MARITIME INSTITUTE

PERSONAL SURVIVAL TECHNIQUES

COURSE NOTES
January 2011

Safety Guidance
1. In the event of fire, exit will be by the back door of the classroom. The Fire Muster Stations are located on the Maindeck (Maritime Institute) and on the Lifeboat Embarkation Deck (Hay wharf Shore Station).

2.

3. Lifejackets must be worn at all times whilst students are engaged in practical work at Hay wharf Shore Station. 4. Safety helmets must be worn on lifeboats and standing rigging. 5. All alarms are to be considered as real unless otherwise stated. 6. There will be no boarding of lifeboats and other survival craft unless authorized by the Instructor.

PRINCIPLES OF SURVIVAL AT SEA

FAMILIARITY WITH SAFETY INSTALLATIONS AND PRACTICE MUSTERS
Every crew member with assigned emergency duties shall be familiar with these duties before the voyage begins. On a ship engaged on a voyage where passengers are scheduled to be on board for more than 24 hours, musters of the passengers shall take place within 24 hours after embarkation. Passengers shall be instructed in the use of lifejackets and the action to take in an emergency. Whenever new passengers are embarked, a passenger safety briefing shall be given immediately before sailing, or immediately after sailing. The briefing shall include the instructions required by regulations 8.2 and 8.4, and shall be made by means of an announcement, in one or more languages, likely to be understood by the passengers. The announcement shall be made on the ships public address system, or by other equivalent means likely to be heard by the passengers who have not yet heard it during the voyage. Information cards or posters or video programmes displayed on ships video displays may be used to supplement the briefing, but may not be used to replace the announcement.

DRILLS
Drills shall as far as practicable, be conducted as if there were an actual emergency. Every crew member shall participate in at least one abandon ship drill and one fire drill every month. The drills of the crew shall take place within 24 hours of the ship leaving a port if more than 25% of the crew have not participated in such drills on that particular ship in the previous month. When a ship enters service for the first time, after modification of a major character or when a new crew is engaged, these drills shall be held before sailing. The administration may accept other arrangements that are at least equivalent to those classes of ships for which this is impractical.

ABANDON SHIP DRILL

Each abandon ship drill shall include: 1. Summoning of passengers and crew to muster stations with the alarm required by regulation 6.4.2 followed by drill announcement on the public address system or other communication system and ensuring that they are made aware of the order to abandon ship. 2. Reporting to stations and preparing for duties described in the muster list. 3. Checking that passengers and crew are suitably dressed. 4. Checking that lifejackets are correctly donned.

5. 6. 7. 8. 9.

Lowering of at least one lifeboat after any necessary preparations for launching. Starting and operating the lifeboat engine. Operation of davits used for launching liferafts. A mock search and rescue of passengers trapped in their staterooms. Instruction in the use of radio life-saving appliances.

DEFINITIONS
SURVIVAL CRAFT Survival craft is a craft capable of sustaining the lives of persons in distress from the time of abandoning the ship until the actual rescue. Rescue craft is a boat designed to rescue persons in distress and to marshal survival craft. Float-free launching is the method of launching a survival craft whereby the craft is automatically released from a sinking ship and is ready for use. Free-fall launching is that method of launching survival craft whereby the craft with its complement of persons and equipment on board is released and allowed to fall into the sea without any restraining apparatus. Immersion suit is a protective suit which reduces body heat loss of a person wearing it in cold water Inflatable appliance is an appliance which depends upon non-rigid, gas-filled chambers for buoyancy and which is normally kept un-inflated until ready for use. Anti-exposure suit is a protective suit designed for use by rescue boat crews and marine evacuation system parties. Thermal Protective Suit (TPA) is a bag or suit made of waterproof material with low thermal conductance.

RESCUE CRAFT FLOAT-FREE LAUNCHING

FREE-FALL LAUNCHING

IMMERSION SUIT INFLATABLE APPLIANCE

ANTI-EXPOSURE SUIT / TPA

LAUNCHING APPLIANCE

Launching appliance or arrangement is a means of transferring a survival craft or rescue boat from its stowed position safely into the water

Reference: SOLAS Chapter III Reg. 3

SOLAS TRAINING MANUAL

A training manual must be provided in each crew mess room and recreation room or in each crew cabin. The training manual, which may comprise several volumes, shall contain instructions and information, in easily understood terms and illustrated wherever possible, on the life-saving appliances provided on the ship and on the best methods of survival. The ships SOLAS TRAINING MANUAL shall contain detailed explanation on: 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. Donning of lifejackets, immersion suits and anti-exposure suits as appropriate. Mustering at the assigned stations. Boarding, launching and clearing survival craft and rescue boats, including where applicable, use of marine evacuation systems. Method of launching from within the several craft. Release from launching appliances. Methods and use of devices for protection in launching areas, where appropriate. Illumination in launching areas. Use of survival equipment. Use of all detection equipment. With the assistance of illustrations, the use of radio life-saving appliances. Use of drogues. Use of engine and accessories. Recovery of survival craft and rescue boats including stowage and securing. Hazards of exposure and the need for warm clothing.

