the aircraft, thus trapping the user. The life vest must never be inflated inside the aircraft! 7.16 Inflatable life vests aviation SPRAY HOOD An addition to the newest inflatable life vest models is the spray hood. Sprays caused by strong winds during bad weather may suffocate. The hood was created to allow the user to breathe without problems Inflatable hooded life vest Page 45

46 7.8.5 WORK VESTS The work vests must be used strictly during tasks, never in an emergency situation. They must be clearly labelled as work vests and cannot be considered a life-saving device. They are normally used in deck tasks, when there s a risk of going overboard. With this vest on, the user won t have much trouble working. The rigid models are used more often than the automatic inflatable ones, because the inflatable one can be activated unintentionally during the task Work vests RIGID VESTS The rigid vests are normally made of polyurethane foam and classified as per NORMAM 05/DPC Material Certification, as follows: - Class I (SOLAS) manufactured as per SOLAS requirements. Used in open seas vessels and offshore platforms. Their use is effective in any water, rough seas and remote locations where rescue can take a while. Página 46

47 Survival Craft and Rescue Boat Training Course 7.19a Life vests class I Vest Model 7.19b Life vests class I Collar Model - Class II manufactured based on SOLAS requirements, softened to be used in open seas vessels in national waters. They have the same buoyancy requirements of Class I vests (SOLAS). The difference is that they do not have lamps. 7.20a Life vests class II Vest Model 7.21b Life vests class I Collar Model - Class III to be used in vessels faring inland waters. - Class IV material to be used for long periods by personnel involved in work near the vessel or quay edges, or suspended by planks or other devices that may fall in the water by accident. Page 47

48 7.22a Life vests class IV Vest Model 7.22b Life vests class IV Collar Model - Class V material used for sports activities, such as jet-ski, bananaboat, water skiing, parasail, sports fishing, canoeing, small vessels classified as sports and/or recreational, mid-sized sports and/or recreational vessels used in inland waters and others Life vests class V - Class V Special material used in sports activities such as rafting or other white water activities Life vests class V Special USE OF LIFE VESTS There is a proper way to put on the life vests and we must know how to do it. Each vest has its own attributes and a proper way to put it on. Thus, we must read the life vest instructions immediately after coming aboard. Try it on to know the proper way to wear it. A few basic rules are common to all vest models, such as using it firmly attached to the body and keep all straps and latches fastened and locked to prevent them from being loose. Página 48

49 Survival Craft and Rescue Boat Training Course In free fall lifeboats, polyurethane vests are not allowed due to safety belts. They must be kept under your seat in the lifeboat. In order to be approved, the life vests must fulfil some construction requirements, amongst which: - Easy to put on within 1 minute; - Comfortable to wear; - Allow short-distance swimming; - Have whistle and lamp; - Keep mouth and nose out of the water; - Capable of correcting the user facing down within 5 seconds; - Allow at least a 4.5 metre jump without harming the user or the vest; - Be in a bright colour and labelled with the manufacturer s symbols; - Be designed so as to be difficult to wear it any other way but the right way; - Be equipped with reflective tape, whistle (indicating the castaway position) and light device. NORMAM-01, chapter 9, item 0920 establishes that life vests are distributed onboard as follows: The provided Life vests must amount to: 1) One for each person aboard, distributed through each cabin or living quarters; 2) One for each existing bed in infirmary and one more for each nurse; 3) Two in the command room; 4) One in the radio station; Page 49

50 Unfasten all live vest straps and open it. Pass the arms through the arm holes and fit it to the body. Take the strap located on the back of the life vest, pull it from behind between the legs, and fit it on the crotch; and pass one of the ends through the loop on the left side inside the vest and another through the right-side loop. Tie the ends together with a knot pressuring until the vest is fully fitted on the body. As a last step, tie the laces in front of the Life vest. 5) Three at the Rig s Engine Room, if manned; and 6) Additional vests stowed at each muster point, for 100% of the lifeboat s full capacity. The life vests must have written, in capitalized Roman characters with waterproof ink, the vessel s name on them. Life vests do not need to bear the vessel s registration port on them. 7.9 LIFE BUOY There must be several life buoys aboard. A safety cable must be fixed around the buoy to make it easier to be held. All approved buoys must be in orange shades, with reflective tapes and bear the vessel s name and registration port on them in capitalized Roman letters. Página 50

51 Survival Craft and Rescue Boat Training Course In case of man overboard, throw as many life buoys as possible to make it easier for the person in distress reaching at least one. Buoys may have a few devices attached to them, such as lanyard, lamp and a light and smoke device. NORMAM-01, chapter 9, item 0921 establishes that circle buoys are distributed aboard as follows: Buoys must be distributed so everyone can reach one within 12 metres to throw them into the water; At least one life buoy on each side of the Rig shall come with a floating line at least twice the stowage height, above the water plane, in high draft, or 30 metres, whichever is the highest; At least half the total number of buoys on each side of the Rig must be provided with automatic beam devices; At least two of these buoys must have a floating smoke mortars lasting at least 15 minutes; The distribution of buoys with automatic beam and 15-minute smoke mortars and those with beam devices must be done equally between Rig sides; The buoy distribution as mentioned above must be done on each open deck where there are regular operations or personnel transit; Special attention must be given to the buoy s support, which must be suspended and never permanently fixed to the Platform; the line cannot be tied aboard. The life buoys are classified as: Class I (SOLAS) manufactured as per SOLAS requirements. Used in open seas vessels and offshore platforms. Their use is effective in any water, rough seas and remote locations where rescue can take a while. Page 51

52 Class II - Class II manufactured based on SOLAS requirements, softened to be used in open seas vessels in national waters. They have the same buoyancy requirements of Class I buoys (SOLAS). Class III to be used in vessels faring inland waters SINGLE BUOY Single buoys are simple buoys with no devices Single Buoy BEAM DEVICE BUOY Class I and II life buoys must have automatic beam devices with the following features: - The beam device must be attached to it through a lanyard or similar fixing device; - The device must not be turned off or altered by fresh or sea water; - Such device must work in all directions in the northern hemisphere, continuously and with an intensity of at least 2 lamps, or blinking at least 50 blinks per minute, with corresponding efficient intensity; - It must be fed by a power source that ensures its operation as devised above for at least 2 hours; - it must be built so as to withstand falling into the water from the stowage height, above the water plane in lightship or 30 m, whichever is higher, without being affected. Página 52

53 Survival Craft and Rescue Boat Training Course 7.27 Beam device connected to the buoy (HOLMES beam) BUOY WITH SMOKE OR BEAM AND SMOKE DEVICE (15-MINUTE SMOKE MORTAR) Buoys can also be equipped with smoke or beam and smoke device (figure 49). The smoke device produces an orange smoke for at least fifteen minutes. The buoy meant to activate the quick release system for the smoke and automatic beam devices must have a mass at least enough to operate the quick release mechanism, or 4kg if heavier Smoke and beam from the buoy USE OF CIRCULAR BUOY The circular buoy must be used as follows: - Stretch your arms, joining your hands over your head; - Pass arms and head through the centre of the buoy; - Open your arms to position it correctly; and - Wait for help. Page 53

54 Move as little as possible to reduce heat loss. When throwing a buoy at someone, make sure the person can reach it. Never throw the buoy on the person, but beside him/her. When spotting someone in the water, you must yell MAN OVERBOARD continuously and pointing at the person until someone comes along to help THERMAL SUITS The water temperature is more dangerous than the risk of drowning. Even a short stay in the cold water can result in hypothermia, which can be fatal. On an open vessel or life raft, the cold can be lifethreatening. Thus, clothes were designed to protect the user from excessive heat loss. This type of clothes has in-built buoyancy and insulation. These clothes are used more frequently in Norwegian offshore basin. There are many models that, to be approved for use in the offshore industry, must be stored in cabins and must, according to the LSA, comply with the following specifications: The thermal suits must be manufactured with waterproof materials that: - Allow it to be taken out of its packaging and worn without help in under 2 minutes, taking all other associated* clothing and life vest into consideration, if the suit is to be worn with a life vest. - Does not burn or melt after being completely engulfed by flames for 2 seconds; - Allow the suit to cover the whole body, except for the face. Hands must also be covered, unless the outfit has gloves permanently attached to it; - Minimize or reduce air coming into the suit s legs through special devices; Página 54

55 Survival Craft and Rescue Boat Training Course - Does not allow an excessive amount of water into the suit after the user has jumped in the water from 4.5m or higher. A thermal suit that does not comply with the life vest requirements will not turn an unconscious person. The thermal suits must keep the person dry, retarding hypothermia symptoms. 7.29a Thermal suit 7.29b Thermal suit used in real-life situation 7.11 THERMAL PROTECTION MEANS According to the LSA Code, a thermal protection means must be made out of a waterproof material with thermal conductivity not more than 7,800 W (m 2 K), and manufactured in such a way that, when used to involve a person, it reduces the heat loss, whether through convection or evaporation. The thermal protection means must: - Cover the whole body of people from all sizes wearing a life vest, except for the face. Hands must also be covered, unless there are gloves permanently attached to it; 7.30 Thermal protection devices Page 55

56 - Allow being removed of its packaging and worn without help inside a lifeboat or a rescue boat; and - Allow the user to take it off in the water in under 2 minutes if it s preventing the user from swimming. - The thermal protection means must work correctly within a temperature range of 30º C to + 20º C. Página 56

57 Survival Craft and Rescue Boat Training Course Page 57

58 8. SWIMMING 8.1 INDIVIDUAL SWIMMING Swimming uses energy to initiate muscle action. The heat loss due to water immersion will be higher than what the body is able to produce, resulting in quick hypothermia symptoms showing up. Therefore, swimming is not the best method. If you have to swim, make it so as to spare energy. Know that swimming cools your body down really quickly. Therefore, swim short distances, like to reach the raft or a floating object. The most efficient method is: - To lay on your back in the water in a horizontal position; - Keep your legs crossed and stretched out; - Row evenly using hands and feet; - Do not kick your legs, keep them crossed and stretched out; 8.1 Individual Swimming - Look over your shoulder every now and then and check if the chosen direction is being kept. In case you need to change direction, use the following procedure: - If you need to correct it to the right, for instance, put your right arm over the chest and only row with the left arm. Your body will start to turn to the right; - Look over your shoulder every now and then and check if the chosen direction is being kept; - If you re in the right direction, resume swimming with both arms.

59 Survival Craft and Rescue Boat Training Course 8.2 GROUP SWIMMING When there are more people, use the Crocodile method, also known as Convoy, or group swimming. Cross your legs around the waist of the person in front of you, cinching it. Remember: wave movement will force the group apart, so you must cinch the person in front of you. The last person of the group will stand on his back, facing the group, between the legs of the last person but one, so as to guide their course and coordinate the synchrony. Movements must be synchronised. Everyone must row together to increase displacement and reduce individual efforts. This method really helps when a victim needs to be transported. 8.2 Group swimming 8.3 HEAT ESCAPE LESSENING POSITION HELP POSITION HELP acronym translation means Heat Escape Lessening Position. A person wearing a life vest has an important device at hand. The life vest make the person float, reducing the risk of drowning, helping the person concentrate and preserving the body heat. When the thermal suit is on, HELP position is established by bending the knees and holding them with your hands. If the person is only wearing overalls, the most comfortable position is stretched out and crossed legs, protecting the crotch, and arms crossed over the chest to protect the armpits. Page 59

60 8.3.2 HUDDLE POSITION In case there are many people in the water, the HUDDLE position must be used. Usually, it is done with three people or more. By reducing contact between the surface and your body, heat loss will be lessened SURVIVAL CIRCLE If there is no life-saving equipment around and there are plenty of people in the water, the best option is to form the survival circle. Everyone must twist their arms together and project the legs to the centre of the circle. The circle makes the group a bigger target and makes it easier for them to get noticed by a SAR unit. Besides, it gives a 360º vision; it keeps the group morals high; reduces heat loss and offers a more comfortable and safe condition to injured, disabled personnel or those without life vests, because the projected legs offer them support. 8.3 HELP position 8.4 HUDDLE position 8.5 Survival circle Página 60

61 Survival Craft and Rescue Boat Training Course AWAITING RESCUE In case you are in the water waiting for rescue to come, follow the instructions below: - Remain still in the water, in the most suitable survival position; - DO NOT SWIM. It increases body heat loss and will reduce your survival time substantially; - Protect your airways; and - Be willing to live. Page 61

62 9. CASTAWAYS 9.1 CASTAWAYS IN LOW TEMPERATURE WATERS The biggest problem for castaways in the water, especially cold waters, is hypothermia, even wearing thermal protection or suits. Hypothermia is a medical condition in which the victim s body temperature drops and metabolism is harmed. It occurs when body temperature drops below 35 degrees Celsius Hypothermia shall be detailed in the First Aid Assistance module. 9.2 USE OF FLOATING OBJECTS OR ARTIFACTS Every floating object is a rescue medium. It must be used by the castaway to help him keep afloat or out of the water. 9.1 Use of water artefacts to keep afloat 9.3 HOW TO STAND BY A LIFEBOAT OR RAFT WHEN IT IS ALREADY FULL. Lifeboats come with life lines, so people can grab on to them if the vessel is full or capsized. These lines must: - not have kinks; - be at least 8mm thick; - have a load bearing capacity of at least 5 kn. Página 62

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64 10. HELICOPTER RESCUE 10.1 TYPICAL SIGNS TO INSTRUCT AND ALERT A RESCUE HELICOPTER USING ARM MOVEMENTS. The purpose of this kind of signalling is to allow an efficient communication with the helicopter, so as to instruct the pilot during a rescue task. The manual signs must always be done in a clear and paused way. Before using the signs below, the banksman must make sure that the area where the aircraft will be sent is clear of objects that can collide with it or be thrown at the castaways with the rotor flux. In order to know the meaning of these signs and how to use them, we must refer to the Rescue sign table that comes in the lifeboat. A copy of this table is attached to this manual 10.2 EQUIPMENT USED IN AIR RESCUE To execute an air rescue, the following equipment shall be used: - Rescue loop; - Cage; and - Stretcher. The way to use this equipment will be explained further below IMPORTANCE OF SHOWING THE HELICOPTER THE BEST PLACE TO MAKE THE RESCUE MANOUVRE. The Coxswain must verify, before stating to the helicopter, where is the best place to make the rescue manoeuvre, taking the weather and risks to the aircraft and vessel into consideration.

65 10.4 RESCUE HELICOPTER ELEVATION METHODS AND CORRECT USE RESCUE LOOP The loops are suitable to take uninjured people out quickly; they are not suitable for injured people. They must be worn more or less like wearing a coat, making sure the loops go behind the back and under both armpits. The person with the loop must be facing the hook. Hands must be joined in front of the body and the person must not seat on the loop. The loop must not be severed from the hook DOUBLE ELEVATION METHOD Some SAR helicopters use the double elevation method, which consists of normal loop and a safety belt. This method is suitable to elevate disabled people if not too injured as to need a stretcher. A helicopter crew member is lowered to the rescue location, places the person in the safety belt and is elevated Rescue loop 10.2 Double elevation Página 65

66 10.3 Rescue cage 10.4 Cage CAGE The rescue cage looks like a cone bird cage open on one side. To use it, the person needs to enter it, sit on the net and hold tight during the rescue RESCUE STRETCHER In many cases, patients will be rescued with a stretcher. It can be done with a stretcher specially provided by the helicopter or on an offshore stretcher in place. A bridle is installed on the stretcher and it can be quickly and safely put on and out of the hook. The helicopter stretch must be cut loose from the winch while the patient is being put on it. The stretcher can be elevated on its own or followed by a helicopter crew member. Página 66

67 ELEVATION CABLE TECHNIQUE In some situations, especially under bad weather conditions, obstructed sight or confined elevation area, the helicopter crew member may not be lowered or the helicopter may not be positioned directly over the vessel. In these cases, the elevation cable technique may be used. A cable with weight, attached to the aircraft hook through a burst link, is lowered to the vessel. The cable end may be lit with chemical sticks. The cable must be manned by a vessel crew member. A helicopter crew member will slack the cable, lowering on deck or near the vessel side. A vessel crew member will remove the cable loop and another will coil it in a obstacle-free recipient. The helicopter may interrupt the operation at any given moment and, in this case, the cable must be immediately slacked by the vessel. When the victim is ready to be raised, the helicopter crew member or vessel crew member will make contact with the helicopter through hand signs or radio and will initiate the elevation. The cable must be slacked, keeping enough tension to prevent it from swinging. If more than one transfer is needed, cable must be kept aboard the vessel. In the final elevation, the cable end must be loosened. Notes: - Cable must not be tied to the vessel; - Cable must only be caught when ordered by the helicopter crew member (gloves are recommended); - The grounding cable must touch the vessel or the water before contacting the hook. Página 67

68 10.5 Stretcher rescue 10.6 Rescue with stretcher using elevation cable technique 10.5 PROCEDURES TO BE ADOPTED BY RESCUE HELICOPTER CREW AND CORRECT USE. This item has been covered in item PROCEDURES TO BE ADOPTED BY RESCUE HELICOPTER CREW TO HELP RETRIEVING CASTAWAYS. This item will be covered in item RESCUE BOAT 11.1 CONSTRUCTION AND USE OF SEVERAL LIFEBOATS RIGID-HULLED LIFEBOATS We can find the following types of rigid-hulled lifeboats: - Open lifeboats; - Partially closed lifeboats; - Fully closed lifeboats; - Free Fall lifeboats OPEN LIFEBOATS Open lifeboats can be considered outdated. A new SOLAS regulation sets forth that vessels christened after 1986 must have fully closed lifeboats. This type of vessel was commonly used by merchant ships, but cannot be used in offshore units. Página 68

69 These vessels are propelled by engines, rowing and/or sail, or pedals, which are levers on passengers seats connected to the drive shaft. The lever movement forward and back makes the propeller/axis turn, displacing the vessel PARTIALLY CLOSED LIFEBOATS This type of vessel are installed on ferryboats and passenger cruisers. It is so because they have large doors, which makes it easier for passengers to go in. Crew members must help passengers, as they are not usually trained. Página 69

70 FULLY CLOSED LIFEBOATS Fully closed lifeboats have different ways to get on and to strap the belts; to prepare for launching; to launch the vessel; to free the hooks and to manoeuvre it. Each model has a specific procedure for such tasks. These procedures are fully described in the Manufacturer s Manual. Some units still use capsule vessels. They are also classified as fully closed lifeboats. A great advantage of this kind of vessel is having only one support cable, which makes it easier to launch it and especially to retrieve it. For the Coxswain, it is very important to know the vessel. The best way is to read the Manufacturer s Manual and undergo training and drills frequently. There are different fully closed lifeboat sizes and types in the market, such as: - Whittaker, US; - Chat-Harding, Norway; - Watercraft, UK; - Mulder and Rijke, Netherlands; - Verhoef, Netherlands (specialized in free fall); - Hatecke, Germany; - Mac Laren, Brazil; - Cabrasmar, Brazil; - Fassmer; - Norsafe. Página 70

71 FREE FALL LIFEBOATS Rigid lifeboat meant to be launched in free fall. It must be safe from dangerous accelerations due to launching, with full capacity and equipment, and maximum height drop in 10º trim and 20º list for all sides Open lifeboat 11.2 Partially closed lifeboat 11.3 Fully closed lifeboat 11.4 Capsule 11.5 Free Fall Lifeboat Página 71

72 11.2 FEATURES AND ADVANTAGES OF EACH LIFEBOAT TYPE FULLY CLOSED LIFEBOAT FEATURES Rules for fully closed lifeboats are described in Chapter III (Life-saving appliances and arrangements) of SOLAS/74 Convention, as amended (Safety of life at sea) and LSA (Life Saving Appliances) Code. These vessels must comply with regulation 41 general lifeboat requirements SOLAS, regarding the following items: 1 - Construction (stability, strength, material); 2 Load capacity (people, seats, etc.); 3 - Access (boarding/departure, stairs); 4 - Buoyancy; 5 Free board and stability; 6 - Drive; 7 - Crew; 8 - Equipment; 9 - Markings, etc. Every new Lifeboat type must be tested (type test) as to: - Material, hardness; - Overload; - Impact and fall; - Seats and seat hardness; - Freeboard, buoyancy and stability; - Operating and release system; - Lifeboat lighting; - Auto trim; - Flooding. Página 72