15. 16.

17. 18.

Best use of survival craft facilities in order to survive. Methods of retrieval, including the use of helicopter rescue gear (slings, baskets, and stretchers), breeches-buoy and shore life-saving apparatus and ships line-throwing apparatus. All other functions contained in the muster list and emergency instructions. Instructions for the repair of life-saving appliances.

IMO SAFETY SYMBOLS

TYPES OF EMERGENCIES
- Collision - Stranding

- Adverse reaction of dangerous goods or hazardous bulk materials - Shifting of cargo - Engine-room explosion or fire - Hull failure
FIRE PROVISIONS

FIRE NOZZLE

FOAM APPLICATOR

FIRE HOSE

EQUIPMENT STORAGE

FIRE EXTINGUISHERS

WATER SPRINKLER

MUSTER LIST MACEDONIA

M.V.

GENERAL EMERGENCY SIGNAL: Seven short blasts followed by one long blast on ships whistle ABANDON SHIP SIGNAL: Abandon ship, abandon ship, abandon ship given verbally by the Master STARBOARD LIFEBOAT (No. 1)
Master overall command

PORT LIFEBOAT (No. 2)

Chief Officer - In charge of lifeboat

Second Officer In charge of lifeboat Second Engineer In charge of engine Electrician - as required AB No. 1 - Release gripes, lower lifeboat AB No. 3 - Fit plugs, release manropes, pass painter Motorman No. 1 - Secure painter Cook - Extra blankets and provisions
FIRE ALARM: Continuous ringing of alarm bells Command Party (Bridge) Master - Overall command (Radio) Third Officer - As instructed Fire Party No. 1 (Fire Station No.1) Chief Officer - In charge on Scene (Radio) Bosun - As instructed AB No. 1 CABA Motorman No. 1 - As instructed Fire Party No. 2 (Fire Station No. 2) Second Engineer - In charge on scene (Radio) Motorman No. 2 - CABA AB No. 2 - As instructed RESCUE BOAT CREW

Third Officer - SARTS to lifeboats Third Engineer - In charge of engine Chief Engineer - As required Bosun - Release gripes AB No. 2 - Fit plugs, release manropes, pass painter Motorman No. 2 - secure painter Steward - Extra blankets and provisions

Back-up Party (Fire Station No. 1) Second Officer - In charge (Radio) Third Engineer - As instructed AB No. 3 - As instructed Roving / Ventilation Party (Engine Room) Chief Engineer - In charge (Radio) Electrician - As Instructed First Aid Party (Fire Station No. 1) Cook - In charge stretcher Steward - First aid kit, resuscitator

Chief Officer- In charge of rescue boat (Radio) Bosun - As instructed Third Engineer - In charge of engine

SUBSTITUTES FOR KEY PERSONNEL Master - Chief Officer

Chief Officer - Second Officer Bosun - AB No.1 Chief Engineer - Second Engineer Second Engineer - Third Engineer

PERSON RESPONSIBLE FOR SAFETY EQUIPMENT MAINTENANCE: Chief Officer

MASTER:

DATE:

Emergency Alarm Signals

Signal General Alarm Method
Seven or more short blasts followed by one long blast

Remarks
Ships whistle or siren or an electrically operated bell or klaxon, audible throughout accommodation and sounded from the navigation bridge Public address system provides information regarding fire location Public address system

Fire Alarm

Continuous ringing of ships fire bell alarm (personnel should proceed to fire stations) Order by word of mouth from the

Abandon

Ship

Master

EXTRA EQUIPMENT
Extra equipment which is to be taken to the survival craft if time permits: - Extra lifejackets - Extra blankets - Extra water supplies - Plastic bags to keep equipment dry and as an aid for seasickness - Medical supplies - Extra location aid torches, flares, radio beacons - Navigational equipment

- Small boat gear heaving lines, fenders, tools, etc. - Papers and pencil for keeping a log

ABANDONING SHIP
(PERSONAL PREPARATION)
Remember that your ship is the best lifeboat, so do not abandon it too quickly, as it may well stay afloat until help reaches you. Obviously this will depend upon the damage and characteristics of the vessel the decision to abandon ship will be made by the Master. Before abandoning ship, everyone should put on extra clothing and a life jacket and muster at the correct station for a roll call. If there is time available, have extra equipment and food / water rations collected to supplement the boat and raft stores.The priorities are WARMTH, in the form of extra blankets and clothing, and WATER. Water is best collected in screw-topped containers to prevent contamination. The containers can later be used to store rain water. Before abandonment drink plenty of water if you can, as this will increase the level of your body fluids and will also

overcome the possibility of urine retention when in the very public confines of a crowded boat or liferaft. Try to get into the survival craft without getting wet. This will save a lot of problems you might have at a later stage. If you have to enter the water, jump close to the survival craft so that you can board it rapidly. Once you reach the boat or raft cling onto it, or it could drift away. Putting your arm through the grab lines is better than hanging on with your hands, which will quickly become numb in cold conditions.

ABANDONING SHIP
CREW DUTIES TO PASSENGERS

- Warning the passengers - Seeing that the passengers are suitably clad and have donned their lifejackets correctly - Assembling passengers at muster points

- Keeping order in the passageways and on the stairways and generally controlling the movements of the passengers - Ensuring that a supply of blankets is taken to the survival craft
Masters orders to abandon ship
In an emergency situation it may or may not be necessary to leave your ship. If this becomes necessary it will be the ships Master who will give the order. In many cases the ship will prove to be the best lifeboat and it is therefore wise not to leave the vessel unless it is in danger of sinking.

Sometimes help may arrive before the ship actually founders and therefore there will be no need to abandon ship. Remember therefore do not abandon ship before told to do so. The final order to abandon ship will be given verbally by the Master over the public address system which will be audible in all areas of the vessel. The order will be very clear: abandon ship, abandon ship, abandon ship.

SURVIVAL
Keep afloat Keep warm

Wisely consume water and food Keep a good lookout Communicate with ships or rescue services Do not despair help is on its way

SURVIVAL CRAFT AND RESCUE BOATS

LIFEBOATS
- OPEN - PARTIALLY ENCLOSED - SELF-RIGHTING PARTIALLY ENCLOSED - TOTALLY ENCLOSED - TOTALLY ENCLOSED WITH SELF-CONTAINED AIR SUPPORT SYSTEM - FIRE-PROTECTED - FREE-FALL
DIFFERENT TYPES OF LIFEBOATS

Open Lifeboat

Semi-Enclosed Lifeboat

Fully-Enclosed Lifeboat

Fire-Protected Lifeboat

Lifeboat on Davits

Freefall Lifeboat

Crew about to enter a freefall lifeboat

The interior of a freefall lifeboat

SURVIVAL CRAFT AND RESCUE BOATS

LIFERAFTS

The construction, equipment and use of liferafts have changed considerably over the last 15 years. The usefulness of a conveniently placed survival craft which can be easily deployed, has been proved on many occasions. The three main types of liferafts are considered as: rigid, davit launched and inflatable. RIGID LIFERAFT The buoyancy of the rigid liferaft is provided by approved inherently buoyant material placed as near as possible to the periphery of the raft. The buoyancy material is to be fire retardant or protected with fire retardant covering. The floor of the raft must prevent the ingress of water and shall effectively support the occupants out of the water and insulate them from the cold, the stability being such that unless it is capable of operating safely whichever way up it is floating, it must be either self-righting or readily righted in a seaway and in calm water by one person.

DAVIT LAUNCHED LIFERAFTS

The davit launched liferaft system is designed to be a speedy method of evacuation for would-be survivors. The obvious advantage over the inflatable liferaft is that persons con board in a dry condition without running the risk oh having to enter the water, bearing in mind that the body

loses heat approx. 26 times faster in water than when in a dry condition

INFLATABLE LIFERAFTS
Different types and sizes of inflatable liferafts can carry from 6 to 200 persons depending on the evacuation procedures and equipment used on a particular ship. Every liferaft should be able to withstand exposure for 30 days of sea conditions. A standard raft should be robust enough in construction to be launched from a height of 18 metres and when inflated should be able to withstand repeated jumps onto its surface from a height of up to 4.5 metres. Every raft must have a canopy to protect its occupants from exposure.