73 11.5 Free Fall lifeboat 11.7 Fire resistance test 11.8 Load test 11.9 Fall test Seaworthiness test ADDITIONAL TESTS FOR LIFEBOATS WITH INDEPENDENT AIR SUPPLY AND FLAME-RESISTANT VESSELS Drive - Lifeboats must have an inner fuel engine. Engines with flashpoint of 43 C or lower are not acceptable; Página 73

74 - The engine must have a manual start-up system or have two independent and rechargeable sources; - Engine must be able to run at least for 5 minutes after cold start and lifeboat being outside the water; - The exhaust pipe must be installed in such a way that water cannot enter the engine under normal conditions; - Lifeboat speed in calm waters and at full capacity and all motorized ancillary equipment working must be at least 6 knots and 2 knots when towing a lifeboat for 25 people at full capacity; - There must be enough fuel, suitable for use within the temperature range at the ship or rig s operating area waters, to move the lifeboat at full capacity at 6 knots during 24 hours. - Engine and transmission must be controlled from the Coxswain s position; - Easy restart after auto trim; and - Air-cooled engines must have an air-capturing duct system to cool down and circulate outwards the lifeboat. Cover - Heat and cold protection; - Launching and retrieval can be done from inside; - Opening and closing hatches must be possible from in and outside; - The vessel can be rowed; - Resist full pressure when capsized; - Enough daylight through windows; - The outside colour must be very bright and inside colour cannot be blinding on the eyes; - Outside handrail also around the hatches; - Easy access to seats; and Página 74

75 - Protection against dangerous air subpressure effects created by the engine. Auto trim (come back to normal position) - One safety belt for each person. (100 kg); - At full load, the vessel must be auto-trimming when doors are closed and people are fastened to their seats; - When the vessel is damaged, there must be a way out over the water line; - During auto trim, water must be prevented from entering the engine Auto trim test Página 75

76 Construction and protection They must be designed so the vessel has protection against accidental acceleration and fully loaded vessel impact against the unit s side at least at 3.5m/s Fender INTERPRETING SIDE LABELS ON A LIFEBOAT. Lifeboat markings Lifeboat dimensions and capacity must be written on readable and permanent characters. The ship or rig name and registration port must also be marked on both sides of the lifeboat s bow in capitalized Roman alphabet. from above Lifeboat marks Means of identifying the ship or rig which the lifeboat belongs to must be marked so they can be seen Página 76

77 12. LAUNCHING EQUIPMENT Except for secondary launching means for free fall lifeboats, each launching equipment must be arranged so fully equipped lifeboats can be launched under adverse conditions, in up to 10º trim forward or aft and 20º list for all sides. In addition, the launching equipment: - Must not depend on accumulated energy or means other than gravity; - Must be resistant enough to bear load at least 2.2 times the maximum work load; - Structural elements must have at least a 4.5 safety factor and all bights, tackles, rings, links, elevation chains and other accessories used with launching equipment must have at least a 6 safety factor; - Each lifeboat must come with an engine-actuated hook capable of elevating the vessel from the water at full capacity, at a speed over 0.3 m/s. - The launching system must allow the vessel to be launched and towed with the unit moving at up to 5 knots in calm waters LAUNCHING SYSTEM TYPES There are basically three lifeboat launching system types: - Fixed davit; - Pivot type davit; - Free fall. Página 77

78 FIXED DAVIT A fixed davit is easy to use, once the vessel is already hanging along the boarding deck. After everyone has boarded the vessel, the remote control cable must be activated, or the brake lever to release the static brake and lower the lifeboat; the speed will be automatically controlled by the centrifuge brake Lifeboat in fixed davit PIVOT TYPE DAVIT The pivot type davits are more common on ships, for they allow the ship to be moored at the docks or beside another vessel without harming it. The lifeboat is stowed inside the ship, under the deck Lifeboat in pivot type davit FREE FALL It is a very simple escape mechanism. The free fall vessel is installed in launching berth without lowering cables (which we call main cables). When launched, it falls freely, away from the unit and from the danger location, even with the engine off Lifeboat in free fall davit Página 78

79 12.2 NECESSARY DAVIT, FREE FALL AND RELEASING EQUIPMENT MAINTENANCE SOLAS Convention establishes that all equipment must have a maintenance plan according to the following regulation: Regulation 36 Instructions for onboard maintenance Instructions for onboard maintenance of life-saving equipment must be easy to understand, illustrated whenever possible and address the following topics for each equipment: - A check list to be used during inspections devised in Regulation 20.7; - Instructions for maintenance and repair; - Periodic maintenance program; - Lubrification point diagram and list of recommended lubricants - List of replaceable sources; - List of spare part suppliers; - List of maintenance and arrangement data. Maintenance of davits, free fall and vessels must be performed as per manufacturer s instructions FREE FALL EQUIPMENT AND ARRANGEMENT. Free Fall lifeboat davits are composed of: - Free Fall lifeboat; - Free fall (1); Página 79

80 - Lock system (2); - Release system; - Hook; - Elevation hook (3); - Cables; - Conveyor belts Free fall arrangement Each manufacturer has its own different equipment. Thus, arrangements and maintenance are different for each one HOW A SINGLE DAVIT CAN BE A LAUNCHING/RESCUE ALTERNATIVE IN FREE FALL. As the free fall lifeboat has one single elevation point, the single davit can be used, in an emergency, as a free fall launching/retrieval device. Página 80

81 13. MOTORIZED LIFEBOAT AND ACCESSORIES 13.1 SEQUENCE OF EVENTS TO ACTIVATE A DIESEL ENGINE, CHECKING OIL LEVEL AND PRESSURE AND TEMPERATURE/COOLING. There are many types of engines on rigid-hulled lifeboats, each one with a different start method. Rigid-hulled lifeboats must always be ready for use and tested and inspected from time to time. The basic procedures below are to be used to start the engine: - Turn on the main switch; - Check fuel and lubricant levels; - Check fuel system (open feed valve); - Check if gear is in neutral position; - Start the engine and correct acceleration; - Check oil and cooling water pressure, as well as other panel instruments; - Put on forward and reverse gears; - Stop the engine. Note: as each engine has its own attributes, read the manufacturer s manual before starting it. Fuel tanks must: Be kept full; Be cleaned from time to time. When the fuel tank is not full, the free surface allows condensation (forming water inside the tank). This water will go to the bottom of the tank and, depending on the amount of water, can prevent the engine from working properly. Página 81

82 The fuel must be changed at least every six months, because after that it starts to lose its features, and may not work properly anymore. When the fuel is changed, clean the tank and change the fuel filters. This maintenance must also change the lubricant oil filters, as well as engine and reverse gear oils. Note: engine and reverse gear filters and oil may be changed at longer or shorter intervals, according to manufacturer s instructions. As said before, all vessel engines must have the following features: - Lifeboats must have an inner fuel engine. Engines with flashpoint of 43 C or lower are not acceptable; - Engine and seat must be capable of running in any position during capsize and keep running after the auto trim, or must stop automatically when the vessel capsizes and easily restarted when position is corrected. Fuel and lubricant systems design must prevent fuel loss and more than 250ml lubricant loss from the engine during capsizing; - Engine must have a manual start system or two independent and rechargeable power feed; - Engine must be able to run at least for 5 minutes after cold start and lifeboat being outside the water; - Lifeboat speed in calm waters and at full capacity and all motorized ancillary equipment working must be at least 6 knots and 2 knots when towing a lifeboat for 25 people at full capacity; - There must be enough fuel, suitable for use within the temperature range at the ship or rig s operating area waters, to move the lifeboat at full capacity at 6 knots during 24 hours. Página 82

83 AS the vessels have to have a manual start system or two independent and rechargeable power feed, we have electric and spring-driven vessels; electric and hydraulic-driven vessels; electric and crank start vessels, amongst others, depending on the vessel model and manufacturer Electric start engine 13.2 Crank start engine 13.3 Spring start engine 13.2 CORRECT DIESEL ENGINE OPERATION, USING REVERSE SHIFT FORWARD AND AFT. Every equipment has different operating features. Before starting the engine and moving the vessel, we should read the manufacturer s instructions and check all procedures to be adopted before using it DIESEL ENGINE AND FITTINGS MAINTENANCE PROCEDURES. Diesel engines are engines that require low maintenance, but we cannot let go of it. Maintenance can be preventive and corrective and varies according to the manufacturer. Preventive maintenance must have a defined schedule, which can be weekly, biweekly, monthly, every three months, every six months and every year. Página 83

84 13.4 ENGINE COOLING SYSTEMS THAT CAN BE A PART OF LIFEBOATS; THEIR FEATURES AND PRECAUTIONS TO BE TAKEN. Rigid-hulled lifeboat cooling systems are closed systems with a pump running cooling water through the engine and cooling pipes (heat exchangers). These heat exchangers can be installed outside the lifeboat, near the keel, or on the engine. Exchangers installed outside the lifeboat, when it is launched in the water, are immersed and the hot water (which passed through the engine chambers) exchanges heat with the sea water, cooling it down. For heat exchangers installed inside, the sea or lifeboat tank water is sucked by a pump, circled through the pipes, cooling it down. This engine cooling water heat exchange is an open system, as the water is sucked from the tank or the sea and then back to the sea. - This system is composed of: - Circulation pump; - Expansion tank; - Thermostat; - Expansion tank lid; - Water circulation piping. The Coxswain must pay attention to panel indications, because a high cooling water temperature may damage the engine. Some vessel models have sound or visual alarms indicating when the temperature is too high Spring start engine Página 84

85 13.5 BATTERY SYSTEM ABOARD A LIFEBOAT; WHICH EQUIPMENT IS FED; RECHARGING SOURCES AND PRECAUTIONS TO BE TAKEN. According to the LSA Code (Life-saving Equipment International Code), every rigid-hulled lifeboats must: 4.4 General lifeboat provisions: Engine must have a manual start system with two independent and rechargeable power sources; and Devices must be in place to recharge all batteries used to start the engine, radio and spotlights. Radio batteries must not be used to start the engine. There must be a way to recharge the lifeboat batteries using the ship s power supply, under 50V and that can be disconnected at the muster point, or using a solar battery recharger FIRE SYSTEM (SPRINKLER) THAT PROTECTS CLOSED LIFEBOATS; OPERATION; AUTOMATIC DRIVING EQUIPMENT AND NECESSARY MAINTENANCE. The sprinkler system must be used whenever abandonment is effected with fire at sea. Some vessels have a water storage tank to exchange heat with the engine s cooling water and feed the sprinkler system. On these vessels, it is possible to be lowered with the sprinkler system on. When hitting the water surface, the Coxswain must reverse, using the 3-way valve, to start using sea water. Bear in mind that the reservoir has a limited capacity, so sprinklers only work for a short period of time; it is of utmost importance that the 3- way valve is reversed. Página 85

86 Other vessels do not have water reservoir and the system can only use sea water. Therefore, one of the first Coxswain tasks when the vessel hits the water is to activate the sprinkler system way valve lever for the sprinkler system (red) 13.6 Sprinkler system pump In both models, the system is composed of an auto-suck pump that sprays the water over the vessel, forming a water curtain and protecting it from the fire. The pump is coupled to the vessel engine, increasing or reducing the water flow according to engine acceleration (rotation). According to Regulation 46, the fire-protected lifeboats must have: - Fire protection for at least 8 minutes, when afloat; - The water for this system must come from the sea through a self-priming pump. - A way to control the water flow; - Sea water inlet must be built so as to prevent sea surface flammable liquids from coming in; 13.6 Sprinkler system pump Página 86

87 - Be able to use fresh water to clean the system, with full drain AIR RESERVE SYSTEM ON THE CLOSED LIFEBOAT; TIME RESTRICTION AND MONITORING. The independent air supply system is composed of a few air bottles with sizes depending on the vessel size and capacity. This air system has three functions: - Breathable air for those inside the vessel, as the external air may be contaminated and cause respiratory distress; - Air to feed engine combustion, as the external air may be compromised, preventing combustion and interfering with engine operation; - Keep a positive pressure inside the vessel, i.e., keep the internal pressure higher than the external pressure, preventing gas from entering the vessel. Some vessels have a single system to feed the room and the engine, while others have separate systems. Those with separate systems have two limiting/regulating valve sets and the Coxswain must pay attention to valve sets regulation and release. Before the air is opened, the Coxswain must make sure all doors and hatches are closed. According to Regulation 45, vessels with independent air supply must: - Provide safe and breathable air for at least 10 minutes; - During this time, keep internal pressure higher than external pressure; - Keep a positive pressure under 20mbar. - Have pressure indicators the whole time. Página 87

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89 14. ABANDONMENT/EVACUATION TASKS 14.1 CHECKS TO BE PERFORMED ON THE LIFEBOAT AND LAUNCHING EQUIPMENT BEFORE STARTING LOWERING/LAUNCHING MANEUVERS. This item was detailed in Checks to be performed in lifeboats and davits before boarding and launching CORRECT PROCEDURES IN LIFEBOAT LOWERING TASK WHEN HANDLING THE DAVIT AND ABOARD THE VESSEL. This item was covered in item 7.4 of this module DISENGAGEMENT TASKS FOR MANY TYPES OF ESCAPE HOOKS IN DAVITS RELEASE SYSTEM This system allows opening hooks even when the cables are tensioned. To prevent the system from unintentional activation and dropping the lifeboat, some systems are equipped with on load release. This system allows the hooks to be released only when the lifeboat is afloat or loaded release system. To be used, the systems must be capable of opening the hooks and releasing the vessel whether empty or full Release system Página 89

90 EMPTY SYSTEM This system can only be used when cables are not pulled. There are several release system types. One of the models has a hydrostatic membrane that is activated when the lifeboat is afloat. This membrane, when pushed upwards, unlocks the release lever. Another system has two steel wires with ends attached to a triangle and the other ends attached to a fan in the bow and stern system. When pulling this triangle, the cable is pulled and turns the fan until the vessel is released Diaphragm System activation triangle ON LOAD SYSTEM The system must be designed in a way that it is impossible to open the hooks before the lifeboat hits the water. In an emergency situation, a bypass can be done to release the system. All lifeboats built after 1986 must have a load release system. It releases the vessel while still pulling the lowering cables (it is possible to open the hooks at any height). This operation can only be performed if the vessel is less than 3 metres high regarding sea level. As said before, there are many release systems. In one of the models, the membrane must be activated manually (check manufacturer s instructions). This membrane, when bypassed, unlocks the release lever, enabling loaded hook release. Página 90

91 Other systems have a ratchet driving cable, two steel wires with ends attached to this ratchet and other ends attached to a fan in the bow and stern release system. The Coxswain releases the cable lock and a passenger, when activating this cable, turns the ratchet. The cable is tensioned and turns the fan until the vessel is released. ATTENTION: Every mistake can be fatal. Know your vessel s release system to avoid wrong maneuvers and accidents which can result in death. The Free Fall vessel has a major advantage of not having cables or other devices connected to the vessel at launching. It reduces vessel preparation and launching time. Another great advantage of Free Fall lifeboats is the fact that they are elevated by a single cable, which makes it easier to retrieve it. In fully closed lifeboats, two elevation cables need to be connected (bow and stern). This procedure is risky and made difficult in bad weather Locked cable lever 14.5 Unlocked cable lever Página 91

92 14.4 PROBLEMS THAT MAY COME UP AND INCREASE RISKS DURING LIFEBOAT LAUNCHING. There are many situations that may arise during an emergency, hindering or increasing risks during lifeboat launching. Amongst them we have: - Fire at sea; - Toxic or flammable gas leak; - Adverse weather conditions; - Unit heeling; - Obstructed vessel access, etc FIRE AT SEA When there s fire at sea, another vessel should be considered. In case it is not possible to launch another vessel, plan to back the vessel away before being lowered, checking what are the real conditions and choosing the best course when the lifeboat hits the water. Remember that, if the area on fire needs to be crossed, all vents must be closed, the air cylinders must be open and the sprinkler system must be turned on TOXIC OR FLAMMABLE GAS LEAK When there s toxic or flammable gas leak, there will always be intoxication or explosion risks. Before proceeding with the passengers to the vessels, check if the route to the vessels is safe. In this type of abandonment/evacuation, sprinkler systems must be turned on and air bottles must be opened for the engine and the passengers. Página 92

93 ADVERSE WEATHER CONDITIONS During the emergency, we must pay attention to the weather. The Coxswain must check what the real weather conditions are, as it impacts directly on the maneuvers to be effected Fire at sea 14.7 Gas leak 14.8 Adverse weather conditions UNIT HEELING launching: Another important factor to be checked is unit heel. LSA Code establishes the following for lifeboat CHAPTER VI BOARDING AND LAUNCHING EQUIPMENT 6.1 Boarding and launching equipment Página 93

94 6.1.1 General provisions Except for secondary launching means for free fall lifeboats, every free fall must be arranged so the lifeboat or rescue boat at full capacity may be safely launched under adverse conditions in up to 10º heel forward or aft and up to 20º list to all sides:.1 when manned, as described in Regulation III/23 or III/29, at full capacity;.2 with only essential personnel. In case of heeling, the Coxswain must keep strict contact with the Emergency Coordinator to know the heel and the list. In case they are higher than the allowed limit, the Coxswain must request new instructions to the Emergency Coordinator regarding abandonment or evacuation Heeled unit Heeled unit OBSTRUCTED VESSEL ACCESS Coxswain must pay attention to changes in the emergency situation scenario. Is the regular route to the vessels still safe? In case it is obstructed or is no longer safe, what should be done? Página 94

95 The Coxswain and the Muster Point Coordinator must know their unit very well, given the possible need to reroute to the vessels; the crew members must know alternative routes to the vessels. They must also check if such alternative routes are safe and inform the Emergency Coordinator the route actually used MANOEUVRE TO BACK AWAY FROM THE SHIP S SIDE USING A MOTORIZED OR ROWING LIFEBOAT. When the vessel is lowered and is afloat, use the no load release system to disengage the hooks and free the vessel to move away from the ship. In case there is a problem and the vessel does not hit the water surface, it will have to be released on load, always observing the maximum 3 metre height regarding sea level. When the vessel is released from the cables, passenger and vessel safety operations must be performed, as well as to protect the engine (sprinklers, cooling water reversion, etc.) After such operations, the vessel will start to move away. This manoeuvre must have been visualized by the Coxswain before boarding, during operating checklist. In this phase, the Coxswain must calculate the escape bow, checking the ideal direction to be followed after the vessel is released. This calculation is done taking wind and sea bearings into consideration. The Coxswain calculates 30º to wind and sea bearing and navigates towards it for 1.5 miles, positioning the vessel there. This is the rescue safe area, in case the vessel engine fails or has a problem, because it will not be thrown back towards the ship or fire at sea. Also, toxic gas and smoke will not descend upon the vessel. In this position, the vessel will be about ¾ of a mile from the danger zone. Página 95

96 PLATFORM ABANDONMENT Wind and swell bearing Rescue area Danger Area if the engine fails Rescue area Unit escape manoeuvre 14.6 ADVANTAGES AND PROBLEMS OBSERVED DURING AN ESCAPE MANOEUVRE WHEN THE LIFEBOAT IS LEEWARD AND WINDWARD THE SHIP. During the unit s escape maneuvers, a few situations can make things easier or more difficult. Amongst them, we have: - The vessel can be thrown against the unit s side, making it difficult to back away; - The vessel can be thrown under the rig and damaged; - Vessel moving away from the unit s side, making it difficult to board through the Jacob s ladder; Página 96

97 - Hooks difficult to let go because the cables are not perpendicular; - Smoke near the unit, making it difficult for the Coxswain to see MOTORIZED LIFEBOAT ACTION REGARDING RAFTS AND CASTAWAYS. During towing, the Coxswain is also responsible for the towed vessel and must pass information and instructions on to the person in charge of the other vessel so it can be ready and act according to instructions, besides making the towing operation safer. The towing must be done to a safe place or requested location. The towing Coxswain becomes the commander of both vessels. Therefore, both crews must follow the Coxswain orders and pay full attention during the operation. It is essential that bow and stern crew are focussed, working as a team. When towing a lifeboat, the Coxswain and crew must: - Contact via radio and prepare a towing cable. The stopper can be used as a towing cable; - Tie the stopper to the stern mooring point or towing vessel s hook; - Approach the towing vessel slowly, always upwind in bearing that will displace it towards the drifting vessel s bow; - Tie the towing cable in a bow mooring point or designated point on the towed vessel. During towing operations, there are a few problems and risks which the Coxswain and crew must pay attention to, amongst which: Página 97