CONTENTS OF A LIFERAFT EMERGENCY PACK

SURVIVAL CRAFT AND RESCUE BOATS

RESCUE BOATS
In all marine emergencies speed of action associated with an awareness of the situation, can mean the difference between the success or failure of a rescue. The fast rescue boats that are now being operated in many different areas of the marine industry provide not only for speed but also for the ability, because of their size, to enter tight situations where the larger, deeper draughted vessels could not hope to venture. Most designs favour semi-rigid hull structure with the inflated chambers of an upper sponson. Propulsion is usually provided by either a single or twin outboard engine arrangement, or for the larger designs, by inboard diesel engines. Jet-drive boats are becoming more and more popular. The lighter boats can be launched quickly and also recovered with comparative ease, but they suffer from a poor speed / weight ratio, which limits the payload capacity for effective manoeuvring. They are however easier to handle for the less experienced coxswain, especially when compared with the heavier type of rescue craft which require more ability in boat control techniques. RESCUE BOAT REGULATIONS
1. 2. 3. 4. 5. Passenger ships of 500 tons gross and over shall carry at least one rescue boat that complies with the regulations, on either side of the ship. Passenger ships of less than 500 tons gross shall carry at least one rescue boat that complies with the regulations. Cargo ships shall carry at least one rescue boat that com plies with the regulations. A lifeboat may be accepted as a rescue boat, provided that it complies with the requirements for fast rescue boats. If the rescue boat carried, is a lifeboat, it may be included in the aggregate capacity, for cargo ships less than 85 metres in length. This is provided that the liferaft capacity on either side of the vessel is at least 150% of the total number of persons onboard. Similarly for passenger ships of less than 500 tons gross, and where the total number of persons on board is less than 200, if the rescue boat is also a lifeboat, then it may be included in the aggregate capacity. This is provided that the liferaft capacity on either side of the ship is at least 150% of the total number of persons on board.

A RESCUE BOAT IS DEFINED AS A BOAT DESIGNED TO RESCUE PEOPLE IN DISTRESS AND TO MARSHAL SURVIVAL CRAFT

Six person inflated rescue boat

Semi-rigid fast rescue boat

LIFEBUOYS AND LIGHTS

Lifebuoy with light and cord

Lifebuoy with light

Lifebelt

Lifebuoy light

Lifejacket light

Lifebuoy light

LIFEJACKETS PERSONAL FLOTATION DEVICES (1)

LIFEJACKETS PERSONAL FLOTATION DEVICES (2)

IMMERSION SUITS & THERMAL PROTECTIVE AIDS

DANGERS TO SURVIVORS
Heat stroke, sun exposure to cold and hypothermia stroke,

Effects of sea sickness Failure to maintain body fluids

correctly, causing dehydration Drinking sea water Fire or oil on water Sharks
SURVIVAL AT SEA
As a survivor on the open sea you will face waves and wind. You may also face extreme heat or cold. To keep these environmental hazards from becoming serious problems, you should take the necessary precautions as soon as possible. Use the available resources to protect yourself from the elements and from heat or extreme cold and humidity. Your Survival at Sea depends upon: Your knowledge of, and ability to use, the available survival equipment. Your special skills and ability to apply them to cope with the hazards you face. Your will to live. Hot Weather Conditions: Rig the sunshade or canopy, leaving enough space for ventilation. Cover your skin wherever possible to protect it from sunburn. Use sunburn cream if available, on all exposed skin. Your eyelids, the back of your ears and the skin under your chin sunburn easily.

In the Water: If you are in the water try to make your way into the survival craft. If none of these are available try to find a piece of floating debris and cling onto it. The bodys natural buoyancy will at least keep the top of your head above the water, but some movement is needed to keep the face above water. Try to preserve your energy by keeping very still with your arms close to your sides and your legs closed. This will preserve some of your body heat. Tighten any loose clothing to preserve more heat. Water: Water is your most important need. With it alone you can live for about 30 days or longer, depending on your morale. When drinking water moisten your lips, tongue and throat before swallowing. DO NOT drink seawater, DO NOT DRINK urine, DO NOT DRINK alcohol, DO NOT SMOKE and DO NOT eat unless you have water. Seasickness is the nausea and vomiting caused by the movement of the liferaft. It can result in: Extreme fluid loss and exhaustion. Loss of the will to survive. Others becoming seasick. Attraction of sharks to the raft. Unclean conditions. Salt Water Sores: These sores result from a break in the skin exposed to saltwater for an extended period of time. Do not open or drain. Flush the sores with fresh water if available, and allow to dry. Apply an antiseptic if available. Constipation: This condition is a common problem on a survival craft. Do not take laxatives, as this will only cause further dehydration. Exercise as much

as you possibly can and drink an adequate amount of water, if available. Sharks: Whether you are in the water or in a boat or raft, you may see many types of sea life around you. Some could be more dangerous than others. Generally sharks are the greatest danger to you. Other animals such as whales, porpoises and stingrays may look dangerous, but in reality pose little threat in the open sea. If in the water, stay with other swimmers. A group can frighten off sharks better than one man. Always watch for sharks. Keep all your clothing on including your shoes. Historically, sharks have attacked the unclothed men in groups first, mainly in the feet. Clothing also protects against abrasions should the shark brush against you. Avoid urinating. If you must, do so only in small amounts. Let it dissipate between discharges. If you must defecate, do it in small amounts and let it move as far away from you as possible. Do the same if you must vomit.

VHF
The widespread misuse of VHF channels at sea, especially the distress, safety and calling channel 16 (156.8MHz) and channels used for port operations, ship movement services and reporting systems, is causing concern. Often the misuse of VHF channels causes serious interference to essential communications and becomes a potential danger to safety at sea. The proper use of VHF channels at sea makes an important contribution to navigational safety. In accordance with ITU Radio Regulations: (a) Channel 16 may only be used for distress, urgency and very brief safety communications and for calling to establish other communications which should then be conducted on a suitable working channel. (b) On VHF channels allocated to the port operations service the only messages permitted are restricted to those relating to the operational

handling, the movement and safety of ships and in an emergency, to the safety of persons; as the use of these channels for ship-toship communications may cause serious interference to communications related to the movement and safety of shipping in congested port areas.

VHF Procedures
Here is the crib sheet for the correct use of the VHF. It is recommended that you hold a VHF licence, but in an emergency I dont believe you will be asked for your radio licence number VHF Procedure to the Coastguard
The coastguard like small boats to notify them of their plans and expected time of return before setting out. The following is a reminder of roughly how to go about it. You should also update them if your plans change, and must let them know when you are safely back otherwise they will automatically start a search for you. This is the general procedure and a typical example of how the exchange might go. <Select channel 16> You: "Portland Coastguard, Portland Coastguard, Portland Coastguard this is Romsey Diver, Romsey Diver, Romsey Diver over". C/g: "Romsey Diver, this is Portland change to channel six seven" <Change to channel 67 and wait a few seconds> You: "Portland this is Romsey Diver we would like to notify you of our dive plan for today, over" C/g: "Romsey Diver this is Portland go ahead, over" You: "Portland this is Romsey Diver we are a party of 6 divers, 5 experienced and 1 novice on a RIB. We've just launched from Bowleaze cove. We'll be diving Lulworth Banks then a second dive at Ringstead reef before returning to Bowleaze. Estimated time of return is around 15:30, over" C/g: "Romsey Diver this is Portland which part of the banks will you be on, over?"

You: "Portland this is Romsey Diver well be fairly central, around the Lulworth Cove area, over" C/g: "Thank you Romsey Diver please let us know when you are safely back. Portland out." <Set VHF to dual watch 16 + 67>

VHF Procedure to Another boat

Some times you will want to communicate to another boat in the area. The Marine VHF is for use of marine business over, so no ordering sandwiches. If you will have regular communication between boats then use a pre-arranged channel for calling and communication on. If you have not pre-arrange the channel you may use channel 16, but remember, this channel is dedicated for safety and you will be frowned upon. Before making a call find an inter-ship channel that is empty. <Select channel 16> You: "Another, Another, Another this is Romsey Diver, Romsey Diver, Romsey Diver can you move to channel one zero - over". Other: "Romsey Diver, this is Another change to channel one zero - over" <Change to channel 10 and wait a few seconds> You: "Another this is Romsey Diver we would like to alert you to that our divers are up and will start heading in - over" Other: "Romsey Diver this is Another that is OK, my last diver has appeared on the surface - over" You: "Another this is Romsey Diver Well see you in the pub, out" <Set VHF to dual watch 16 + 67>

Emergency VHF Procedures: MAYDAY

In ANY emergency tell the coastguard immediately using channel 16 on the VHF. A distress call or urgency call will have absolute priority and normally all other communication on channel 16 must go quiet. The messages should be said slowly and clearly. If in a DISTRESS situation, WHEN LIFE IS IN GRAVE OR IMMINENT DANGER, use the distress call as follows:

<Select channel 16> You: MAYDAY MAYDAY MAYDAY You: This is Romsey Diver, Romsey Diver, Romsey Diver You: Our present position is WGS84 NORTH five zero degrees three five point five zero minutes, WEST zero one degrees five seven point zero three minutes. We are diving the Kyarra about 1 mile south south west of Anvil Point You: Nature: We have a diver missing <WAIT for a response from the Coastguard> <If you receive a response the coastguard will take control of all further proceedings> <If you do not receive a response repeat the MAYDAY>

Emergency VHF Procedures: PAN PAN

If in an URGENCY situation when no imminent danger to life exists (e.g. if broken down and drifting), use the urgency call as follows: It should be noted that if you accept help from another boat due to engine failure etc., the rescuer can claim salvage rights on your vessel. To prevent this state that there are no salvage rights on this vessel, i.e. make a verbal contract, and YOU pass a line to the RESCUE vessel. The coastguard will never make a claim on a vessel as this is thought to prevent rescue. <Select channel 16> You: PAN PAN PAN PAN PAN PAN You: This is Romsey Diver, Romsey Diver, Romsey Diver You: Our present position is WGS84 NORTH five zero degrees three five point five zero minutes, WEST zero one degrees five seven point zero three minutes. We are diving the Kyarra about 1 mile south south west of anvil point, drifting in a southerly direction You: Nature: We have an engine failure. <WAIT for a response from the Coastguard> <If you receive a response the coastguard will take control of all further proceedings> <If you do not receive a response repeat the PAN PAN>

The coastguard may ask other vessels in the area to assist in your rescue. Likewise you may be able to help in a rescue, but before you offer to help in a rescue, you must (at all times) ensure that all your divers are present in the boat and you have enough fuel for your safe return.