98 - Towing cable entangled in the propeller: it is important that the towing vessel maintains speed ahead so the towing cable does not get stuck in the propeller; - Beware of the floating anchor: a vessel with launched floating anchor can damage the engine and make the towing operation difficult. Thus, when towing, the crew must retrieve the anchor; - Cable must be long enough to avoid sudden jolts that may break it; - All course changes must be gradual to prevent stressing the towing cable; - Take care to prevent the towed vessel from hitting the towing vessel. Towing a life raft is not easy and not very safe if the towing cable is not tied to the right place. The floater may break. It is important that the towing cable is tied to the right place. There are solid points in the raft to tie the towing cable. Rafts have such defined spots and a few of them have a towing cable already in place HOW TO RESCUE SOMEONE IN THE WATER USING A RESCUE BOAT The Coxswain must pay attention when approaching the castaway, especially under adverse weather. Coxswain must try to approach the person 20º to all sides and keep the victim within eyesight. In case it is not possible, he must follow crew instructions to be certain that the victim is not near the propeller RESCUING SOMEONE IN THE WATER Página 98

99 Rescuing people in the water is not an easy operation, being one of the most important tasks performed by the vessel crew. In case it is not performed properly, it can harm the victim even more. Before boarding the victim, the scenario must be checked as to existing risks. During the immobilization and boarding operations, first aid assistance must be given APPROACH Approach must be careful and slow not to hit the victim in the water. Approach must consider wind, current, wave height, swell and manoeuvre possibilities (propeller pitch, for instance). During the operation and after rescue, the Coxswain or designated crew member must inform via radio the victim status, as detailed as possible Moving away from the unit BOW CREW MEMBER The bow crew member has to locate the victim and then point towards the victim informing the Coxswain of the course to take. When approaching the victim, the crew member must attempt to communicate and, in case there is no answer, the victim will be considered unconscious. Página 99

100 Once approach is complete, the crew members will hold the victim and call the Coxswain, using the expression SECURED. Then, the Coxswain will keep the engine off and try to hold the vessel in the best position for rescue, until the victim is boarded STERN CREW MEMBER The stern crew member must have all equipment needed for rescue and first aid at hand. The conscious victim must be laid down with the head towards the vessel s stern. This procedure provides the best blood circulation. In case the victim is unconscious, it must be laid down with the head towards the vessel s bow. The first-aid crew will be able, thus, to prevent water from coming out of the stomach due to the victim s muscular relaxation. Ventilation is more important than circulation, observing basic Life premises taught in first-aid courses THE IMPORTANCE TO KEEP A SAFE DISTANCE FROM THE SHIP THAT IS FOUNDERING. This item has been detailed in item Manoeuvre to back away from the ship s side using a motorized or rowing lifeboat. Página 100

101 14.10 TÉCNICAS APLICADAS PARA QUE AS EMBARCAÇÕES DE SALVATAGEM MANTENHAM-SE PRÓXIMAS UMA DAS OUTRAS. Rescue boats must be tied, but the cables cannot be too tensioned. The floating anchor must be launched Floating anchor at sea IMMEDIATE ACTIONS TO BE TAKEN BY A RESCUE BOAT AFTER MOVING AWAY FROM THE SHIP S SIDE AND IN A SAFE DISTANCE POSITION After abandonment, a few measures must be taken to protect people s lives, as well as to improve comfort and increase chances of survival. - When approaching the safe place, proceed as follows: Launch the floating anchor; Note: 1) The floating anchor has two cables. One to tow and another (thinner) to retrieve. 2) When using the floating anchor, make sure the retrieving cable is not tensioned, otherwise the anchoring effect is null; - Everyone must take anti-sickness pills. They are usually very strong and can make you feel stunned and sleepy, but they reduce the dehydration effects; - Group all vessels to improve rescue team visuals; - Everyone must remain seated and with seat belts fastened; if the lifeboat capsizes, it will return to normal position if everyone is strapped to their seats; Página 101

102 - Stay alert. Look for another survivors or rescue team; - Help injured people. There is a first-aid kit in the lifeboat; - Depending on the conditions, the hatches and vents may be opened; - Use pyrotechnics and other signalling equipment according to necessity and instructions by the Muster Point Coordinator/Coxswain (read the instructions); - Keep morals up and discipline. Make sure everything is organised. Keep a positive attitude; - Make contact with those involved in the rescue SURVIVAL INSTRUCTIONS AND CONDITIONS TO BE PASSED ALONG TO ALL CASTAWAYS IN ORDER TO AVOID PANIC AND DESPAIR. The emotional control during the accident and during abandonment procedures is essential for its success. The most important thing is to apply procedures and never let fear increase the existing obstacles and difficulties. The best way to avoid panic is being prepared for an emergency and it can only be achieved through constant training and using knowledge acquired during training and drills. Page 102

103 15. ACTIONS TO BE TAKEN ON BOARD THE LIFEBOAT 15.1 INSTRUCTIONS AND TASKS TO BE DISTRIBUTED BY THE LEADER AMONG CREW MEMBERS OF A LIFEBOAT The Coxswain must do everything possible to keep the morale of the crew. All lifeboats must be grouped in order to improve its viewing by the rescue team, to ease people counting, to enable sick and injured people to be examined by medics and to improve people s comfort. Everyone must keep constant surveillance in pursuit of rescue. The Coxswain shall be warned if any person has been sighted. The Coxswain will decide how many and which kind of warning signals will be used. Everyone must stay seated with seat belt fastened and must avoid unnecessary exposure to sunlight and cold air. The Coxswain shall assign duties to everyone on board, so that everyone is responsible for something. These duties may include: - Responsible for food ration: food and water; - Responsible for beacons; - Responsible for injured people; - Responsible for watches etc MAIN DANGERS INCURRED BY CASTAWAYS AT A LIFEBOAT AND HOW TO AVOID THEM. The first danger when abandoning the vessel is the possibility of fire on sea. Survival equipment are relatively fire-resistant, as well as all crafts used, but they are not fire-resistant. One should move away from the fire area as soon as possible, using the available means for the boat s protection and cooling (Boat s sprinkler and air systems). Página 103

104 In case of a quick sinking, there is a risk of the boat being sucked; so, it is necessary to move away from the ship as soon as possible. Sea animals will not present major risks if all people are inside rescue crafts, especially lifeboats, but if there is anyone at sea, he/she must be taken off the sea as soon as possible, mainly if sharks are present. Exposure to heat and cold is of great concern on board lifeboats. These vessels have protection means against extreme heat, wind, rain and seawater. Moreover, inside the first aid kit there is a sunscreen which must be used, mainly by the watchman. Thermal protection clothes are an efficient means against Hypothermia. Hypothermia is an unbalance between the body s heat loss and heat production. Hypothermia occurs when body temperature is lower than 36 C and castaways become more debilitated as it keeps lowering. When inside cold waters, our body seeks to compensate thermal loss. When that thermal loss considerably increases, then hypothermia occurs. In case of ship abandonment requiring entering the water, clothes should not be taken away, because they will help to keep the body temperature. Avoid swimming unnecessarily and keep HELP position. Every time when rescuing a castaway, it must be considered if he/she has hypothermia. In that case, we must try bringing his/her temperature to normal levels as soon as possible, wrapping him/her in covers or clothes. Never use alcohol and don t friction his/her body ends. Sickness is always a problem for those at sea. People may be more or less susceptible to sickness and few people don t suffer with their effects. The best way to control sickness is avoiding its occurrence, and to do this there are medicines widely known, which are available in the first aid kits. However, some palliative measures may be used for preventing sickness and one of these measures is to consume some kind of food to avoid vomiting sensation. Sometimes fruits, candies, biscuits will help to ease nausea, mainly if ingested slowly. Page 104

105 In all cases we should avoid dehydration, especially if there is not much water on board. Water is the most important fluid in our body, because our organism can not storage water. Therefore we need to replenish the water lost by transpiration, urine and breathing, on a daily basis. Water is a rare and precious liquid, so we should not waste it. For this reason water inventories shall only be used after the first 24 hours. In case of rain, everyone must drink and store water as much as possible, because rain is the best gift for a thirsty castaway, and it may save his life, being more important than any solid food. In case of sea survival follow the recommendations listed below: - Don t eat any kind of food (birds, fish, candies, fruits etc.) unless there is plenty water available; - Follow instructions about water and food ration consumption; - Use the vessel s fishing tackle; if unavailable, improvise; - Don t consume fish or any other kind of food if you feel nausea; - Check the food condition before ingesting it; - Try to understand how to identify all kinds of edible fishes and, if in doubt, use it as fish bait; - Don t eat mollusks on ship hulls or on metal objects; - Not all marine animals are edible. Avoid those with thorns, stings, coelenterate (living water, sponge) and echinoderms (starfish, hedgehog); - Sea birds and turtles may be eaten, because they are a source of liquid and proteins. Página 105

106 In case of water infested by sharks, it is recommended to avoid fishing and fish cleaning, avoiding throwing wastes overboard Dangerous marine animals 15.3 USE OF THE BOAT-GEAR AND ITS PROPER STOWAGE AND SEA FASTENING SO THERE IS NO LOSSES Equipment must be secured so as not to interfere with any abandonment procedure. All items must have a minimum of mass. They are: - Oars: floating oars in a sufficient number and available to oar in calm waters and yokes or billets/strips in a sufficient number for each oar; - Boat hooks: two boat hooks to close the lifeboat during mooring operations and to deviate it from collisions and from assistance to people at sea; - Bailer and Buckets: a bailer and two buckets secured by lanyard; - Survival Manual: manual with useful information to be used during period at sea inside a lifeboat; - Magnetic Compass: a luminous compass must be fitted close to the coxswain; Page 106

107 - Sea anchor: a sea anchor of proper size, with cable resistant to shocks, with a good grip when wet, resistant to all sea states; - Painter: two painters for lifeboat tugging, with length of not less than 15 meters or twice of stowage, whichever is greater, and two extra cables for other uses; - Hatchets: two hatchets, one at each end of the lifeboat; - Water Ration: waterproof reservoirs with total capacity for 3 liters of fresh water for each person that the vessel can have on board, and 1 liter by person can be replaced by a desalination device capable of producing an equal amount of potable water in two days; - Food ration: a food ration of not less than KJ for each person that the vessel can have on board; stored in airtight package and in a water-tight container; - Dipper: a stainless steel dipper with lanyard; - Graduated Bowl: a graduated bowl, corrosion resistant; - Parachute Signal Rockets: four red-star parachute signal rockets used for long distances, daytime and nighttime. They shall reach a minimum height of 300 m, luminous intensity not lesser than cd, flare time not lesser than 40 seconds and information about launching in its package (rule 35); - Hand Flare Signals: six hand flare signals used for small distances, flare time not lesser than one minute, and which keeps flaring even inside water for 10 seconds as a minimum; - Smoke Signals: two floating smoking devices, non explosively flammable, able to emit visible smoke for not less than 3 minutes, which doesn t sink and doesn t emit flames, complying with rule 37; - Flashlight: an electric, water tight flashlight suitable for Morse signals, one pair of batteries and a spare lamp, all inside a watertight container; Página 107

108 - Signaling mirror: a signaling mirror for daylight signaling, with instructions for sending signals to vessels and aircrafts; - Distress Signals Chart: a copy of the Distress Signals Chart prescribed by rule V/16 attached to a water tight card; - Whistle: a whistle or equivalent sound signal; - First aid kit: a kit of first aid materials in a water tight container which can be completely sealed after use; - Sickness medicine: six doses of sickness medicine and a sickness bag for each person; - Seaman Knife: a seaman knife attached to the vessel; - Can openers: three can openers; - Rescue Quoit: two rescue quoits connected to a floating cable, minimum length of 30 meters; - Manual pump: a manual pump with capacity to perform an efficient lifting; - Fishing kit: a set of fishing tackle; - Tools: tools needed to perform small repairs in the engine and its accessories; - Fire extinguisher: portable fire fighting equipment to extinguish fires caused by oil; - Searchlight: a searchlight capable of illuminating a light-colored object during night time with 18 meters of width and at a distance of 180 meters, during a period of 6 hours and running for at least 3 hours, continuously; - Thermal Protective Equipment (EPT): a sufficient amount of thermal protection means for 10% of the amount of persons that the vessel can have on board or two, whichever is greater. It is also known as TPA. - Radar reflector: an efficient radar reflector; Page 108

109 15.2 Oars and Boat Hook 15.3 Bucket 15.4 Survival Manual 15.5 Enlightened Compass 15.6 Sea anchor 15.7 Painter 15.8 Hatchet 15.9 Food Ration Water Ration Dipper Stainless steel Graduated Bowl Parachute signal red star Hand Flare Floating Smoke Signal Flashlight with Morse, water tight Signaling mirror Distress signals chart Whistle First aid Kit Sickness Pills Página 109

110 15.22 Seaman knife Can opener Rescue Quoit Manual Bilge Pump Fishing Kit 5.27 Tool Kit Fire Extinguisher Searchlight Thermal Protective Equipment Radar reflector 15.4 QUANTITY AND METHODS FOR RATIONING FOOD AND WATER RATIONS IN A LIFEBOAT When a unit is abandoned/evacuated, nobody knows how long it will take to be rescued. As resources on board rescue crafts and lifeboats are scarce, we need to use them rationally. At the moment, water is one of the most precious items on board and we must ration it. In the first 24 hours nobody must eat or drink, except for injured people. Injured people should drink water in doses due to liquid loss caused by injuries. But those people shall not have food. Page 110

111 Water (Water Ration) and food (Food Ration) amounts existent on board rescue crafts and lifeboats are as follows: Food Ration a food ration with no less than kj for each person that the lifeboat is rated to carry. These rations shall be tasty and edible throughout the shelf life for storage and packaged in a way that they are quickly shared and easily opened. Rations shall be kept in airtight packages and be stores in a water tight container; Water Ration a water tight container, capacity of 1,5 liters for each person that the lifeboat is rated to carry, and 0,5 liters for each person can be replaced by a manually driven reverse osmosis desalination device, capable of producing an equivalent volume of fresh water in 2 days. It is the Coxswain s responsibility to separate, control and distribute the rations in the best possible way. Attention must be given to rain chance and, if it happens, all people must drink and store as much water as possible RISKS INCURRED BY CASTAWAYS WHEN INGESTING FOOD OTHER THAN ABANDONMENT RATIONS, AND EFFECTS OF DRINKING SEA WATER Under no circumstances you should drink sea water or brackish water. There will have salt accumulation in the kidneys, causing kidney paralysis and death. In order to avoid dehydration all people shall avoid unnecessary sun exposure, to make unnecessary efforts as well as to eat fishes and birds meats unless there is a plentiful water supply. Those foods are protein-rich and proteins will retain liquid in the organism causing several health problems. Página 111

112 As has already been mentioned, we must follow some rules related to food ingestion. These include: - Don t eat raw fishery or any other food if you feel nauseous; - Check the actual condition of food before ingesting it; - Try to understand how to identify all kinds of edible fishes and, if in doubt, use it as fish bait; - Don t eat mollusks existent in ship hulls or in metal objects; - Not all marine animals are edible. Avoid those with thorns, stings, coelenterate (living water, sponge) and echinoderms (starfish, hedgehog); - Birds and marine turtles are edible be eaten, because they are a source of liquid and proteins. Page 112

113 16. LAUNCHING AND MANEUVERING RESCUE CRAFTS IN BAD WEATHER 16.1 HOW TO REDUCE DAMAGES AND ACCIDENTS RISKS WHEN LAUNCHING A RESCUE CRAFT IN BAD WEATHER WITH VESSEL UNDER MAJOR ROLLING CONDITIONS Preparation for launching a vessel changes according to its manufacturer and type. In order to understand how to prepare the vessel, it is mandatory to read the Instruction Manual and to perform periodic drills. Every time a craft is launched we are exposed to risks, and these risks are worse when the vessel is under bad weather conditions with increased roll and pitch. As has already been mentioned, care to be taken when launching a rescue boat changes according its manufacturer and model. However, some procedures are common to all vessels. Fist of all, everybody must understand that Coxswains and Coordinators are those responsible for passenger security and their instructions shall be followed in disciplined and orderly way with no turmoil. It is important all passengers are careful to not be injured when entering into the craft. All must use the relevant PPE and be accommodated in proper way with seat belt fastened. Another important factor is to keep silence inside the craft. At this time, Coxswain and Coordinator are the only ones to talk. Coordinator and Coxswain must pay special attention to the release system. Davit ropes must be as perpendicular as possible to avoid they get entangled by hooks. Standing off the vessel must be done in a careful way so the traveling block does not hit the craft or gets attached to the sprinkler system, damaging the sprinklers or restraining its dislodging. Página 113

114 As has already been mentioned, Coxswain and Coordinator must prepare all launching and stand off maneuver planning before the vessel is dropped USE OF STEERING OAR WHEN USING WITH SEA ANCHOR COMBINED WITH BREAKWATER OIL BAG The Sea Anchor has two very important functions on board lifeboats. When the vessel drifts, she turns its side to the waves and she is driven by wind and currents. So, the first function of the Sea Anchor is keeping the craft drifting, that is, it functions as a brake, making the craft to move slower than she was without the anchor. The second function is keeping the craft always trimmed by the head in relation to the waves, improving comfort on board lifeboats, because rolls cause more sickness than pitches. The sea anchor has two cables: one tug wire (thicker) and one retrieving cable (thinner). When using the floating cable we must be careful: - Make sure that there in no stress in the retrieving cable, otherwise the anchor will have no effect; - Don t throw the sea anchor with the engine geared because there is risk the propeller is entangled by the wire; - If anchor is inside water and there is the need to run the engine, first you have to retrieve the anchor; - If the vessel is going to be tugged, first you have to retrieve the anchor 16.3 MANEUVERS: SAIL WITH WEATHER, MAIN SAIL AND CONTROLLED DRIFT AND WHEN USE THEM WITH ENGINE, SAIL AND OAR PROPULSION Page 114

115 - Sail with Weather to let Following Seas; - Main sail To keep the vessel with Head Seas to support bad weather, with little following, but falling leeward considerably and forming a becalmed sea; - Controlled drift To let the vessel be blown by the wind and currents, but under control. The sea anchor is used for assistance MANEUVER AND ESSENTIAL CARE, UNDER BAD WEATHER CONDITION, TO KEEP LIFERAFTS AND BOATS CONNECTED BY CABLES LEEWARD OF THE SHIP BEING ABANDONED Risks are greater when under bad weather conditions. Therefore, maneuvers must be performed with great care (see chapter 9, item 9.1). In the sea way, mooring cables must have high lengths in order to avoid pushes which may damage or overturn them TYPES OF BEACHING THAT MAY BE PERFORMED WITH RESCUE CRAFTS DRIVEN BY MOTOR, OARS AND SAILS AND WHICH ONES MUST BE AVOIDED When a vessel is approaching a beach we must be careful, because wave movement can cause accidents. We also must pay attention to keep all vessel operating conditions, trying to preserve its mechanism as well as keeping entries open to enable quick exits. Página 115

116 16.6 EFFORTS THAT SHALL BE MADE TO REDUCE RISKS TO CREW AND TO SAVE THE VESSEL AND ITS BOAT-GEAR WHEN PERFORMING A BEACHING MANEUVER To set aground with a lifeboat, boat or raft, with strong breaking waves is a dangerous job. The following cautions must be taken: Don t be in a rush to reach land; Assess the situation and choose the disembarkation point carefully; Avoid disembarking when the sun is low; Search for continuous coastline, at the breaking waves line, avoiding coral reefs, tidal and rip currents; The best way to pass through the line of breaking waves is, before the wave breaking, to reduce engine speed and increase the speed shortly after when it is positioned in the wave trough, not allowing the vessel to pass through the wave; Provide the sea anchor with the longest possible rope length, using oars, if possible; Avoid disembark at night. Wait for sunlight to enable maneuvers with increased safety SHORE SIGNALLING TO BE PERFORMED FOR VESSEL OR PEOPLE IN DANGER IN ORDER TO GUIDE BEACHING MANEUVERS Signaling must be clear, warning about dangers that can damage the vessel. Page 116

117 17. RADIO, SIGNALLING AND PYROTHECNIC EQUIPMENT 17.1 TYPES OF SHIPS WHERE THE RESCUE CRAFT IS REQUIRED TO BE FITTED WITH RADIO EQUIPMENT Every rescue craft shall be fitted with a VHF radio in order to comply with the following standards: LSA Code Every rescue craft shall be fitted with a fixed, duplex, VHF radiotelephone equipment with an antenna mounted separately. This antenna shall be fitted with devices enabling its mounting and attachment at its operational position If there is a fixed, duplex, VHF radiotelephone equipment installed in the vessel, it shall be mounted in a cabin large enough to accommodate both the equipment and its operator. NORMAM 1 CHECKLIST FOR SOLAS VESSELS Item 112 Are there portable VHF transceivers, one for each lifeboat, stored in an easily accessed location, so they can be carried along in case of emergency? CHECKLIST FOR SOLAS VESSELS Item 26 Check if all radiotelephone communication devices in lifeboats - VHF radios and radar transponder are in operational conditions; Página 117