EPIRB
Emergency Beacon
TYPES OF EPIRBs Emergency position indicating radiobeacons (EPIRBs), are designed to save your life if you get into trouble by alerting rescue authorities and indicating your location. EPIRB types are described below: Class A 121.5/243 MHZ. Float-free, automatically-activating, detectable by aircraft and satellite. Coverage is limited. An alert from this device to a rescue coordination center may be delayed 4 - 6 or more hours. No longer recommended. Class B 121.5/243 MHZ. Manually activated version of Class A. No longer recommended. Class C VHF ch15/16. Manually activated, operates on maritime channels only. Not detectable by satellite. These devices have been phased out by the FCC and are no longer recognized. Class S 121.5/243 MHZ. Similar to Class B, except it floats, or is an integral part of a survival craft. No longer recommended. Category I 406/121.5 MHZ. Float-free, automatically activated EPIRB. Detectable by satellite anywhere in the world. Recognized by GMDSS. Category II

Position

Indicating

Radio

406/121.5 MHZ. Similar to Category I, except is manually activated. Some models are also water activated. Inmarsat E 1646 MHZ. Float-free, automatically activated EPIRB. Detectable by Inmarsat geostationary satellite. Recognized by GMDSS. Currently not sold in the U.S.; however, the Federal Communications Commission is considering recognizing these devices. 121.5/243 MHz EPIRBs These are the most common and least expensive type of EPIRB, designed to be detected by overlying commercial or military aircraft. Satellites were designed to detect these EPIRBs, but are limited for the following reasons: 1. Satellite detection range is limited for these EPIRBs (satellites must be within line of sight of both the EPIRB and a ground terminal for detection to occur), 2. Frequency congestion in the band used by these devices cause a high satellite false alert rate (99.8%); consequently, confirmation is required before search and rescue forces can be deployed, 3. EPIRBs manufactured before October 1989 may have design or construction problems (e.g. some models will leak and cease operating when immersed in water), or may not be detectable by satellite. Such EPIRBs may no longer be sold, 4. Because of location ambiguities and frequency congestion in this band, two or more satellite passes are necessary to determine if the signal is from an EPIRB and to determine the location of the EPIRB, delaying rescue by an average of 4 to 6 hours. In some cases, a rescue can be delayed as long as 12 hours. 5. COSPAS-SARSAT is expected to cease detecting alerts on 121.5 MHz, perhaps by 2008. One November 3, 2000, the National Oceanic and Atmospheric Administration (NOAA) announced that satellite processing 121.5/243 MHz emergency beacons will be terminated on February 1, 2009. Class A and B EPIRBs must be phased out by that date. The U.S. Coast Guard no longer recommends these EPIRBs be purchased. See the U.S. Coast Guard Media Advisory on this subject. CLASS C EPIRBs These are manually activated devices intended for pleasure craft which do not venture far offshore and for vessels on the Great Lakes. They transmit a short burst on VHF-FM channel 16 (156.8 MHz) and a longer homing signal on channel 15 (156.75 MHz). Their usefulness depended upon a coast station or another vessel guarding channel 16 and recognizing the brief, recurring tone as an EPIRB. Class C EPIRBs were not recognized outside of the United States, and were no longer recognized in the U.S. after 1999. 406 MHz EPIRBs

The 406 MHz EPIRB was designed to operate with satellites. The signal frequency (406 MHz) has been designated internationally for use only for distress. Other communications and interference, such as on 121.5 MHz, is not allowed on this frequency. Its signal allows a satellite local user terminal to accurately locate the EPIRB (much more accurately -- 2 to 5 km vice 25 km -- than 121.5/243 MHz devices), and identify the vessel (the signal is encoded with the vessel's identity) anywhere in the world (there is no range limitation). These devices are detectable not only by COSPASSARSAT satellites which are polar orbiting, but also by geostationary GOES weather satellites. EPIRBs detected by the GEOSTAR system, consisting of GOES and other geostationary satellites, send rescue authorities an instant alert, but without location information unless the EPIRB is equipped with an integral GPS receiver. EPIRBs detected by COSPAS-SARSAT (e.g. TIROS N) satellites provide rescue authorities location of distress, but location and sometimes alerting may be delayed as much as an hour or two. These EPIRBs also include a 121.5 MHz homing signal, allowing aircraft and rescue craft to quickly find the vessel in distress. These are the only type of EPIRB which must be certified by Coast Guard approved independent laboratories before they can be sold in the United States. A new type of 406 MHz EPIRB, having an integral GPS navigation receiver, became available in 1998. This EPIRB will send accurate location as well as identification information to rescue authorities immediately upon activation through both geostationary (GEOSAR) and polar orbiting satellites. These types of EPIRB are the best you can buy. 406 MHz emergency locating transmitters (ELTs) for aircraft are currently available. 406 MHz personnel locating beacons (PLBs) are available in Alaska and Canada, and will soon be available throughout the U.S. The Coast Guard recommends you purchase a 406 MHz EPIRB, preferably one with an integral GPS navigation receiver. A Cat I EPIRB should be purchased if it can be installed properly.

406 MHz GEOSAR SYSTEM The major advantage of the 406 MHz low earth orbit system is the provision of global Earth coverage using a limited number of polar-orbiting satellite. Coverage is not continuous, however, and it may take up to a couple of hours for an EPIRB alert to be received. To overcome this limitation, COSPAS-SARSAT has 406 MHz EPIRB repeaters aboard three geostationary satellites, plus one spare: GOES-W, at 135 deg W; GOES-E, at 75 deg W; INSAT-2A, at 74 deg E; and INSAT-2B (in-orbit spare), at 93.5 deg E. Ground stations capable of receiving 406 MHz. Except for areas between the United Kingdom and Norway, south of the east coast of Australia, and the area surrounding the Sea of Okhotsk near Russia, as well as polar areas, GEOSAR provides continuous global coverage of distress alerts from 406 MHz EPIRBs.

Note that GEOSAR cannot detect 121.5 MHz alerts, nor can it route unregistered 406 MHz alerts to a rescue authority. GEOSAR cannot calculate the location of any alert it receives, unless the beacon has an integral GPS receiver. THE COSPAS-SARSAT SYSTEM COSPAS-SARSAT is an international satellite-based search and rescue system established by the U.S., Russia, Canada and France to locate emergency radio beacons transmitting on the frequencies 121.5, 243 and 406 MHZ. COSPAS Space System for Search of Distress Vessels (a Russian acronym) SARSAT Search and Rescue Satellite-Aided Tracking INMARSAT E EPIRB Inmarsat E EPIRBs transmit a distress signal to Inmarsat geostationary satellites which includes a registered identity similar to that of the 406 MHz EPIRB and a location derived from a GPS navigational satellite receiver inside the EPIRB. Inmarsat EPIRBs may be detected anywhere in the world between 70 degrees North latitude and 70 degrees South latitude. Since geostationary satellites are used, alerts are transmitted nearly instantly to a rescue coordination center associated with the Inmarsat coast earth station receiving the alert. Alerts received over the Inmarsat Atlantic Ocean Regions are routed to the Coast Guard Atlantic Area command center in New York, and alerts received over the Inmarsat Pacific Ocean Region are routed to the Coast Guard Pacific Area command center in San Francisco. TESTING EPIRBs The Coast Guard urges those owning EPIRBs to periodically examine them for water tightness, battery expiration date and signal presence. FCC rules allow Class A, B, and S EPIRBs to be turned on briefly (for three audio sweeps, or one second only) during the first five minutes of each hour. Signal presence can be detected by an FM radio tuned to 99.5 MHz, or an AM radio tuned to any vacant frequency and located close to an EPIRB. 406 MHz EPIRBs can be tested through its self-test function, which is an integral part of the device. 406 MHz EPIRBs can also be tested inside a container designed to prevent its reception by the satellite. Testing a 406 MHz EPIRB by allowing it to radiate outside such a container is illegal.

How to use your EPIRB in an emergency

EPIRBs are designed to transmit a homing signal when it is activated, usually by floating free when a vessel goes below the surface of the water. But sometimes crewmembers try to protect the EPIRB by taking it with them into a liferaft, or lashing it to the rail of a vessel that has swamped to keep it away from damage. The problem with this is that EPIRBs are designed to be used in the water, and actually use the water to maximize the signal strength from the EPIRB. They broadcast the signal best when no metal objects are interfering with the signal from the EPIRB.

RECOMMENDED

Be sure that the EPIRB is floating in the water. Use the lanyard to keep it secured to a vessel or liferaft after it activates. Keep the activated EPIRB away from any metal structures (masts, railings, etc.) that could block the signal.

NOT RECOMMENDED

EPIRBs don't need to be higher out of the water for a signal to be detected - they are not like flares. Keep the EPIRB in the water floating for the best chance of being found.