118 17.2 VHF RADIOS (HIGH FREQUENCY) Every lifeboat fitted with a fixed, duplex, and VHF radiotelephone equipment with an antenna mounted separately shall be fitted with devices enabling this antenna to be mounted and fixed in its operation position Portable VHF Radio 17.2 Fixed VHF Radio VHF is the anachronism for the English term Very High Frequency assigning a radiofrequency range of 30 MHz to 300 MHz. This VHF range assigned to the Maritime Mobile Service is from 156 MHz to 174 MHz, covering channels from 01 to 28 and from 60 to 88. Annex 1 shows all VHF channels of the Maritime Mobile Service and notes about the chart. The VHF radio-transceiver is the most used radio-transceiver in coastal shipping and its range varies from 20 to 30 miles, depending on the power used and atmospheric conditions. Theoretically, VHF transmission and reception ranges are limited by the line of sight. This happens because VHF radio wave, normally, does not follow earth curvature. Range can be affected by atmospheric pressure changes and/or humidity increases, but seldom giving longer ranges than those often received. Atmospheric refraction causes radio waves to be more curved than the straight line pattern. Refraction occurs due to a change in wave speed. As waves spread through atmosphere, they change direction to a region with less speed. Refraction degree depends on the ratio in which wave speed changes, being defined by the air refraction index, which changes with the air layer height and, consequently, depends on pressure, temperature and air humidity. Page 118

119 Coastal Station Cerca de 60 Coastal Station Cerca de 35 Vessel with antenna about 9 m above sea level Vessel with antenna about 9 m above sea level Coastal Station Cerca de 15 Small vessel with portable VHF TC Vessel with antenna about 9 m above sea level Vessel with antenna about 9 m above sea level Cerca de 15 Cerca de 10 Vessel with antenna about 9 m above sea level Small vessel with portable VHF TC Small vessel with portable VHF TC Cerca de 5 Small vessel with portable VHF TC 17.3 List of Stations Another significant factor to determine VHF range is, usually, the height above sea level of the transmission and reception antennas. It should also be considered that as the transmitter and the receptor are inside the radio sight line, this does not guarantee, automatically, that an acceptable signal will be received at the other point. Among other things, this will depend on the transmitter s power, receptor s sensibility and transmission and reception antennas quality and position. The following chart shows all typical VHF ranges among transmission and reception stations. VHF propagation characteristics are ideal for terrestrial short-distance communications. Unlike high frequencies (HF), ionosphere generally does not reflect VHF radio waves and transmissions become restricted to the troposphere layer, which comprises about 15 km above ground level. Basically, a VHF transceiver comprises the following: - Volume control it allows audible sounds to be adjusted; - Noise limiter (SQUELCH) it allows reception noise to be adjusted, for operator comfort; - Memory it allows specific channels to be stored for a given service. Generally, there are 8 memories (0 to 7); Página 119

120 - Automatic scan it allows all channels selected in a memory to be scanned; - Channel selector it allows the calling and/or work channel to be chosen; - Power selector it allows emission power to be selected, usually between minimum power (1 watt) and maximum power (25 watts). The minimum power is enough among stations in sight; - Dual watch (DUAL WATCH) it allows the radio-transceiver to alternately hear two channels, usually channel 16 (according to the device) and another one. Channel 70 must be exclusively used for digital selective call for mayday, safety and calling and it does not have audio-frequency (AF). Channel 06 is used for vessels safety communications. It is used in SAR operations among ships and aircrafts. Channel 13 is worldwide reserved for shipping safety communication, mainly shipping safety communication among ships. VHF transceivers are primarily used in emergencies; therefore, one should always keep watch over Channel 16. When it is used for calls in public correspondence, it should not be occupied more than one (1) minute. A ALFA N NOVEMBER B BRAVO O OSCAR C CHARLIE P PAPA D DELTA Q QUEBEC E ECO R ROMEO F FOXTROT S SIERRA G GOLF T TANGO H HOTEL U UNIFORM I INDIA V VICTOR J JULIETTE W WHISKEY K KILO X X-RAY L LIMA Y YANKEE M MIKE Z XULU 17.4 Phonetic Alphabet Page 120

121 17.3 MANAGE A SIMULATED CALL FOR HELP (MAYDAY) AND ALL INFORMATION WHICH MUST BE EXCLUDED Distress alert from ship to ship is used to alert other ships which are nearby a ship in distress. It will be transmitted using the digital selective call - VHF and MF bands. Additionally, it may be used in HF. Transmission of a distress alert in radiotelephone (call and message) will have the following format, usually in VHF and/or MF): MAYDAY expression pronounced three (3) times. THIS IS expression, meaning AQUI in Portuguese. The call sign or ship name pronounced three (3) times. MAYDAY expression. Distress ship position (usually latitude, longitude e time) Distress nature Assistance needed OVER expression, meaning CÂMBIO in Portuguese. Example: MAYDAY MAYDAY MAYDAY THIS IS MV YOKOHAMA/JKDS MV YOKOHAMA/JKDS MV YOKOHAMA/JKDS MAYDAY MY POSITION LATITUDE 23º 45 S LONGITUDE 042º 37 W TIME 1425Z I AM FIRE IN ENGINE ROOM I REQUEST IMMEDIATE ASSISTANCE OVER 17.4 TYPES OF EPIRB FITTED IN SHIPS AND PROCEDURES TO ACTIVE THEM There are EPIRB in the GMDSS with two frequencies 121,5 / 406 MHz in the same beacon. Frequency of 406 MHz is the one which will go the satellite. Transmission in 121,5 MHz in troposphere (up to approximately 15 km of altitude), serves for positioning effect, allowing to guide SAR unities as well as aircrafts that are over flying the location and that monitor this frequency (121,5 MHz), belonging to Aviation Mobile Service. EPIRBs can be activated manually and automatically. They are also fitted with a hydrostatic release device which will automatically release beacons at a depth of 4 m. EPIRBs also have a cable with 10 m, to attach them to the survival craft, to the lifeboat or to a person at sea. Never attach EPIRBs to the distress Página 121

122 ship, as it sinks the device won t be released; and they shall not be placed inside the lifeboat so it won t prejudice the sight line with the satellite. EPIRBs transmit radiofrequency pulses of 0,5 seconds each 50 second cycle Power of 5 watts. EPIRBs have 48 hours of battery Lithium) life at least and replacement periodicity is Five years. They are also submitted to an annual checking to check frequency (406 MHz) stability and other factors. They also stand temperatures froim -20 C to +55 C EPIRBs CATEGORIES There are two categories of EPIRB, which are: CATEGORY I: - Run in 406 MHz and MHz; - Auto-floating and automatically activated; - Detectable by any satellites, anywhere on earth; - Comply with GMDSS; - After 1998, some models have GPS EPIRB CATEGORY I Page 122

123 CATEGORY II - They run in 406 MHz and 121,5 MHz; - They are similar to Category I; - They are free-floating; - They are manually activated; - After 1998, some models feature GPS EPIRB - CATEGORY II TEST WITH EPIRB 406 MHZ EPIRBs 406 MHz should only be activated when a ship, aircraft or person is in serious and imminent. Nevertheless, in order to assure all equipment is in a perfect operation condition, an eventual activation for performance test is necessary. In this aspect, it is emphasized that the radio operator can perform the beacon auto-test with no harm to the System of Search and Rescue, in the following way: - ELT, EPIRB and PLB can be tested anytime using auto-test mode, with no need to notify MCC about the test execution; - Make sure about manufacturer instructions for test performance as well as the proper result interpretation; - EPIRB e PLB can not be tested in operation mode EPIRB REGISTRATION It important to register EPIRB so that all information in it, which is sent when it is activated, is available to satellites, as well as is permanently available in a data file to SAR authorities, in order to be quickly analyzed and, if necessary, to trigger a SAR operation. Página 123

124 EPIRB registration is characterized by an identifier number, 15 alphanumeric characters, which may include the vessel Maritime Mobile Service (MMS) identifier, its call sign (Prefix) or serial number. To make EPIRB registration, the following information is needed, which must be filled in a proper form: - Purchaser identification (name, address, phone etc.); - Vessel information (name, MMSI and owner); - Emergency contact information (name and phone); - Model and manufacturer; - Category (I automatic activation; II manual activation); - Signature of the person in charge of the vessel and date. In Brazil, EPIRB is registered in Centro Integrado de Defesa Aérea e Controle do Tráfego Aéreo CINDACTA (registration authority). The address will assist you on EPIRB registration, where there is no registration authority COSPAS SYSTEM PERFORMANCE - SARSAT PROBABILIDADE DE DETECÇÃO DA EPIRB 98% EPIRB detection probability is defined as detection probability by LUT of, at least, a message with proper identifier code in the first satellite acquisition. EPIRB POSITIONING PROBABILITY 98% EPIRB positioning probability is defined by detection and de-codification probability of, at least, four pulses of individual messages during a single satellite pass. EPIRB POSITIONING ACCURACY 90 % Page 124

125 EPIRB positioning accuracy is defined as the difference between its position computed by the system, using Doppler Effect resources, and its actual position. For satellites of LEOSAR system, positioning accuracy is approximately 2.3 nautical miles (approximately 5 km) When processing beacons with positioning protocol (GPS - EPIRB) through GEOSAR system, it is possible to reach positioning accuracies about 0.05 nautical miles (approximately 100 m). AMBIGUITY RESOLUTION PROBABILITY 95% Ambiguity resolution probability is defined as the ability of the system to select the actual location, instead of EPIRB mirrored image EPIRB. CAPACITY 90 Capacity is defined as the number of EPIRBs in the same satellite sight Field, which the system of satellites can process simultaneously in its memory, with no confusion. NOTIFICATION TIME from (1) to two (2) hours Period from beacon activation to message reception, validated by an RCC. It comprises the first satellite pass waiting time and from it to MCC, and the transmission time from MCC to RCC. This period ranges from one (1) hours in high altitudes to approximately two (2) hours in Earth axial tilt. Average time is 44 minutes during the first satellite pass and 43 minutes for processing and transmission DISTINGUSH EPIRBs WHICH RUN IN COSPAS SARSAT AND INMARSAT-E SYSTEM AND THEIR LIMITATIONS As already mentioned. Página 125

126 17.6 SEVERAL TYPES OF SIGNALLING EQUIPMENT WHICH ATTRACT ATTENTION FOR NIGHT AND DAY USE SART This equipment is the main resource in GMDSS to locate distress ships, survival lifeboats and even people at sea. When being brought to the lifeboat, it must be placed in standby position, waiting a radar pulse of 9 GHz. According to SOLAS Chapters III and IV all ships must have it on board. Passenger ships in international voyages shall have one (1) SART for each lifeboat. Cargo ships in international voyages, Gross Tonnage from 300 to 500, one unit, and up to Gross Tonnage of 500, two (2) unities. It operates at 9 GHz (also known as Range X or radar range of 3 cm) and only transmits, assuming a turn on position when it is interrupted by 9 GHz radar. The SART will answer to a radar pulse of a ship with antenna 15 meters above sea level, when it touches the SART antenna, giving a detection distance of approximately 5 nautical miles. At this moment, an audible alarm is sound at the SART, giving information to castaways that there is a 9 GHz radar emitting nearby. A detection with a greater reach can be achieved when using an aircraft at approximately 3000 feet high; in this case, the SART answer will be at approximately 40 nautical miles. SART transmission produces twelve (12) standard points, extended outward, on the ship/aircraft radar screen, the first point being the SART location, showing a marking line which will be the heading the ship will assume to approach the SART. When the ship is approaching, these points turn into concentric arcs and when the ship is at approximately one (1) mile from the SART, concentric circles will be seen on the radar screen. Figure 65 shows the sequence of points appearing on the screen. Page 126

127 17.6 Images of SART types 17.7 Appearance of SART signal on radar screen 17.8 SART Basic Concept - 9 GHz Página 127

128 To assure that the SART, when answering to the radar pulse, will be received in a convenient reach, it is critical that the SART is mounted as high as possible. In order to maximize detection probability, the SART must be mounted at least 1 meter above sea level. When the radar is turned on, in order to have a better answer presentation on the radar screen, it is recommended to set the ANTI-CLUTTER SEA and ANTICLUTTER RAIN radar controls at maximum and radar wavelength to 6 or 12 nautical miles. - Easily activated, manually, by any person; - It features audible and visual resources, to indicate the proper operation and to warn castaways that a radar has detected the SART; - Resistant to hydrostatic pressure up to 10 m deep for about 5 minutes; - Withstands thermal shocks up to 45 C; - Resistant to long-term sunlight exposure; - It is painted in orange or yellow colors to ease its localization; - Battery life: 96 hours in STAND BY and 8 hours when transmitting; - After transmission is started it works automatically; - Withstands the following temperature ranges: Ambient: from -20 C to +55 C Stored: from -30 C to +70 C Operates with horizontal polarity, which is similar to the radar; and Has free buoyancy. With the AIS SART being part of GMDSS since January, 1/2010, it is possible that the 9 GHz SART will gradually disappear from market. The AIS SART is presented below. Page 128

129 AIS SART The AIS-SART is an Automatic identification system with a Search and Rescue Transmitter, which operates connected to a GPS receiver. It is used to locate a ship or survival craft which is in trouble, sending actual position reports using an Automatic Identification System (AIS) pattern. The device operation is similar to the 9 GHz SART but, rather than showing the position of a lifeboat on the radar screen, it will transmit the coordinates to all AIS devices qualified to VHF ranges, in 161,975 MHz (AIS 1) and 162,025 MHz (AIS 2) frequencies, in a series of eight (8) messages by minute, with four (4) in each VHF-AIS channel. It starts transmitting one (1) minute after activation. After being activated, AIS-SART sends out the following information: - Geographic coordinates (latitude and longitude); - GMT time; - Marking and distance; and - Identification number. In electronic charts, the AIS - SART presentation is shown with a cross inside a small circle. AIS SART identification. The AIS SART has a nine-digit identification code. The first three (970) digits identify the AIS-SART equipment, the 4th and 5th digits are intended for identifying the manufacturer and the last four digits identify the serial number. The AIS-SART number combination does not identify the ship. Example: Digits identifying the AIS - SART Página 129

130 55 - Manufacturer 9876 Serial digits The AIS SART shall feature the following: - be easily activated by non qualified personnel; - means to avoid accidental activation; - visual or audible means, or both visual and audible, to show the proper operation; - be manually activated or deactivated; - be water tight up to 10 m deep, for at least 5 minutes; - be resistant to prolonged sun exposure; - arrangement to fit the AIS SART antenna at least 1 meter above sea level, for better performance; - transmit with a notification interval of at least 1 minute; - battery life for 96 hours; and - withstand the following temperature ranges: Ambient:: from -20 C to +55 C; Stored: from -30º C to + 70º C. Detection distance by ships and aircrafts - Ship with antenna from 17 to 19 m above sea level: from 8 to 9.5 nautical miles; - Helicopter with 300 to 1000 feet of altitude: from 32.5 to 40 nautical miles; - Aircraft with altitude from 5000 to feet: from 79 to 129 nautical miles. Page 130

131 SIGNALING MIRROR It is possible to attract long-distance attention, being able to reach several Miles depending on weather condition, mirror size and signaling height. Sun rays are reflected to aircrafts, platform vessels or maritime coast. Its limitations are: There must be sun It does not work at 360 º SINGNAL LIGHTS There is an extremely valuable light source inside your lifeboat. It is used to inner illumination enabling small repairs, reading of manuals and charts and it should also be used to attract attention in short distances. It may also be used to send Morse signals and it should be water tight. Spare batteries must be provided for its use WHISTLE The Boat-Gears also feature a whistle, similar to those found inside life jackets and survival vests RADAR REFLECTOR It increases wave reflection emitted by aircraft s and vessel s radars, improving its capturing. Note: It must be correctly installed, as high as possible and it shall not be used with the SART. Página 131

132 17.7 PROPER HANDLING OF ALL SIGNALING AND PYROTECHNIC EQUIPMENT. The use of this equipment is explained in item 17.8 and it will be discussed during the material demonstration PYROTHECNICS COMPRISING A MINIMUM SET TO BE FITTED IN A LIFE BOAT OR RAFT AND CAUTIONS TO MAINTAIN AND HANDLE THEM Pyrotechnic appliances comprise signaling equipment found in rescue craft s gears as well as in ships, rigs, planes and helicopters. They have a critical role when searching for people at sea Pyrotechnics Special Cautions: All pyrotechnics shall be used with care. They can be dangerous when safety is not observed. Since there are different types of pyrotechnics as well as manufactures, check operational instructions, in order to ensure a safe activation of the signal, even by people who cannot read. To that end, its instructions are drawn on the package, in form of pictograms. Amount of pyrotechnic appliances in rigid lifeboats: - Four Parachute Flare Signals; - Six hand flare signals; - Two floating smoke signals. Page 132

133 RED STAR PARACHUTE ROCKET Use: Day or night, to attract long distance attention. Visibility: It will be visible from 30 to 40 nautical miles, with good visibility. Once a parachute signal is trigged it can reach about 300 meters of altitude. At this height, the flare signal is trigged, burning for approximately 1 minute, sustained by a parachute. During its rising, the wind exerts a force in the handle in such a way that the rocket turns upwind. This way the flare signal will stay over the rescue craft position giving better indication about your position Red Star Parachute rocket IMO pattern symbol Never use this device if there are helicopters in the rocket reach area HAND FLARE Use: Day or night, to indicate precisely the lifeboat position. Visibility: It will be visible for approximately 5 nautical miles, with good visibility. Never look directly to the flare, as the light can harm your eyes. Once they are burning, these flares provide their own oxygen. That means that spraying waves will not extinguish the flare. They will keep burning, even if submerged. These manual flares burn for about 1 minute HAND FLARE Página 133

134 FLOATING SMOKE SIGNAL Use: Day or night, to indicate precisely your position and the wind direction. After it is activated, it must be launched into water since the device becomes very hot. It releases an Orange smoke for about 3 minutes. When launching it, make sure wind blows the smoke far away, as its chemical content can cause injuries Floating smoke signal (3-minute flare) 17.9 IMPORTNCE OF LAUNCHING A PYROTHECNIC AT THE RIGHT TIME, UNDER THE LEADER S COMMAND The number of pyrotechnics on board rescue crafts is low. Therefore, they should only be used when we are sure it will be seen by rescue teams. The vessel s Coxswain is responsible for pyrotechnics storage and use and they will only be used under his command Page 134

135 18. SEA SURVIVAL PROCEDURES 18.1 CHECKS THAT MUST BE PERFORMED ON DAVITS BEFORE BOARDING AND LAUNCHING Davits of inflatable survival crafts shall comply with the same requirements required for davits of rigid survival crafts described in the previous chapter. Inflatable survival crafts, also known as inflatable rafts, are used in offshore facilities, vessels and aircrafts. In offshore ships and facilities they will be use as a secondary means for evacuation and abandonment. Some advantages: - They will be always ready and their use is relatively easy; - They can be launched quickly; - They provide good protection (wind, sea etc.); - They require minimum stowage area; - They don t require launching facilities; - Their cost is relatively low and they are easy maintained Davit 18.2 Raft supported by davit Página 135

136 18.2 SAFETY PROCEDURES WHEN ON BOARD A SURVIVAL CRAFT, FOR LOWERING OR LAUNCHING The boarding in a raft supported by davit is coordinated by the Coxswain or Coordinator or by a properly trained leader. Boarding procedure must be as follows: - The team leader performs an external inspection checking the raft safety; - The team leader enters the raft and performs an inner inspection checking its conditions; - Pull the boat-gear bag and place it near the access door to ease boarding, thus reducing the height to the floor; - Coordinate the boarding, distributing the weight inside the raft in order to keep it balanced. NOTE: - Don t step on floats when getting in and out of the rafts; - Get in slowly, don t jump into the raft; - Position yourself in the location indicated by the Leader; - Avoid sudden movement inside the raft; 18.3 Launched raft (supported by davit) - Use the raft s supporting belts as means of support and movement inside the raft; - The first ones to come on board must take over the oars, the sea anchor and the rubber quoit; - Check if floats are rubbing on the frame when boarding; - The Leader must assist and guide passengers during boarding; Page 136

137 - During the lowering procedure, everyone must remain seated and holding on to the inner handles SAFE MEANS AND PROCEDURES TO GET ON BOARD THE RAFT WHEN IT IS ALREADY LOWERED. Boarding from sea After launching or righting the raft, the boarding needs to be done. If you are into the water, you need to get out and board the raft. If it is a dry boarding (descending from inside the raft supported by the davit or by stairs until reaching the raft), the maneuver is not difficult. However, it is a bit more complicated when boarding from sea. The following are some tips to help you board the raft: - If from sea, use the float stopper. It has a ladder to ease the boarding; - Don t try to get onboard by the cylinder side. There are several hoses used to inflate the raft and if you try to get in by this side there is a risk of injury or damage to any hose, causing the raft deflate or, instead, to get your leg trapped by one of these hoses, with risk of being drowned; - Never jump on the raft s roof. Although the lifeboat, when floating, is able to withstand repetitive jumps of a minimum height of 4.5 m above its floor, either with the cover fitted or without it, this action must not be done, because it is very dangerous, mainly to those who are not accustomed to do it. It is best to jump into the water and then get into the raft. Under no circumstances jump on the lifeboat if there is anybody inside it; - When boarding the raft, don t carry sharp objects which can damage the raft. - Once inside the raft, help other people to get on board. Página 137

138 18.4 Boarding the Raft from sea 18.4 CHECKS AND MEASURES TO BE TAKEN BEFORE LAUNCHING A SURVIVAL RAFT WHEN THERE IS OIL AT SEA. Before launching, the Coxswain shall check if there is oil at sea. If positive, it shall be checked if the oil will possibly start burning. If this possibility is real, even if slightly, the raft shall not be launched. Other abandonment or evacuation means shall be used. Where to launch the raft? Preferably launch the raft on the leeward side and never launch the raft in case of fire at sea. Facts to be considered - Facility or ship is on fire; - There is fire at sea; - It is possible to choose the side; and - There is danger of debris at sea. We should be aware that strong winds may be unfavorable for launching rafts. For this reason and whenever possible we should launch rafts by the opposite side of the wind direction so the raft is not thrown bellow the unit. Rafts shall be grouped as soon as they are at sea, tying one to another. This maneuver becomes risky in case of bad weather. Page 138

139 18.5 Grouped rafts 18.5 MEASURES TO BE TAKEN IN CASE OF RISK DETECTION OR IF UNABLE TO LAUNCH THE SURVIVAL CRAFT. This item has already been detailed in Module 2 Rigid Survival crafts, item Scale of Priority HOW TO HOLD ON TO A LIFERAFT WHEN IT IS FULLY LOADED. Fully inflated liferafts can carry twice its capacity and, even when half inflated (50%), they can carry its full capacity. When the raft is fully loaded, people must hold on to the life lines fitted around the raft, keeping themselves by the raft. Página 139

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141 19. RESCUE CRAFT 19.1 CONSTRUCTION AND APPLICATION OF THE SEVERAL TYPES OF SURVIVAL CRAFTS PACKAGE Inflated rafts are packaged along with its appliances (boat-gear) in fiberglass containers or rubber bags. Bag Container 19.1 Raft, bag and container 19.2 Raft and container REQUREMENTS - Buoyancy chambers with separate compartments; - Inflatable support beams; - canopy/roof; - Inflatable floor; - Batteries, dry or sea cells; - Stabilizing bags; - Entry doors; - Pressure relief valves; and - Safety Valves (for additional inflation). Página 141

142 Canopy support arch Automatic light Watch beam Survival kit Orange Canopy Sea anchor and rope Entry door Handles Life line Bags Upper float Lower float CO 2 Cylinder 19.3 Raft and appliances CONSTRUCTION Rafts must have main floating chamber split into two separated compartments, at least, each one inflated through a check valve located in that compartment. The buoyancy chambers shall be designed in such a way that, if any compartment is damaged or will not inflate, the remaining intact compartments are able to carry, with a positive free board around the raft perimeter, the number of people authorized for the raft, each person weighing 75 kg, seated in normal positions. The LIFERAFT floor shall be fire proof and perfectly cold-insulated by any of the following means: - by means of one or more compartments which passengers can inflate, or that inflate automatically, and can be deflated and inflated again by passengers; or by any other efficient means that does not need inflation. Liferafts shall be capable of being inflated just by one person. Liferafts shall be inflated with non toxic gas. Inflation operation shall be completed within 1 minute, at an ambient temperature between 18 C and 20 C, and within 3 minutes, at an ambient temperature of -30 C. After inflated, liferafts must keep their shape when fully loaded (people and equipment). Page 142

143 Each inflatable compartment shall be capable of withstanding a pressure equal to three times the work pressure and there should be means that prevent the pressure to exceed a value equal to twice the work pressure, either by means of safety valves or limited gas supply. There should be means allowing installation of a pump or replenishment bellows to keep the pressure. Rafts are manufactured to carry many persons, with minimum capacity of 6 persons Inflatable raft 19.2 CARACHETRISTCS AND FACILITIES OF THE TWO TYPES OF LIFERAFTS. Raft launching Rafts may be launched by two ways: 1 By means of davits the container is stowed in a cradle near the launching davit and it is lowered after being inflated. 2 By means of manual launching the container is stowed in a cradle and it is manually launched. Página 143

144 The raft, if launched from up to 18 m high, must work satisfactorily. If it is stowed at a height greater than 18 m, it shall be subject to a drop test from a height which is at least equal to that of stowage. Davit-launched Liferafts These liferafts are specially designed for this purpose, but they may also be manually launched. Pros: - Boarding is done through the vessel s deck; - Descent is done in a controlled manner; and - No need to jump into the water. Cons: - Launching method is more complex. Procedure for davit-launched liferafts - Place the davit hook over the LIFERAFT being launched; - Remove master ring cover; - Connect the davit hook to the boat s master ring; - Remove fastening belt; - Check if launching rope is firmly connected to the unit s frame; - Fasten aproach lines to cleats; - Secure lines holding the containers so they won t fall into the water after launching, if applicable; - Lift the raft and move the davit outward up to the triggering angle mark; - Pull the trigger line until it is taut; - Jolt hard to activate the CO2 cylinder to inflate the raft; Page 144

145 - After the boat is inflated, approach the edge. Turn the davit if necessary; - Tighten the aproach lines for the raft not to get instable; - Proceed to passengers boarding. - Manually-launched Liferafts There is a line leaving the container which must be tied to a fixed part of the ship or facility. This line is coiled inside the raft and connected to a steel cylinder containing compressed gas (CO2 and N2). When the container is launched to the sea, this line will act, first, as the gas cylinder driving rope (trigger rope), and then as a guide rope preventing the raft from moving away from the unit. After launched, this trigger line must be pulled up to the end. Two jerks must be given to actuate the gas cylinder valve to inflate the raft. For rafts fitted with a hydrostatic device, the trigger line has a weak link. Therefore, if the ship or facility sinks, this trigger line is tensioned to its end, actuating the gas cylinder and inflating the raft. This will cause the weak point to break in, releasing the raft. Procedure for launching liferafts - Check if the trigger rope is attached to a fixed point on the vessel; - Release fastening belts from the container; - Check again if the trigger rope is tied to a fixed point on the vessel - Check if the launching area is free; - Remove grating, if necessary; - Pull a sufficient length of the trigger rope so as to enable the container to reach the water; - Check if the trigger rope is in safe condition, with no risk of winding up around the foot of the person launching the raft; - Launch the liferaft; and Página 145

146 - Pull the trigger rope up to its end and give two strong jerks to trigger the CO2 cylinders. - It will take about 60 seconds for the liferaft to inflate. If it inflates capsized, one person may right it Raft and stowage appliances 19.3 PROPER STOWAGE OF THE LIFERAFT. Liferafts may be stored in cradles or ramps. Ramps may be individual (one boat per ramp) or multiple (several boats in a single ramp). Rafts must be placed in such a way that they float automatically when the ship/facility sinks or capsizes, except for fixed facilities Raft on cradles 19.7 Rafts in multiple ramps 19.4 INTERPRETING MARKINGS ON A LIFERAFT CONTAINER. The container shall be marked in order to indicate: Manufacturer s name or trade mark; Page 146

147 Serial number; Name of the Approval Authority and number of persons the raft can carry; SOLAS Type of emergency kit inside the raft; Last overhaul date; Painter length; Maximum stowage height allowed above waterline (which will depend on the drop test and painter length); Launching instructions Mandatory markings on raft containers Página 147

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149 20. LAUNCHING EQUIPMENT 20.1 ARRANGEMENTS FOR STOWAGE, SAFETY, SEA FASTENING, TAG LINES AND METHODS FOR LAUNCHING AND RETRIEVING RESCUE CRAFTS FOR ALL EXISTENT DAVIT TYPES. Rescue crafts davits must comply with the same criteria for survival crafts davits, such as: - A launching equipment shall not be dependent on any other means but gravity, nor on independent accumulated energy from the ship s power supply, in order to launch a rescue craft or lifeboat, when this vessel is with all equipment and crew onboard, or in a lightship condition; - Each launching equipment shall be manufactured in such a way that only a minimum routine maintenance is necessary. All parts needing regular maintenance, performed by the crew ship, shall be quickly accessible and of easy maintenance; - The launching equipment and its appliances, except for winch brakes, shall have sufficient strength to withstand a static test load of not less than 2.2 times the maximum working load; - Structural elements and all blocks, tackles, ring bolts, links and other accessories used with the launching equipment shall be designed with a safety factor based on the rated work load and maximum strength of materials used in their manufacturing. A minimum safety factor of 4.5 shall be used for all structural elements and a minimum safety factor of 6 shall be used for tackles,, lifting chains, links and blocks; Página 149

150 - As much as possible, each launching equipment shall remain effective under circumstances causing ice formation; - The launching equipment of any vessel shall be able to retrieve the vessel with its crew; - Among others Davit images 20.2 REQUIRED MAINTENANCE FOR DAVITS, LAUNCHING RAMPS AND RELEASING EQUIPMENT. SOLAS Convention states that all equipment must have a maintenance plan, according to the rule below: Rule 36 Instructions for onboard maintenance Instructions for maintenance of onboard life-saving equipment shall be easily understood, illustrated when possible, and they shall cover the following topics for each equipment, as appropriate: A checklist to be filled out during inspections prescribed in Rule 20.7; - Instructions related to maintenance and repair; - Periodic maintenance schedule; - Lubrication point diagram and indication of all recommended lubricants; - Replaceable sources list; - Spare parts suppliers list; Page 150

151 - Record of all data related to arrangements and maintenance DESCRIBE A LAUNCHING/RESCUE DAVIT USED IN RESCUE CRAFT. This item was detailed in item 3.1 of this chapter OPERATION WITH AN AUTOMATIC SCAPE HOOK, AFTER HAVING LAUNCHED A RAFT AND HOW IT MUST BE PREPARED FOR THE NEXT LAUNCHING. Davits used for launching liferafts must have a hook for releasing the raft automatically when it is floating, provided that the safety lock has been withdrawn. This automatic release hook must be arranged to prevent a premature release during descent and it shall release the liferaft when it is at sea. This release hook must be capable of releasing the vessel when it is subject to a load. The launching equipment shall have a load release control which shall: Be clearly different from the control actuating the automatic release function; - Require at least two different actions to function; - With a load of 150 kg on he hook, require a force not less than 600N and not higher than 700 N to release the load, or provide a similar protection, appropriated against a inadvertent release of the load; and - Be designed in such a way that all crew members on the deck can clearly see when the release mechanism is properly and completely adjusted. When the hook is connected to the liferaft, the operator must lock it. Página 151

152 20.2 Davit hook Some systems have lock pins which shall be removed. Other systems have handles to release the lock. When the lifeboat is close to the water this hook lock must be removed, releasing the safety lock. But the hook will not release the boat until this release mechanism is actuated with or without load. Make sure that the safety pin is coupled during its launching USE AND MAINTENANCE OF A FREE FLOATING DEVICE (HYDROSTATIC VALVE) WHICH IS LOCKING A RESCUE CRAFT CONTAINER. Liferafts shall be fitted with release mechanisms that release the boats in case the unit is sinking or heeling. These devices are called hydrostatic release devices. When the unit sinks or heels and the boat is submerged, this device actuates releasing the raft. For this reason, all rafts must be stowed in open areas. Boats of fixed unities are dismissed of having these devices Hydrostatic release devices Page 152

153 The hydrostatic releases device shall: 20.4 Fitted hydrostatic release device - be manufactured with proper material so as to be defect-free. Galvanizing or other ways of metallic cladding will not be accepted for all hydrostatic release unit parts; - Release the liferaft automatically in a depth of up to 4 m; - Be fitted with drainage means which prevent water accumulation inside the hydrostatic chamber, when the unit is at its normal position; - Be manufactured so as to prevent releasing when it is swept by waves; - Be indelibly marked on its external surface, so as to indicate its type and serial number; - Be indelibly marked, on the unit or on a name plate firmly attached to it, so as to indicate its manufacturing date, type and serial number and informing if the unit is suitable to be used in a liferaft with capacity for more than 25 persons; - Be designed in a way that each part connected to the stopper system has a strength of not less than that prescribed for the stopper; and - If it is disposable it must be marked in such a way that its expiry date is indicated. Página 153

154 20.6 SEQUENCE OF EVENTS THAT WILL LEAD TO THE RESCUE CRAFT SELF- RELEASE UP TO ITS OUTBREAK MOMENT. When the ship sinks, water exerts a pressure on the hydrostatic device diaphragm. When the ship is between 1.5 and 4.0 meters, the shaft connected to the diaphragm releases the blade placed inside the device. This blade has a spring pressing it. When the shaft connected to the diaphragm releases the blade, the blade is pushed forward, cutting the cable which secures the sea fastening belt, releasing the container. The trigger cable remains attached to the hydrostatic device Raft with device fitted 20.6 Raft secured to the unit The ship sinks, pulling the raft trigger cable. When the cable ends, the container is pulled down. The container exerts pressure up, actuating the CO2 cylinder and inflating the raft. The trigger cable remains connected to the hydrostatic device. At this time, the weak link, or break-in link, actuates. The weak link is a cable which is weaker than the trigger cable. It withstands the pressure of the container being pulled up. But when the CO2 cylinder is actuated and the raft is inflated, this pressure up is much higher. The weak link does not withstand this pressure and breaks in, releasing the raft. This is one of the reasons why rafts should be placed so as to float automatically when the ship/facility sinks or capsizes, except for fixed unities. Page 154

155 21. ABANDONMENT TASK 21.1 DESCRIBE THE LIFERAFT LAUNCHING THROUGH SINGLE DAVIT AND MEASURES TO BE TAKEN ON THE ESCAPE HOOK OPERATION SO THE TASK IS COMPLETED. This item has already been detailed in item 2.2 of this module HOW TO MOVE AWAY FROM SHIP S SIDE WITH AN INFLATABLE RAFT DIVERSION MANEUVERS When the rafts are launched and all people are inside it, its trigger cable must be cut and the raft must start moving away from the unit. When there is abandonment by raft, a rescue boat must also be launched to water, as it has a function of tugging and grouping all rafts. But, depending on the size and the severity of the emergency, it might not be impossible to launch the rescue boat. In this case, we must move away from the unit using oars or through the sea anchor USING OARS Use access doors to oar. Position an oarsman at each door and proceed oaring in a synchronized way, so the raft can move equally. The two oarsmen must oar in the same direction; otherwise the raft will keep running in circles without moving away. Keep in mind that one oarsman can have its movement hindered by the float stopper fitted at one of the access doors. The raft leader shall pat attention to this. If this happens, tell one oarsman to stop until the raft turns and head again to the desired direction, and then restart the maneuver with two oarsmen. Página 155

156 USING THE SEA ANCHOR If you are alone inside the raft or if one oar is lost, it will be very difficult and tiring to move the raft with only one oar. In this case, the sea anchor is used to perform the displacement. The sea anchor must be launched as far as possible, with the other cable end kept attached to the vessel. After that, the sea anchor rope is retrieved and the raft is displaced. Repeat this operation until you are in a safe place. In both cases, the two oarsmen and/or the person who is using the sea anchor must change posts, when possible. When abandoning the unit, all rescue crafts must be grouped, depending on weather conditions. The raft grouping will improve the viewing by the rescue crews and it will also be possible to assist other lifeboats in case of problems Moving away using oars 21.2 Moving away using sea anchor, 21.3 OPERATION WITH MOTORIZED RESCUE CRAFT RELATED TO RAFTS AND CASTAWAYS IN THE WATER. During towing operation, Coxswain is also responsible for the towed vessel and he must provide useful information and instructions to the person in charge of that vessel so that he can be prepared and act as per instructions, and provide a safe towing operation. The vessel coxswain who is towing becomes the captain of both vessels. Thus, the two crews shall obey its orders and pay attention during the entire operation. It is essential that the aft (tugger) and bow (towed) crew members are alert and work as a team. Page 156

157 When towing a lifeboat, make contact by radio and prepare a tow line. The painter may be used as tow line and it must be tied in the aft mooring point. The tug boat must approach with low speed and upwind in a bearing that will move it close to the bow of the vessel adrift. The tow line shall be tied preferentially in the bow hook of the vessel to be tugged or in a point designated by the coxswain. After attacing the tow line, the tug boat keeps a very low speed ahead and the aft crew releases the tow line very slowly so that the tow line does not get entangled in the propeller. During towing operations there are some difficulties and risks to which the coxswain and the crew must pay attention. A vessel with the SEA ANCHOR launched may damage the outboard engines or waterjet unit. So, when performing the towing, the crew must pay attention to retrieve the anchor. To tow a lifeboat is a difficult maneuver and, at the same time it is not a safe maneuver if the tow line is not attached at the right point. If this happens, the float may break in. It is recommended to keep the tow line tied to the sea anchor mooring point due to its strength. Many rafts are manufactured and delivered with this point already set and with a tow line already fitted. Cautions while towing: The tow line must be long enough to prevent sudden jerks from breaking it; All sudden turns must be gradual to prevent tensile loads in the tow line; Do not allow the towed vessel to hit the tug boat. Página 157

158 21.3 Raft towing 21.4 HOW TO RESCUE A CASTAWAY FROM THE WATER FROM A RAFT. The rescue shall be performed as follows: - Three people will be positioned at the raft s entry; - The person in the middle will hold the castaway s head, carefully; - The other two, one at each side, will hold the castaway by his jacket at the shoulder with one hand while the other hand holds as low as possible; - In a synchronized manner, the three people will immerge the castaway three times, pulling him up at the third time, and putting him on the raft stopper; - the three rescue workers will be in position and will pull the victim inside the raft. NOTE: The person holding the castaway head will not make any force, he will only keep his head aligned to the vertebral column Rescue of a castaway from a raft Page 158

159 21.5 Positioning of the rescuers 21.6 Removal of the castaway from the water 21.5 IMPORTANCE OF KEEPING THE SAFE DISTANCE FOR RAFTS IN RELATION TO THE SHIP SINKING. This item has already been detailed in item 7.5 Maneuver for moving away FROM ship s side using a motorized rescue craft and/or using oars, of Module 2 Rigid Survival crafts IMMEDIATE ACTIONS TO BE TAKEN IN A LIFE BOAT AFTER MOVING AWAY FROM THE SHIP S SIDE AND IN SAFE DISTANCE POSITION. After abandonment, some important actions must be taken to assure people s survival, as well as to improve comfort inside the vessel. These actions may be divided in: - Vital actions; - Secondary actions and - Subsequent actions. Vital Actions These are actions must be taken as soon as everyone is inside the vessel. These are the following: Página 159

160 - Cut the guide rope; - help other survivors; - Move away from the ship; - Launch sea anchor; - Close entry doors; - Keep floor inflated; - Check for damages; - Remove excess of water and - Take sickness pills Among the actions above, four of them are of utmost importance, as they influence directly on people s survival. These are: - Cut the guide rope; - Move away from the ship; - Launch sea anchor and - Take sickness pills If one of those actions is not performed, all abandonment operation can fail. During this step a leader shall be chosen, to coordinate the entire operation. After the leader is chosen, everyone must be in silence and obey her/his instructions. If the leader fails to perform her/his duties, a new leader must be chosen SURVIVAL INSTRUCTIONS AND CONDITIONS THAT MUST BE GIVEN TO ALL CASTAWAYS IN ORDER TO AVOID PANIC AND DESPAIR. Secondary actions are all actions taken after vital actions. These are: - Take care of injured people; - Maintain the raft; - Keep warm; Page 160

161 - Group rafts; - Keep watching look for survivors; - Read the survival book and - No food and no water during the fist 24 hours (except for sick or injured people). - Subsequent actions are those taken after the vessel is in a stable condition, while waiting for rescue. These are: Routine: - Establish a routine; - Roll call; - Duties of each passenger and - Be alert. Raft management: - Control of inner temperature; - Hot climate; - Positioning; - Rationing of food and water rations. Página 161

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163 22. ACTIONS ON BOARD A SURVIVAL CRAFT 22.1 INSTRUCTIONS AND TASKS THAT SHALL BE DISTRIBUTED BY THE LEADER TO ALL CREW MEMBERS OF A RESCUE CRAFT. This item has already been detailed in the previous chapter USE OF THE BOAT-GEAR OF A RESCUE CRAFT, AND PROPER STOWAGE TO AVOID LOSSES. Standard equipment in all lifeboats shall consist of: - One Rescue Quoit attached to a floating rope with minimum length of 30 m; - One knife, non-folding type, with a floating handle and a lanyard, secured and kept inside a pocket in the outer cover, next the point where the painter is attached to the raft. Besides, a lifeboat rated to carry 13 persons, or more, shall be fitted with a second knife, which does not need to be non-folding type; - One floating bailer, for one lifeboat rated to carry 12 persons or more. For a lifeboat rated to carry 13 persons or more, two floating bailers; - Two sponges: - Two sea anchors, each one fitted with a resistant tow line and always attached to the liferaft, in such a way that when the raft inflates or is in the water, it causes the raft to face the wind in a stable way. The strength of each anchor, of its tow line and trip line, if there is one, shall be suitable to any sea state. The sea anchors shall be fitted with means that prevent line from twisting and shall be difficult to be turned inside out between its tie rods. Página 163

164 The sea anchor which is permanently attached to the davit-launched liferafts and to liferafts installed in passenger ships shall be launched manually only. All remaining liferafts shall be fitted with sea anchors that are launched automatically when the raft inflates; - Two floating oars; - Three can openers and a pair of scissors. Safety knifes with special blades to open cans satisfy this criterion; - One first aid kit, water tight, able to be tightly closed after use; - One whistle or a similar device capable of producing audible sounds; - One fishing tackle set; - Four parachute flare signals; - Six hand flare signals; - Floating smoke signals; - One electric flash light, water-tight, suitable to MORSE signaling, with one spare battery set and one spare lamp, stored inside a water-tight container; - One effective radar-reflector, unless there is a radar-transponder for survival crafts inside the lifeboat; - One daylight signaling mirror with instructions for signaling to ships and aircrafts; - One food ration containing not less than kj for each person that the raft is rated to carry. These rations shall be tasty, edible during the shelf life for storage and packaged in a way that they are quickly shared and easily opened. Rations shall be kept in airtight packages and be kept in a water-tight container; - Water-tight containers containing a total volume of 1.5 liters of fresh water, for each person that the raft is rated to carry, 0.5 liters of which by person can be replaced with a desalination device capable of producing the same volume of fresh water in 2 days; or 1 liter by person to be replaced with a manually driven reverse osmosis desalination device, capable of producing the same volume of fresh water in 2 days; Page 164

165 - One stainless steel graduated vessel, for drinking; - Medicine for sickness, for at least 24 hours and a sickness bag for each person that the raft is rated to carry; - One copy of the distress signals printed on a water tight card or kept in a water-tight container; - Survival Instructions; - Instructions on immediate actions to be taken; and - Thermal protection means, enough for 10% of the total number of persons that the raft is rated to carry, or two, if this number is higher. Besides all prescribed equipment, all inflatable liferafts shall be fitted with: - One set of items needed to repair holes in the floating compartments - One pump, or bellows, for air replenishment. NOTE: Knives and can openers and scissors shall be safety-type QUANTITY AND METHODS FOR RATIONING WATER AND FOOD RATIONS IN A RESCUE CRAFT. As mentioned previously, the amount of food and water ration in rescue crafts shall be as follows: Food Ration - a food ration with no less than kj for each person that the lifeboat is rated to carry. These rations shall be tasty and edible throughout the shelf life for storage and packaged in a way that they are quickly shared and easily opened. Rations shall be kept in airtight packages and stored in a water tight container; Página 165

166 Water Ration - a water tight container, containing 1.5 liters for each person that the lifeboat is rated to carry, 0.5 liters of which for each person can be replaced by a manually driven reverse osmosis desalination device, capable of producing an equivalent volume of fresh water in 2 days ARRANGEMENTS TO COLLECT AND STORE RAINWATER. Liferafts have a V-shaped device on their canopy which are rain collecting gutters. The rain water dropping on the canopy is routed to those gutters. There is a hose with a tap inside the raft to enable the water to be collected. When it is raining, the cover must be washed and cleaned to remove all salt accumulated. The first water batch shall not be drank, as it is still brackish. After that, you should drink the most water possible and store the remainder in all available containers Water collecting gutters Page 166

167 23. LAUNCHING AND MANEUVERING RESCUE CRAFTS UNDER BAD WEATHER CONDITION 23.1 PROPER ARRANGEMENT INSIDE A SURVIVAL RAFT TO AVOID SINKING WHEN IN CONTROLLED DRIFT. The people distribution inside the raft must be done in such a way to keep it balanced. The best for arranging the personnel inside the raft is as if you were drawing a star. This way, we will get to balance the raft, both in the water or hanged by the davit to be lowered Arrangement inside the raft 23.2 HOW TO PERFORM AND CAUTIONS TO BE TAKEN IN A BEACHING MANEUVER WITH A SURVIVAL CRAFT. Beaching with a raft is a very risky maneuver and it should only be performed if the location is known to be safe, without rocks, reefs or coral which may damage the raft. Navigation should always be diagonal in relation to the wave breaking to avoid unnecessary efforts when trying to reach the desired point. Página 167

168 24. LAUNCHING OF INFLATABLE RAFT AND DRILLS 24.1 INFLATABLE RAFT S INSTRUCTIONS MANUAL AND NECESSARY PRECAUTIONS Each piece of equipment has its peculiarities. Before using the equipment, one should read the instructions manual and check all procedures to be followed before using it. Página 168

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170 25. RAFT THEORY 25.1 PROCEDURE FOR SURVIVAL AT SEA Duties of the crew members of the rescue craft: Assume command of the rescue boat in an emergency; - know how to respond to alarms; - know the rescue boats and their equipment; - prepare rescue boats for a rescue; - know the procedures for launching and recovery of a rescue craft; - know the maneuvers for approach and rescue of the victim; - know and apply first aid procedures; - know the maneuvers for joining the rafts SAFE MEANS AND PROCEDURES THAT SHOULD BE CARRIED OUT TO BOARD THE BOAT WHEN IT IS ALREADY IN THE WATER. A jacob s ladder should be used to enter the boat. The Coxswain should have full view of the person and maintain the motor in neutral so that the propeller does not harm the person in the water. 26. RESCUE BOATS 26.1 CONSTRUCTION, CHARACTERISTICS AND FACILITIES OFFERED FOR A RESCUE CRAFT. There are three types of rescue boats: Página 170

171 - Rigid rescue craft - Inflatable rescue craft - Combined rescue craft RIGID RESCUE BOAT Most hulls of Rescue boats are constructed completely of modern fiber glass compounds, however some types of aluminum hulls may be found. The hulls of most rescue boats are designed adequately for the different sea conditions, with their V cross-section and a raised bow. The deck may be wooden with a coating of fiber glass INFLATABLE RESCUE CRAFT These vessels are entirely made of special material and their floatation is sustained by inflatable tubes, also known as floats. These floats provide both buoyancy and protection. They are designed in special sections so that, in the event that one of the sections is damaged, the others will maintain the vessel afloat. In the case of sinking or water entry, these floats will not allow the vessel to sink completely, offering the crew greater opportunities for self-rescue. They should be well maintained and with recommendations that, when deflated, they should be inflated starting from the bow section COMBINED RESCUE CRAFT It is constructed so that its lower part, deck and keel, is of material similar to the totally rigid vessel with inflatable materials (floats) with or without coating. The rescue boats should have the following characteristics: - Have a length not less than 3.8 m and not greater than 8.5m; Página 171

172 - Be capable of transporting at least five people seated and one person lying on a stretcher; - Be capable of maneuvering at a velocity of at least 6 knots and maintain this velocity for at least 4 hours; - Have a mobility and maneuverability in rough waters so that people may be pulled out of the sea, meet and maneuver the life saving rafts, when loaded with its complete capacity and equipment at a velocity of not less than 2 knots; - Be equipped with a midship engine or an outboard engine; - Towing devices may be permanently installed that are sufficiently strong to join or tow the life saving rafts. The floats should be inflated correctly (from bow to aft) with the pressure recommended by the manufacturer. Air loss should be controlled by cleaning all valves (fill and drench with soapy water). Bumping against obstacles should be avoided so that the floats are not cut or punctured. The cuts or punctures in the float should be repaired immediately. The same treatment should be given in relation to seams, in the event of leaks. It is important to make sure that the float is correctly attached to the hull of the vessel. If the float is loose, it should be immediately repaired. The emergency repair kit should contain backup materials and adhesives in order to make small repairs on the floats. If they are big, they should be controlled with respect to their connection to the rigid hull and the damages. The vessels hulls are normally made of the reinforced fiber glass polyester (GRP). They should be inspected for fatigue cracks around the hoisting points and the self-righting system. The base of the motor and its support should not have any cracks. Página 172

173 A visual inspection should be made regularly looking for smaller damage on the entire hull and the command console and benches should be steady and undamaged Rigid rescue craft 26.2 Inflatable rescue craft 26.3 Combined rescue craft The rescue boats should have the following characteristics: - Have a length not less than 3.8 m and not greater than 8.5 m; - Are capable of transporting at least five people seated and one person lying on a stretcher; - Be capable of maneuvering at a velocity of at least 6 knots and maintain this velocity for at least 4 hours; - Have a mobility and maneuverability in rough seas sufficient to permit pulling people from the sea, meet and maneuver the life saving rafts when completely occupied and carrying all of its equipment at a velocity not less than 2 knots; - Be equipped with a midship motor or outboard motor. Página 173

174 - Towing devices may be permanently installed that are sufficiently strong to join or tow the life saving rafts. The floats should be inflated correctly (from bow to aft) with the pressure recommended by the manufacturer. Air loss should be controlled by cleaning all valves (fill and drench with soapy water. Bumping against obstacles should be avoided so that the floats are not cut or punctured. The cuts or punctures in the float should be repaired immediately. The same treatment should be given in relation to seams, in the event of leaks. It is important to make sure that the float is correctly attached to the hull of the vessel. If the float shifts, it should be immediately repaired. The emergency repair kit should contain backup materials and adhesives in order to make small repairs on the floats. If they are big, they should be controlled with respect to their connection to the rigid hull and the damages. The vessels hulls are normally made of the reinforced fiber glass polyester (GRP). They should be inspected for fatigue cracks around the hoisting points and the self-righting system. The base of the motor and its support should not have any cracks. A visual inspection should be made regularly looking for smaller damage on the entire hull and the command console and benches should be steady and undamaged. With respect to the internal structures, we should pay attention to the hoisting cable. The hook of the hoisting cable should be inspected for wear and the date of the load test. The entire hoisting system should ready to launch and hoist the rescue craft. In the event the hoisting system is not operational, then the entire system of davit/vessel is not operational, regardless of whether the vessel is operational. Página 174

175 The self-righting system should be regularly inspected according to the following criteria: - Cylinder should be loaded with a valid hydrostatic test; - Cylinder and the self-righting device should be properly protected; - Drive lever should be tested. The batteries should be examined for the following: - Terminals should be securely attached and without corrosion; - Battery levels should be satisfactory (if applicable); - General switch should be functioning correctly. In addition to the above items, other items should be inspected, such as: - Navigational lights should be fully functional; - VHF radio should always be tested (transmission as well as reception); - Rudder should move easily, be firmly attached, and lubricated at the required points; and - Acceleration control should move easily and function properly. The rescue boat should always be maintained in readiness, as well as the crew members and under the coordination of the Lifesaving Supervisor, who should guarantee that the daily maintenance is executed. According to SOLAS Chapter III, a rescue boat should be maintained in a state of constant readiness for launch in no more than five minutes. The most modern boats used in the Offshore industry use an anti-capsize system when the vessel is not self righting. The self-righting system is designed to allow quick righting, without any effort. Its basic composition is as follows: Página 175

176 - Tubular structure in aluminum or stainless steel; - Inflatable pocket and bag; - Cylinder of CO 2 /N 2 ; and - Lever/ cable of release. The rescue boat, when not self righting, should be capable of being easily turned over by its crew ROWING All the items of the equipment of a rescue craft, with the exception of the boathooks, which should be maintained free to push the vessel from the side of the ship, cables, stored in closets or lockers, stretched with clamps or similar devices, or using other adequate means. The equipment should be secured so they do not interfere with procedures of launch and recovery. All items of the equipment of a rescue boat should be as small as possible and the smallest mass possible and be protected in an adequate and compact manner. The normal equipment of every rescue boat should include: - Floating oars, common or paddles, in sufficient quantity to move forward in calm seas. Each oar should have tholepins, rowlocks or similar devices. The tholepins or rowlocks should be attached to the vessel by means of cables or chains; - A floatable bailer; - Binnacle with an effective magnetic needle, that is illuminated or equipped with a system of adequate illumination; - A floatable anchor and a knot, if there is one, with an adequately strong cable at least 10 m long; Página 176

177 - A cord that is long enough and strong enough, attached to the release device bow of the rescue craft. - A floatable cable, at least 50 m long, that is strong enough to tow the life saving raft; - A waterproof electric lantern, that is adequate for sending Morse code, with an extra set of batteries and an extra light bulb, contained in a waterproof recipient; - A whistle, or equivalent device, capable of producing sound; - A waterproof box of first aid that can be hermetically sealed after use; - Two floating lifesaver rings, attached to a floatable cable at least 30 m long; - A spotlight with a horizontal and vertical sector of at least 6 and intensity of 2,500 candles, capable of functioning for at least 3 hours; - An effective radar reflector; - Some means of thermal protection in sufficient quantity for 10% of the number of people that the rescue boat is authorized to carry, or two, if this number is less; - Portable fire-fighting equipment, of an approved type, adequate for putting out oil fires. Besides the required equipment above, the normal equipment of any rigid rescue boat should include: - A boathook; - A bucket; - A knife or small axe. Besides the required equipment above, any inflatable rescue boat should include: Página 177

178 - A floatable safety knife; - A safety boathook; - Two sponges; - A manually operated bellows or effective pump; - A set of articles necessary for repairing holes REQUIREMENTS FOR THE STOWAGE OF A RESCUE CRAFT. The rescue boats are stowed on davits and these davits have a descent control system that is similar to the davits of whale boats. The davits have a static brake and a centrifugal brake. The static brake keeps the drum of the davit brake locked, preventing its descent while stowed and the centrifugal brake prevents the vessel from descending at an excessive velocity during descent, so that it descends at a constant velocity. Upon releasing the descent system by means of a remote control cable, the static brake is released, allowing the vessel to begin the descent. Upon initiating the descent, the centrifugal brake goes into action to prevent the vessel from gaining excessive velocity. In some davits, the descent of the vessel may be suspended by the Coxswain or crew member of the vessel, just by letting go of the remote control cable. In other types of davits, this is not possible. The descent may only be suspended externally, with the help of the davit operator. The davits of the rescue boats meet the same of testing, maintenance and safety applied to the davits of whale boats and rafts Types of davits Página 178

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180 27. LAUNCHING EQUIPMENT 27.1 LAYOUTS FOR STOWAGE, SAFETY, LASHING, WORKING CABLES AND THE METHODS OF LAUNCHING/ RECOVERY OF THE RESCUE BOAT FROM THE DIFFERENT TYPES OF DAVITS. The davits of the rescue boats must comply with the same criteria required for the davits of the survival vessels, such as: A launching equipment cannot depend on any other means other than gravity, nor on accumulated independent mechanical energy of the energy supply sources of the ship, to launch a survival or rescue craft, when this vessel is loaded with all of its equipment and personnel, on in the light condition. Each launch equipment should be manufactured so that only a minimum quantity of routine maintenance is necessary. All the parts that require regular maintenance, done by the ship s crew, should be easily accessible and easily maintained; The launch equipment and their accessories, with the exception of the hoist brakes, should have strength enough to secure a static test load of at least 2.2 times the maximum work load; The structural elements and all the chain hoists, straps, shackles, links and other accessories used together with the launching equipment should be designed with a safety factor based on the nominal working load and the maximum strength of the materials used for their fabrication. For all structural elements, a minimum safety factor of 4.5 should be used and for the straps, hoisting chains, links and chain hoist a minimum safety factor of 6 should be used; Each launching equipment should, whenever possible, remain effective under conditions that cause ice to form. The launch equipment of a vessel should be capable of recovering the vessel with its crew, among others. Página 180

181 27.2 MAINTENANCE REQUIRED FOR DAVITS AND RELEASE EQUIPMENT. The SOLAS Convention establishes that all equipment should have a maintenance plan. Follow the rule for consultation: Rule 36 Instruction for on-board maintenance The instructions for the maintenance of life saving equipment on board should be easily understood, illustrated whenever possible and, when appropriate, discuss the following topics for each equipment: - A check list to be used during the inspections stipulated in Rule 20.7; - Instructions about maintenance and repair; - Schedule of periodic maintenance; - Diagnosis of the lubrication points and indication of recommended lubricants; - List of substitutable sources; - List of spare parts suppliers; - Registry of data in relation to the dispositions and the maintenance. Página 181

182 28. MOTORIZED RESCUE BOAT AND ITS ACCESSORIES 28.1 TYPES OF MOTORS On board of the maritime units we mainly find rescue boats with several types of motors. These motors may be: - Outboard 2 cylinder gas motor with propeller; - Outboard gasoline 2 cylinder motor with jet drive; - Outboard 4 cylinder gasoline motor with propeller; - Outboard cylinder gasoline motor with propeller; - Center mounted diesel motor with jet drive, among others. The rescue boats should be equipped with a midship motor or an outboard motor. If equipped with an outboard motor, the tiller and the tiller handles may be part of the motor. Outboard gasoline motors may be installed in rescue boats equipped with an approved fuel system, as long as the fuel tanks are specially protected against fire and explosions. These motors should have the capacity to maneuver with a velocity of at least 6 knots and autonomy sufficient to maintain this velocity for at least 4 hours, and have a manual startup system or a startup system with two independent and rechargeable sources of energy. The center mounted motors should function for at least 5 minutes after a cold start with the vessel out of the water. We are able to find center mounted motors with the following characteristics: - Diesel motors, with a reverse gear box, shaft and fixed propeller; - Motors with two or four cylinders with a jet drive system; - Center mounted motors with two or four cylinders, servo-valve or gear box, shaft and variable pitch propeller; - Center mounted motor with two or four cylinders, with propeller support and fixed propeller that serves as a tiller, among others. Página 182

183 28.1 Center mounted motor with jet drive propeller 28.2 Center mounted motor with propeller The outboard motors may have many characteristics, such as: - Outboard gasoline or diesel motors; - Outboard motors with two or four cylinders; - Outboard motors with simple, double or even triple carburetion; - Outboard motors with fixed propeller incorporated into the lower section, etc Outboard motors with jet drive and propeller The choice of the type of lower section is very important, because the wrong sizing of the size of the lower section could result in poor performance of the vessel or even damage to the motor due to sea conditions and sudden maneuvers by the vessel. These maneuvers could cause a reversal of the sea water into the exhaust of the motor, reaching the chambers of the motor cylinders. The rescue boats should have enough mobility and maneuverability in troubled waters to be able to pull people out of the sea, joint the life saving rafts and tow the largest life saving raft that exists on board the vessel, which carrying a few load of people and all of its equipment at a velocity of no less than 2 knots. Página 183

184 28.2 SEQUENCE OF EVENTS TO START UP AN OUTBOARD MOTOR AND REQUIRED CHECKS. The specifications of the manufacturer with respect to the startup method, as well as the oil/fuel mixture (when applicable), should always be followed to avoid damaging the motor. Some motors have a tank for fuel and another for lubricant oil, with the mixing being done automatically. Others only have a fuel tank and the mixture is made directly in this tank, following the specifications of the manufacturer. The startup sequence for the outboard motor of the rescue boat may vary according to manufacturer s instructions, motor type, etc. The startup of the outboard motor is done, basically, in the following manner: - Check the level of fuel and lubricant oil or the mixture of fuel/lubricant; - Connect the fuel line; - Pump the bulb to fill up the carburetors; - Connect the cooling telephone; - Open the cooling water; - Connect the main switch; - Check the inclination of the motor (motor on the vertical); - Make sure the drive is in neutral; - Make sure the deadman switch is connected; - Turn the key, starting up the motor; - Check the discharge of the cooling water MANUFACTURERS SPECIFICATION WITH RESPECT TO THE MIXTURE OF LUBRICANT OIL AND FUEL IN OUTBOARD MOTORS AND THE DAMAGES THAT COULD RESULT IF THEY ARE NOT DONE ADEQUATELY. Página 184

185 In some motors, the two cylinder oil x fuel motor is made directly in the fuel tank. The ratio of two cylinder oil x fuel varies in accordance with each model and manufacturer. Before making the mixture, read the instruction manual and make the ratio recommended by the manufacturer. After using the vessel, the remaining mixture should be discarded. This mixture should not be kept for later use because, with time, a scum forms on the surface of the fuel, also known as varnish. This scum, when sucked into the carburetor, could cause the motor to malfunction or even to stop. Other motors have the automatic mixing system (lubrimatic). This system consists of two storage tanks: one for the fuel and the other for the two cylinder oil. Upon turning on the motor, the mixture is made automatically, without interference of the Coxswain. The four cylinder motors do not need the 2 cylinder oil in the fuel. Special attention should be given because we always have to maintain control over the 2 cylinder oil and the fuel in the tanks. In the event the mixture is not made (manually or automatically), the motor is not lubricated and could damage itself, leaving the vessel adrift. Gasoline Since most of the outboard motors feature two cylinders, we should always use common gasoline, because the activated gasoline has detergents, and it does not mix well with the two stroke nautical oil which ends up with the inside of the outboard motor not being lubricated. Whenever you stop using the motor, you should drain it, taking off the tank hose and allowing it to continue running until it uses up all of the gasoline in the carburetor. Some motors have an automatic system for mixing gasoline and oil and some of these systems do not need to drain all the gasoline from the motor. Therefore, for better performance and greater useful life of the motor, read the instruction manual of the manufacturer and always check the condition of the hoses, not forgetting to pump gasoline into the carburetor by means of the bulb before starting up the motor. Página 185

186 Nautical Oil The two cylinder nautical oil is one of the most important components. If you forget to make the mixture or fill the reservoir with 2 cylinder oil, the motor will certainly seize up. If your motor is brand new, you will have to break it in, requiring a higher mix of 2 cylinder oil in the fuel. The proportion to be used should be found in the manufacturer s manual. Several brands of nautical oils are in the market. Choose one and from then on, always use the same one; this will increase the useful life of the spark plugs and they will not have such a rapid carbon buildup. Always follow the manufacturer s instruction with respect to the mixture and brand of nautical oil. The mixing process should be done in the following manner: 1. Add oil; 2. Ass Gasoline; and 3. Shake the tank well to mix them o Outboard motor with jet drive and propeller propulsion 28.4 COOLING SYSTEMS FOR THE MOTOR THAT COULD EQUIP A RESCUE CRAFT, THEIR CHARACTERISTICS AND THE PRECAUTIONS THAT SHOULD BE TAKEN. The cooling system of the motor is an essential item. The motor must be checked to see if it is releasing cooling water. It cannot continue to run if it is releasing water. Sometimes this happens if something is plugging the screen of the motor cooling system or if the water pump is not running. In the event that trash such grass, leaves or garbage, remove them by cleaning the intake. But if it is the water pump, disconnect the motor and take it to an authorized repair shop. Página 186

187 28.5 SOME OF THE DAMAGES THAT COULD OCCUR WITH AN OUTBOARD MOTOR IF IT IS PLACED OR STORED HORIZONTALLY. If the motor is stored for long periods of time, several important procedures should be followed to prevent damage to the motor. The careful reading of the recommendations of the Manufacturer s Manual is required when the motor is removed and stored. The outboard motor should not be stored or transported horizontally, because the cooling water could return to the cylinder through the discharge system and cause problems. Appropriate supports are available for the storage of outboard motors. Keep the motor stored in a dry and well ventilated place, without direct exposure to the sun Outboard motors with jet drive and propeller propulsion 28.6 BATTERY SYSTEM ON BOARD A RESCUE CRAFT, WHICH EQUIPMENT THEY SUPPLY, THE SOURCES OF RECHARGE AND THE PRECAUTIONS THAT SHOULD BE TAKEN. Página 187

188 As with the whale boats, the rescue boats, should have devices for charging all the batteries used for starting the motor, for the radio and for the spotlights Rescue boat battery The radio batteries should not be used for starting the motor. There should be means for recharging the batteries of the rescue boat by means of the energy supply of the ship, with a voltage that does not surpass 50 V and that may be disconnected at the boarding post of the rescue boat or by means of a solar battery charger. Página 188

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190 29. TASK OF ABANDONING SHIP 29.1 THE OPERATION OF THE MOTORIZED RESCUE BOAT IN RELATION TO THE RAFTS AND TO SHIPWRECKS PROCEDURES FOR APPROACH, RESCUE AND TOWING Before launching the vessel into the sea to make the search, other factors should be taken into account, such as the conditions of the sea, visibility, height of view of the search vessel, etc. When one is dealing with a large number of victims, one should take into consideration the fact that they may be distributed over a large area due to the effects described above. The placement of a marking buoy is suggested at the beginning point of the accident to improve the calculations for the search area and the formation of a transit line. The apparent deviation of a victim is affected by tides, currents and wind direction. Two victims should not necessarily drift at the same velocity or in the same direction. At the initial point of search, the rescue boat needs to establish its own position and this may be done by simply lining up two visible reference points, and use them as a system for the formation of a transit line (e.g., crane and flare point). During this phase the compass of the rescue boat could be used, however it should be recognized that operations using the compass of the Rescue boats is not as precise. The best method for a rescue boat plot its position is to always seek from the stand by ship, that carries equipment like radar, data points for the search standards. It is vital that watchmen are placed around the unit, in places that have the greatest possible visibility. Watchmen should be dressed adequately, with personal protective equipment and have received means of communications for contact with the emergency coordinator. They should also be informed of the search area, the object being searched and the search lines. The watchmen should be changed at regular intervals when a prolonged search is expected. Página 190

191 The watchmen of the vessels should remain seated at all times, keeping three points of contact with the vessel. The immediate search line to be followed should be the area where the watchmen are concentrating their vision. Verbal communications should be given to the Coxswain of the vessel about all possible sightings. When a positive sighting has been established, a crew member should choose a position that allows for constant visual contact and point towards the victim. The approximate distance of the vessel should be given to the Coxswain and the procedure of approach and recovery of the victim should begin. In the event the Coxswain at some time during the search thinks that his crew is in danger, he should tell the unit immediately, so that other search actions may be taken. Special attention should be given to the risk of collision, when more than one vessel is involved in the search or when visibility is low. All health and safety polices for the crew, as well as operational safety procedures should be followed at all times. The uses of search patterns vary, depending on the following factors: - Incident type - Available resources. - Number of victims. - Environmental conditions SEARCH PATTERNS There are several search and rescue patterns. We will discuss the three most widely used, and that can only be done by a ship. At least one RESCUE BOAT should be sent to the last known position of the accident to begin the search. The search patterns that may be used are: - Growing quadrant; Página 191

192 - Sector; and - Sweeping GROWING QUADRANT Consists of the movement of the ship to progressively move away from a given estimated point, by means of lines (legs) that grow gradually, forming quadrants within quadrants. Points to be considered: - This search pattern allows for maximum efficiency in calm waters and unknown position of persons in the water; - The distance of each leg should vary in accordance with visibility and sea conditions at the location; - The compass of the RESCUE BOAT should be used for guideposts; - Coordination between the installation and the radar plotting unit increases the accuracy of the search. - Communications between the installation and the RESCUE BOAT should be maintained at all times SECTOR The search by sectors is indicated for specific cases such as man overboard, with the unit under sail with a precisely known point and a smaller area. The search begins from the target with a given distance, moving always 120 to starboard and the first two legs are equal, with the third leg begin twice the first. Beginning with the fourth leg, one is the size of the first and the second, double that. The sailing time may be taken into consideration for the calculation of the leg size SWEEPING This search method consists of making a sweeping-like movement or a zigzag, doing parallel sweeps. From the face or the border of the emergency, the probably drift line is followed, as a function of the current and wind at the place of the occurrence. Página 192

193 29.3 APPROACHING A PERSON IN THE WATER The Coxswain of the rescue boat should take the utmost care when approaching a person in the sea, mainly when the Weather conditions are not favorable. The Coxswain should seek to make the approach at an angle of approximately 20 for any side and should always keep the person to be rescued in sight. In the event this is not possible, he should follow the guidance of the crew member at the bow and make a safe approximation, keeping the victim away from the propellers. The approximation should be done with care, so no more damage is caused to the victim, and the victim should be rescued in such a way that his injuries are not worsened. The approach should be made taking into consideration wind, current, wave height, length of the valleys and the pitch of the propeller, if necessary. The vessels with jet drives normally are more symmetrical than the vessels with outboard motors that normally have the controls located on one side of the vessel. This could complicate the rescue of the victim. During the operation and after the rescue, the Coxswain or a crew member designated by him should communicate by radio and in details, the aspect of the rescued victim for the unit TOWING OPERATIONS As has been said before, during the tow, the Coxswain of the rescue boat is also responsible for the vessel being towed. He should transmit useful information and instructions to the person in charge of that vessel so that he is adequately prepared and can act according to these instructions, besides resulting in a safe towing operation PRECAUTIONS WITH TOWING Página 193

194 During rescue operations, some precautions should be taken in order to guarantee the success of the operation. Some of these operations are: - The cable should be sufficiently long to avoid that sudden stretching breaks it; - All deviations should be gradual in order to prevent forces on the towing cable; - The towed vessel cannot be allowed to bump into the towing vessel ALONGSIDE TOWING When towing by one of the sides, it is advisable to moor and lash the two vessels as tightly as possible so that the Coxswain has the sensation of piloting just one vessel. This lashing, in the event the towed vessel is larger than the towing vessel, should be done in such a way that the vessel being towed is just a little more forward than the propeller of the towing vessel. This action makes it easier for the Coxswain in relation to the maneuverability and sailing of the Rapid Rescue craft. Bow line Spring Spring Bow line 29.1 Side by side towing Página 194

195 29.5 HOW TO RESCUE A CASTAWAY FROM THE WATER FROM A VESSEL RESCUE OF A PERSON FROM THE WATER The rescue of a person from the water is one of the most important tasks to be executed by the crew of the vessel. It is not an easy task, if it is not executed correctly. Before the embarkation of the person, one should pay attention to the scene of action, the equipment that will be used and to the principles of first aid that will be administered Alongside towing BOW CREW MEMBER The function of the bow crew member is to locate the person On the water and, upon seeing him, should point in his direction, telling the Coxswain the path to follow. When approaching the victim, communications should be attempted and, if there is no response, it will be understood that the victim is unconscious. Once the approach has been made, the crew members will make the rescue, calling the attention of the Coxswain that the rescue is imminent, effectively using the expression AT HAND. This way the Coxswain will try to maintain the vessel as still as possible in the rescue position, until the victim is on board BOW CREW MEMBER Página 195

196 The bow crew member, while the Coxswain chooses the side of the operation, has in his hands the necessary accessories in relation to the rescue to be applied to the victim during and after the rescue, including the offshore stretcher. The victim, while conscious, should be lying down with his head towards the bow of the vessel. This procedure gives to the victim, mainly when he is taken out of cold water, better conditions for blood circulation and better lateral support. In the event the victim is unconscious, he should be lying down with his head towards the bow of the vessel. This will allow the rescuers avoid the drainage of water from the stomach. The ventilation, therefore, becomes a priority to the circulation, respecting the basic premises of the ABC of life seen in the basic teachings of first aid LAUNCHING AND RECOVERY OF RESCUE BOATS In the operations of launching and recovery of a rescue craft, regardless of a calm sea or not, safety is the most worrisome factors for those taking part. It is important that the Coxswain and the crew are well trained and, besides this, practice the procedures whenever possible. One should also consider that the procedures for launching and recovery vary from one unit to the next. All crew members should have complete knowledge of the procedures in the event of an emergency that requires launching of a RESCUE CRAFT, as well as all the operational procedures for launching and recovery of the vessel of their unit PRE-LAUNCH PREPARATIONS All the crew should have control over: - Individual protection equipment; - Communications equipment; - Availability of first aid kit; - Towing cable (if necessary); Página 196

197 - Horizontal recovery equipment; - The communications equipment should be tested before launching the vessel LIMITATIONS For motives of safety of the vessel and the crew, some factors may complicate or even impede the launching of the Rescue boats. Some of these factors are; - Excessive time of preparation and launch; - Adverse weather conditions (sea conditions, wind velocity, currents, etc.); - Dysfunctional launching system; and - Lack of skill of the crew with the equipment to be used. If the Coxswain identifies any of these items before launching, he should immediately inform the emergency Coordinator LAUNCHING AND RECOVERY WITH A STATIONARY UNIT When the unit is stationary, the elements (limitations) will have a greater effect that could, depending on size, design and position of the unit, give rise to an extremely dangerous maneuver for the rescue boat and the personnel involved. For the effect of launching and recovery, the ideal is to have the wind and the sea on opposite sides or by the bow of the installation Launching the stationary unit Página 197

198 LAUNCHING AND RECOVERY WITH THE UNIT IN MOTION The launching and recovery of a rescue boat with the unit in motion could become more viable when the unit succeeds in positioning itself in order to give protection to this operation, letting the wind and the sea enter from the bow of the installation, facilitating the maneuvers LAUNCHING AND RECOVERY WITH THE SLEEPY LEEWARD METHOD This method is recognized, considering that the ship will make a shadow, allowing the launching or recovery by the side opposite to the sea and wind (leeward), leaving the sea calmer than the other side, so that the operations may be carried out safely Launching of the vessel with the unit stationary DUTIES AND RESPONSIBILITIES DURING THE LAUNCHING The Coxswain is responsible for the rescue boat and for the safety of the boat s crew. He reports directly to the emergency coordinator and should also guarantee that the crew members understand their individual obligations during launching or recovery, as well as see if the crew is dressed correctly before embarking and positioned at the right places at the time of the launching. Página 198

199 DURING RECOVERY For the recovery, the Coxswain must perform a good approach. The support team of the installation will throw out the cables that will control the approach and hoisting. This control should also be carried out by the crew members of the rescue boat after these cables are caught, using boathooks. IMPORTANT POINTS FOR LAUNCHING AND RECOVERY As said before, some important points should be considered before launching, such as: - Assessment of Weather Conditions (state of the sea, wind velocity, currents, etc.); - Risk assessment on the installation; - Risk assessment on the boat Crew member during boat recovery 29.7 OPERATIONAL CHECK LIST Before being launched into the sea to make a rescue, we should make some checks on the vessels. This checking is called the operational check list. The operational check list varies according to the manufacturer and the model of the davit / vessel combination; however some items are common to all types. Among them, we may mention: Página 199

200 - Check that the drain plug is connected; - Check that the cooling telephone is installed and the water connected (if applicable); - Check if the fuel line is full (pumping the bulb, if applicable); - Disconnect the plug for charging the batteries; - Turn on the general key; - Put the acceleration lever in the Neutral position; - Turn on the motor for testing, keeping the acceleration lever in the Neutral position; - Turn off the motor; - Remove the cooling telephone from the motor (if applicable). Besides these points, one should also check: - That all crew members are dressed with complete IPE, including life jackets; - That the bow line is tied to the structure of the platform. After ending the verification, wait for orders to descend. After the order is received, begin the descent procedure. Everyone should be familiar with the operational check list of the davit/ vessel combination of their unit. This check list is found in the manual of the manufacturer of the equipment and should be read by the entire crew Crew member during vessel recovery Página 200

201 29.8 DESCENT OF THE RESCUE CRAFT The procedures for launching and recovery could display some variations depending on the equipment that is being used (type of davit and vessel). The crew members should be completely aware of the operational procedures of their equipment. These procedures, as said before, are given in the manufacturer s manual OPERATIONS WITH THE DAVIT The entire team of the vessel, besides the training carried out in specialized training centers, should do regular training for launching and recovery on the equipment used on their unit. It is advisable that these team by made up by at least six people. The members of the team should know all the procedures for the operation of the davit, mainly the following points: - Release system: initiating and interrupting the descent of the vessel; - Buttons for initiating the return of the vessel; - Limiting keys (end of the line); - Emergency stop (de-energizing the panel); - Manual return of the vessel (turn crank). - It is important to emphasize that the policy of each company should be obeyed about the safety aspects during training RELEASE HOOKS Most Rescue boats have just one point for attaching the hoisting cable and this permits a more rapid and safe release with and without a load. There are several types of hooks, each one have its specific operational mode. All crew members should understand the operation of release and resetting the hooks. The crew member that resets the hook should make sure that the hook is reset and locked. After the vessel is attached, the davit operator, after he receives the order, should hoist it until it is out of the water, halting the hoisting. The crew members will stop the swaying of the vessel and check the hook once again. After receiving the ok from the Coxswain, the davit operator resumes the hoisting of the vessel. Página 201

202 Operational Procedures 1 Remove the safety pin 2 Push the safety lever up 3 Push the release lever (Push the release lever to reset the hook) 29.7 Types of release systems (hooks) CABLES AND QUICK-DISCONNECT DEVICES The bow line should be attached to the release device installed on the bow of the vessel. This device is designed to release the cable rapidly with a single movement, even if the cable is stretched tight. Página 202

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204 30. FIRST AID 30.1 DEFINITION It is all assistance given to a person who has been victim of an accident or sudden illness, that is meant to preserve life, avoid that the injuries worsen and in some cases, help the victim to recover. On survival crafts and rescue boats, the first aid actions are defined according to the context, the moment of such eventuality. Some of these actions may be described as: alleviate the pain of the victim, avoid later worsening and serve as a link between the moment of the accident and the arrival of professional assistance. The removal of a victim to inside the vessel, giving priority to the stabilization of the injuries, mainly the spinal column. At all times the level of consciousness of the victim should be analyzed. Upon moving an injured person to inside the vessel, he/she should be kept in a horizontal position, whenever possible. Keeping the victim in a vertical position could lead to a situation of abrupt blood pressure loss, due to the flow towards the lower members. This may cause collapse and cardiac deficiency. Thus, the oxygenation of the brain is compromised generating unconsciousness SAFETY (BIOLOGICAL) One should use the appropriate materials for your protection such as latex gloves. This will guarantee the safety of the professional that renders assistance and to those that are on the vessel. At the same time that you prepare to use these materials, seek to calm the victim, if he is conscious, talking to him, not allowing him to look at the injury and explaining what you are doing. Página 204

205 30.3 PRESENTATION OF THE PHYSIOLOGY OF THE SYSTEMS RESPIRATORY SYSTEM The respiratory system is composed of the nasal passages, the mouth, larynx, trachea, bronchial tubes and lungs. Air enters through the nose and travels though the nasal passages and the pharynx, from there it goes down to the larynx and continues through the trachea. Once it arrives at the thorax, it splits into two branches, the right bronchial tube and the left bronchial tubes that enter the lungs themselves. For the breathing to also contribute to the thoracic cavity, from which the movements of expansion and contraction are essential for the air to enter and leave the air ways CIRCULATORY SYSTEM In order to carry out its function, the blood must stay in constant circulation through the entire body. An organ is needed to drive the blood in this case it is the heart and structures that will distribute the blood in this case blood vessels circulating throughout the body and closing the cycle. The functioning of the heart pumps the blood to all parts of the body ARTERIAL PRESSURE It is a pressure that we all have inside the blood vessels. It is the result of the contraction of the heart and each beat and of contraction of the vessels when the blood passes though them. The result of the heart beat is the propulsion of a certain quantity of blood (volume) through the aorta artery. When this volume of blood passes through the arteries, they contract as if they were squeezing the blood so that it keeps moving. This pressure is necessary so that the blood reaches the most distant places, such as the toes of the feet. Página 205

206 Blood circulates through the human body thanks to the impulsive action of the heart......that acts like it was a pump BODY THERMAL REGULATION Humans need the internal temperature to remain constant and that the thermoregulatory system maintains the central temperature close to 37 C, in order to preserve metabolic functions. The maintenance of normal thermal conditions in homeothermic animals, such as humans, is a very important function, because small alterations in the central temperature could cause enzymatic and metabolic changes Body Temperature LEVELS OF CONSCIOUSNESS Consciousness is a psychic quality, an attribute of the spirit, of the mind or human thought. In the moral aspect, it is the capability to understand moral values and requirements and apply them to different situations. Página 206

207 There are cases when the human being loses this consciousness, at this time the victim may go through stages and just appear sleepy. There are cases where the victim may be easily recalled to consciousness for some moments, but then regresses to a state similar to sleep. The victim may be capable of giving reasonably coherent responses about his condition. At times the victim does not easily react to questions or gives incoherent replies (or not respond) to the questions he is asked. In other cases, the victim cannot be recalled to consciousness and remains still and silent. A person who has lost consciousness runs the risk of dying by suffocation if he is lying on his back. The most important function of the rescuer is to guarantee that the respiration of the victim is sufficient. Interact with the victim, seeking the result for the evaluation of the level of consciousness, using the protocol known as AVPU. In order to do this, you should stimulate the victim so that he gives replies, otherwise the victim will be unconscious. A Respond to the Alert V Respond to the Voice P Respond to the Pain U Unresponsive victim 30.3 Unresponsive victim CARDIAC ARREST - CA Cardio-respiratory arrest is the interruption of blood circulation resulting from the sudden and unexpected suspension of the heart beat. After a cardio respiratory arrest, the person loses consciousness after about 10 to 15 seconds due to the loss of blood circulation to the brain. Página 207

208 If a person remains 4 to 6 minutes without oxygen, the brain cells begin to die rapidly. The cardiac arrest could happen in the presence of three different cardiac rhythms: ventricle fibrillation, systole and electrical activity without a pulse. The diagnosis of cardiac arrest may be obtained by means of the absence of respiratory movement, unconsciousness, bluish color of the lips and finger nails, dilation of the pupils (cannot be placed as the primordial criteria). Signs and Symptoms - Respiratory insufficiency; - Loss of consciousness; - Absence of a heart beat; - Pale fingernails; - Deep unconsciousness; - Cheeks with pale or bluish mucous. Once cardiac arrest (CA) has been determined in the victim, we should quickly initiate Cardiopulmonary Resuscitation (CPR) positioning the victim on a rigid surface, lying down with his back on this surface. Checking the pulse Using one of the hands with the middle and index fingers, lay them on the side of the neck of the victim right beside the Adam s apple, and press your fingers against the neck cartilage. Try to check the pulse for at least 10 seconds. If you cannot find a pulse, the victim is in CA. Página 208

209 30.4 Checking the pulse CARDIOPULMONARY RESUSCITATION - CPR We should place the lower half of the palm on the lower third of the sternum (between the inter-nipple line) and place the other hand on top of the first hand (the fingers and the rest of the palm should be lying on the thorax of the victim). Then, after raising your body above the victim, keeping your arms stiff and at an angle of 90 to the victim, compress the thorax regularly according to the following guidance: - Frequency of at least 100 compressions per minute; - Compress forcefully; - Depress the thorax at least 5 cm; - Let the thorax completely return; - Compression alternated with ventilation for each 30 compressions. According to the procedure we should open the air ways, not forgetting to look inside the mouth of the victim for objects. Each opening of the air ways is done by putting one hand on the forehead of the victim and the other, using the middle and index finger, on the jaw of the victim, pushing it down. After doing this action, open the mouth of the victim and look in to remove any objects there might be in it. Continuing the cardiopulmonary resuscitation, make use of some of the equipment to do the ventilation of the victim, they are the AMBU, Pocket Mask. Página 209

210 Facial Mask, etc. With this equipment you will send air into the lungs of the victim, this inflation may be done in the proportion of 2 ventilations done in 2 seconds, in other words, 1 second for each ventilation. This entire procedure follows the rule of the protocol for CPR, which is the utilization of the sequence of letters CAB, which represents: Circulation, Airway and Breathing Circulation Airways - Breathing Página 210

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212 31. DROWNING It is the aspiration of non-body liquids by immersion or submersion. According to the World Organization of Health, drowning is considered to be a trauma. Drowning may be classified as primary, when there is no other associated and secondary incident, when there is a problem that caused it, such as, the use of illegal drugs or alcoholic beverages, heart attack, convulsive crisis, diving into shallow water, suicide, water shock and others. When a person loses control of swimming and enters into panic, fighting to stay on the surface. In order to avoid aspiration of liquids, he voluntarily holds his breath. Since it is not possible to hold one s breath for long, soon this person begins to gasp for air to compensate for the reduction of oxygen due to the suspension of breathing. At this moment he starts to vomit and aspirate the liquid into the lungs. In the attempt to protect these organs, the organism sets off a contraction of the muscles of the larynx and bronchial tubes (glottis spasm) that could last a few minutes. Since respiration has become insufficient, the quality of oxygen in the body declines and lead to unconsciousness. When approaching a person who is drowning, first check his degree of consciousness, if the victim shows some response, such as, struggling or even asking for help, try to calm him down and identify yourself, so that you will help him and ask that he follows your rescue instructions. In the event the victim shows signs of unconsciousness, approach the victim and immediately apply two rescue ventilations, re-evaluate the victim with respect to his responsiveness, once unconscious and cardiac arrest (CA) have been determined, using the AVPU procedures and checking the pulse, proceed with the maneuvers of cardio pulmonary reanimation (CPR). Put the victim with the head lower than the thorax or turn the head of the victim to the side, not trying to remove water from inside the lungs. Pay attention when you put the victim inside the vessel, due to the existence of other injuries and only place the victim in the side lateral position (PLS) if no injuries are suspected, mainly with respect to the spinal column. Página 212

213 Covering the victim is essential, thus avoiding greater heat loss. Remember that the wind is the major contributor to heat loss of the body Mouth to Mouth Resuscitation Página 213

214 32. HYPOTHERMIA When the central temperature of the body falls below 35 C, in other words, excessive loss of heat unintentionally. The human body has a thermoregulatory mechanism in order to control its temperature. This mechanism involves the nervous system such as the brain, nerves, spinal medulla and, of course, the temperature receptors. The central temperature of the body should be maintained at between 36.5 C e 37.5 C. Below this limit several symptoms begin to appear, caused by the cold. When a sharp drop in body temperature occurs, the nervous terminals detect this phenomenon and immediately the organism causes vasoconstriction (reduction of the diameter), mainly on the periphery (terminal regions of the body) in order to reduce heat loss Hypothermia - position HELP At this time the skin begins to turn cold and the whitish pale color, the extremities begin to appear bluish (finger tips, end of the nose, ear lobes and lips). When the vasoconstriction is not sufficient, shivering begins that are involuntary contractions of the skeletal muscles to generate heat. With the continued exposure to cold, the shivers begin to taper off and mental alterations begin to appear with a reduction of motor performance. Slowly the thermoregulatory system collapses that generates a vasodilatation of the body causing a sharp loss of heat into the surroundings. In this case, the level of consciousness drops sharply and the vital functions are compromised, which could lead to death. Página 214

215 Hypothermia comes about slowly, but continuously. The victim is not aware of the fact that he/she was affected by hypothermia. A dangerous situation could develop since hypothermia leads to the loss of coordination between thinking and doing. Wearing enough clothing could easily prevent exposure. In the first place, the most important precaution against this form of hypothermia is to make sure that you are not going to feel cold. The main causes of hypothermia are: - Environmental exposure; - Immersion in cold water. We should take some precautions to avoid hypothermia. These precautions should prevent the loss of body heat to the environment. Always wearing a jacket and being well fed helps when the body has reserve energy and, when the cold arrives, to have something extra to lose. Since we lose about 25% of out temperature by the head and neck, it is fundamental to maintain these regions well protected from the cold. It is important to protect the hands and feet, because in the cold, our organism tends to divert the flow of heat from the periphery to the center (from the hands to the trunk, for example). In water our body tends to lose temperature even faster, therefore extra attention should be taken when one is in a vessel awaiting help TREAMENT FOR SURVIVORS OF IMERSION Treatment for hypothermia depends on the conditions and situations. Those who assume the leadership must orient the victims to heat themselves up, the removal of wet clothing being a priority, exchanging them for dry ones. When this is not possible, they should huddle together to avoid heat loss. If possible, the victims should be taken out of the water in the horizontal position and maintained inside the raft, rescue boat or whale boat in the same position (PLS). To keep the victim in a vertical position could lead to a situation of abrupt pressure loss due to the flow going to the lower members. This could generate collapse and cardiac deficiency. The oxygenation of the brain is adversely affected, generating a state of unconsciousness. Página 215

216 Wearing a coat to avoid greater heat loss and offer hot drinks only if the victim is interacting with his surrounding, helps to reduce the effects of hypothermia. One of the indications to be observed is that the heart bean and respiration could become very weak, making their measurement difficult, in severe cases. A poor evaluation could lead the aid giver to take measures that instead of helping, could lead to more serious consequences. The aid giver should pay great attention to the heart beat and breathing. If the survivor is not breathing, remove any and all matter in the upper respiratory tract (dentures, secretions, food particles, etc). Note the victim s response, and if the victim remains inert, without breathing and without a heartbeat, begin CPR. Keep performing this procedure until the victim responds to the stimulus that you began or until the arrival of specialized help, as well as when the aid giver begins to be fatigued THREATMENT FOR HYPOTHERMIA The treatment for hypothermia involves increasing the body temperature of the victim. However, the first aid for someone with hyperthermia should be done with care. - Don t massage or rub the victim Do not give alcohol. - Do not treat any wound caused by the cold. - Don t allow the body to remain vertical. What you should do: - Enter into contact with a specialized service; - Place the victim in a shelter; - Place cloths that are wet with hot water in the armpits and crotches of the victim; Página 216

217 - Give hot drinks if there is no risk to the victim (make contact with a specialized service); - Monitor the victim and be prepared for the CPR; - Remove the wet clothing only if there is something else to replace it. Página 217

218 33. FIRST AID KIT All material meant for maritime use should follow the guidance of the Brazilian Maritime Authority. According to NORMAM-05/DPC that regulates the Approval of Material with the purpose of establishing standards, fabrication requirements, evaluation tests and procedures for the approval of material, among others. All material is any component, accessory, device, equipment or other product whose approval by the Brazilian Government is required by national and international regulations, for application in vessels (including platforms) and nautical sports activities. Besides this, all the packaging is wrappings or recipients meant to contain hazardous goods, regulated by the International Maritime Code of Dangerous Goods ( IMDG Code ). Chapter 3 deals with the requirements for the construction of and tests of life-saving equipment for use on maritime vessels and platforms. The first aid should be waterproof, capable of being hermetically closed after use. In order to comply completely with this Standard, life saving rafts should be equipped with the SOLAS KIT A, in capital letters of the Roman alphabet. In the case of ships used in coastal shipping or on inland waters, for which due to their nature and duration, at the criteria of the DPC, not all the items specified are necessary, the DPC could permit that the number of life saving rafts of these ships be reduced. The makings of the life saving rafts, in this case should be SOLAS KIT B, in capital letters of the Roman alphabet. Section V of Chapter 3 of NORMAM-05 deals with Live Saving Vessels. In the item Requirements for Rescue boats (whale boats), letter h, deals with the Equipment of Rescue boats, showing us the standards which should be the smallest and lights and be packaged in an adequate and compact manner. Unless otherwise stated, the normal equipment of every rescue boat should include the following: Página 218

219 Item 32 Composition of the first aid kits in rafts with capacity for up to 12 people. Description Unit Quantity SAFETY PINS (DIAPER TYPE) UN 6 CREPE BANDAGE RL 4.5 m X 10cm UN 6 WATERPROOF BOX TO CONTAIN THIS MATERIAL UN 1 STERILE SURGICAL COMPRESS, 23 X 25 cm. PC WITH 5 UNITS PA 3 UNIFORM STERILE FOLDED COMPRESS 7.5 X 7.5 cm PC WITH 10 UNITS UM 12 BAND AIDS BOX W/ 10 UNITS CX 2 DIAZEPAN PILLS W/ 10 mg TT 60 DIPIRONA PILLS W/ 500 mg TT GO ADHESIVE TAPE 10 cm X 4.5 m UN 1 SUNSCREEN WITH MINIMUM PROTECTION FACTOR OF 30 bottle WITH 120 ml UN 3 LOPERAMIDE PILLS C/ 2 mg TT GO THERAPEUTIC REMINDERS OF THE MEDICATION FOUND IN THE FIRST AID KIT UN 1 METOCLOPRAMIDE PILLS W/ 10 mg TT GO AQUEOUS PVP-I (EXTERNAL USE) BOTTLE W/ 100 ml FC 2 PHYSIOLOGICAL SERUM 0 9% BOTTLE w/ 500 ml FC 1 SILVER SULFADIAZINE 2% BOTTLE W/ 400 g PE 1 STRAIGHT MAY SCISSORS W/ 15 cm UN 1 ADULT AMERICAN SLING UN 2 Item 33 Composition of first aid kits for rafts with capacity of up to 25 people, for higher capacity, the quantities should be proportional to the material, except for material of permanent use). Description Unit Quantity SAFETY PIN (DIAPER TYPE) UN 12 CREPE BANDAGE RL 4.5 m X 10 cm UN 12 WATERPROOF BOX TO CONTAIN THIS MATERIAL UN 1 STERILE SURGICAL COMPRESS, 23X25 cm PC W/ 5 UN PA 6 STERILE UNIFORM COMPRESS FOLD. 7.5X7.5 cm. PC UN 24 BAND-AIDS W/ 10 UN CX 4 DIAZEPAN PILLS W/ 10 mg TT 120 DIPIRONA PILLS C/ 500 mg TT 120 ADHESIVE TAPE RL 10cmX4.4m UN 2 SUNSCREEN WITH MINIMUM PROTECTION FACTOR OF 30 UN 6 LOPERAMIDE PILLS W/ 2mg TT 120 THERAPEUTIC REMINDERS FOR THE MEDICATION UN 1 METOCLOPRAMIDE PILLS W/ 10 mg TT 120 AQUEOUS PVP-I (EXTERNAL) BOTTLE C/ 100 ml FC 4 PHYSIOLOGICAL SERUM 0.9% BOTTLE W/ 500 ml FC 2 SILVER SULFADIAZINE 2% BOTTLE W/ 400 g PE 2 STRAIGHT MAY SCISSORS W/ 15 cm UN 1 ADULT AMERICAN SLING UN 4 Página 219

220 Item 34 Therapeutic Reminder This is a guidance about the use of the medication listed above, printed with very legible letters on a card to be contained in the first aid kit: Description CREPE BANDAGE RL 4.5MX10CM. STERILE SURGICAL COMPRESS 23X25CM, PC W/05 UN. STERILE UNIFORM COMPRESS FOLD 7.5X7.5 CM PC CW/ 10 UN. BAND-AIDS BOX W/ 10 UN. DIAZEPAN CO W/ 10 MG. DIPIRONA CO W/ 500 MG. Manner of Use Used for immobilization or to bind compresses on wounds with Band-Aids. Material used in bandages. Material used in bandages.. Material used in bandages.. Sedative. Used in cases of emotional upset, stress, anxiety. Dosage: 1 pill (10mg) per day. Analgesic and anti-inflammatory. Used to relieve pain or to lower temperature. Dosage: 1 pill (500mg) up to 6/6 hours. ADHESIVE TAPE ROLL 10 CM X 4.5M. Material used in bandages. SUNSCREEN WITH MINIUM PROTECTION FACTOR OF 30. BOTTLE W/ 120 ML. Used to protect against sun burn. Apply directly to the exposed skin every 3 hours. Avoid swimming as the product may come off. LOPERAMIDE PILL W/ 2 MG. To be used in cases of diarrhea. Dosage: 1 pill (2 mg) after each liquid bowel movement, up to a maximum daily dosage of 8 bills. METOCLOPRAMIDE PILL W/ 10 MG. To be used in cases of vomiting or nausea. Dosage: 1 pill (10 mg) in 6/6 hours. PVPI AQUOSO (EXTERNAL) BOTTLE W/ 100 ML. PHYSIOLOGICAL SERUM 0.9 %, BOTTLE W/ 500 ML SILVER SULFADIAZINE 2%, BOTTLE C/ 400 G. ADULT-SIZE SLING Used to apply to wounds, after having been cleaned, during the bandaging Used to clean wounds during the bandaging. Also used to wash the eyes in cases of foreign bodies. Used for bandaging burns. Apply directly over the burned surface, after cleaning, in a thin layer. Change the bandage daily. Used for immobilizing upper members Página 220

221 Página 221

222 34. ANNEXES 34.1 ANNEX 1: IMO STANDARD SYMBOLS WITH AND WITHOUT TEXT. IMO STANDARD SYMBOLS WITH TEXT IMO STANDARD SYMBOLS WITHOUT TEXT MEANING LIFE BOAT RESCUE BOAT LIFE RAFT DAVIT LAUNCHED LIFE RAFT EMBARKATION LADDER

223 EVACUATION SLIDE LIFEBUOY LIFEBUOY WITH LINE LIFEBUOY WITH LIGHT LIFEBUOY WITH LIGHT AND SMOKE LIFEJACKET Página 223

224 IMMERSION SUIT SURVIVAL CRAFT PORTABLE RADIO EPIRB RADAR TRANSPONDER- SURVIVAL CRAFT DISTRESS SIGNALS ROCKET PARACHUTE FLARES Página 224

225 LINE THROWING APPLIANCE ASSEMBLY STATION EVACUATION CHUTE STRETCHER THERMAL PROTECTIVE AID ANTI-EXPOSURE SUIT Página 225

226 FIRST AID FASTEN SEAT BELTS SECURE HATCHES START ENGINE LOW LIFEBOAT LOWER LIFERAFT Página 226

227 LOWER RESCUE BOAT START WATER SUPPLY START AIR SUPPLY RELEASE GRIPES RELEASE FALLS LETTER Página 227

228 NUMERAL DIRECTION INDICATOR INDICATOR OF EMERGENCY EXIT INDICATOR OF DIRECTION MUSTER STATION ASSEMBLY STATION Página 228

229 LIFEBOAT LIFERAFT EXIT HELIDECK ESCAPE ROUTE EMERGENCY TELEPHONE Página 229

230 GENERAL ALARM EMERGENCY STOP AUDIO SIGNALS DESFIBRILADOR RESUSCITATOR MEDICAL GRAB BAG Página 230

231 EMERGENCY EYE WASH EMERGENCY SHOWER ALDIS LAMP Página 231

232 34.2 ANNEX 2: SAFETY POSTER OF THE ISM CODE. INSTRUCTIONS FOR LAUNCHING OPEN OR PARTIALLY ENCLOSED LIFEBOAT Página 232

233 INSTRUCTION FOR LAUNCHING MANUAL LIFERAFT VITAL ACTIONS AFTER LAUNCHING Página 233

234 INSTRUCTION FOR LAUNCHING TOTALLY ENCLOSED LIFEBOAT LIFEBOAT LAUNCHING IN A DANGEROUS ATMOSPHERE Página 234

235 INSTRUCTION IN THE CASE OF MAN OVERBOARD INSTRUCTION FOR ABANDON SHIP Página 235

236 INSTRUCTIONS FOR FREE FALL LIFEBOAT LAUNCHING TOWING INSTRUCTIONS Página 236

237 INSTRUCTION IN THE CASE OF FIRE OR EXPLOSION IMO SAFETY SYMBOLS Página 237

238 DAVIT LAUNCHED LIFERAFTS INSTRUCTIONS FOR LAUNCHING CHUTES FOR EVACUATION AND ABANDONMENT Página 238

239 LIFESAVING SIGNALS AND RESCUE METHODS INTERNATIONAL SIGNALLING FLAGS Página 239

240 DEDICATED FAST RESCUE BOAT OPERATION DEDICATED RESCUE BOAT OPERATION Página 240

241 HELICOPER OPERATIONS HOISTING INDUCTION AND FAMILIARIZATION ON THE UNIT Página 241

242 EMERGENCY EVACUATION INSTRUCTIONS EMERGENCY EVACUATION INSTRUCTIONS Página 242

243 MAN OVERBOARD 34.3 ANNEX: EMERGENCY MUSTER LIST (MASTER TABLE). EMERGENCY MUSTER LIST VESSEL: BUNK DUTY FIRE STATION COLLISION STATION ABANDONMENT STATION LIFEBOAT Nº LOCAL DUTY LOCAL DUTY DUTY NLº Página 243