EPIRB normally situated in the bridge

How an EPIRB works

WHAT IS A SART?
SART stands for Search And Rescue Radar) Transponder. Its purpose is to assist in the location of survival craft, or vessels in distress. It is the principal means of homing in the Global Maritime Distress and Safety System (GMDSS). It allows any vessel or aircraft equipped with marine band radar to detect and locate the survivors at a range of up to 5 nautical miles from a surface vessel, or perhaps 30 nautical miles from an aircraft, depending on its altitude. All big ships on international trade are required to carry SARTs for use in liferafts, as well as for emergency location of the main vessel. In the majority of cases, two SARTs are carried, one each side of the bridge, mounted where they can be easily reached if abandoning ship. To give the required detection range, the SART needs to be operated at least 1 metre above the water, so suitable arrangements have to be made for erecting the SART on the survival craft. A SART may be supplied with a telescopic pole which is pushed out through a hole in the liferaft canopy with the

SART perched on top. A less precarious arrangement which has proved just as effective is to hang the SART inside the raft using a rope or strap passed over the canopy support tube.

HOW DOES THE SART WORK?

Navigational radar works by bouncing pulses of radio energy off distant objects and measuring how long the response takes to return. The radar antenna fires out these pulses with a very narrow beamwidth from a rotating antenna, so at any one time the radar can tell from what direction the returns are coming - i.e. the bearing of the target. The time taken for the radar pulses to return gives the range of the target; the bigger the delay, the longer the range. The radar thus produces a plan view of the coast and other passive targets around the radar-equipped vessel. In good conditions, a liferaft would be visible on a ship's radar at a range of several miles, but factors such as reflections from waves and falling rain can make it very difficult to spot such small objects. The SART is a transponder, which means it is a transmitter that operates in response to receiving a radar pulse. If that was all it did, then it would be only amplifying the return, giving a brighter dot on the screen. What it actually does is produce a total of 12 returns for each radar pulse, with a delay between each one. This then appears on the radar screen as a very distinctive line of 12 dots, leading away from the position of the SART (the radar thinks that the delayed pulses are reflections from more distant objects). In the example shown, there is a SART located approximately 5 range rings out from the centre of the radar plot, on a NW bearing.

SHOULD I CARRY A SART ON MY BOAT?

Some commercial vessels are required to carry SARTs as part of their mandatory safety equipment. Contact your local authorities to check if this applies to you. Otherwise, you should probably give priority to fitting a 406MHz EPIRB, as this will give you a world-wide emergency alerting capability, providing the rescue forces with your identity and position to within a couple of miles. Adding a SART will give you the additional ability to be readily located by any radar-equipped vessel. A SART may be activated in "situations of grave and imminent danger". You may consider it a worthwhile item to carry if you plan to cross shipping lanes in a small vessel. Should you get into trouble and be in danger of being run down, activating the SART should quickly get the attention of the watch-keeper on the approaching vessel.

HELICOPTER ASSISTANCE

There are times were a mariner will need help from the Coast Guard for an evacuation at sea. These aren't common events and we don't often think of them. Helicopters are a very effective way to evacuate medical patients from a boat while at sea. It is important for boaters to have some background on Coast Guard practices in the use of helicopters and their procedures for evacuating a medical patient from moving vessel. Remember to follow the directions given to you by the Coast Guard and the pilot on scene. Making Contact with the Coast Guard Good communications with the Coast Guard are essential to securing assistance from them. Using the international hailing and distress

frequency of 156.8 MHz or channel 16 on your marine VHF radio is a good first choice. Coast Guard helicopters can also communicate on high frequency single side band radio frequencies from 2,000 kHz to 30,000 kHz. Your conversations on the radio with the Coast Guard will be with a Search and Rescue (SAR) Coordinator who coordinates all the activities and resources needed to assist you. The SAR Coordinator will ask for extensive information on the condition of the patient. Other Coast Guard assets like fixed-wing aircraft and waterborne cutters may be involved in accomplishing your rescue. Be prepared to give the SAR Coordinator information about your position, weather conditions, and medical information on the evacuees. You may also be asked to change your course and speed to move closer to the helicopter. Preparing for the Helicopters Arrival The rotor blade downwash from a helicopter reach hurricane force speeds. Any loose object on deck can fly into you, your crew or damage the helicopter. Clear the deck of loose objects and remove wires or cables that could be entangled in the helicopter hoist cable. The range of the helicopter is quite limited and you want to prevent any unnecessary delays. If the weather and sea conditions allow, the patient should be on deck and ready for evacuation. Every person working on deck must be wearing a personal floatation device. Focus lighting on the deck to assist the pilot's approach to the vessel, but be sure not to shine any light up into the helicopter. The pilot will provide detailed directions on what they will expect of you. The Rescue Hoist The helicopter pilot will be giving directions on what to expect during the hoist of the patient to their ship. Once the helicopter arrives, you will be asked to turn your boat until the wind is about 30 degrees off your bow. Maintain a steady speed of 10 to 15 knots and make no sudden turns. This will help the helicopter with its approach to your boat. A rescue swimmer might be lower by the helicopter to help with making the hoist. A rescue device with an attached trail will be lowered by hoist to the deck of your boat. Static electricity builds up on the trail line and rescue device. Let the trail line or rescue device touch the deck before you touch them. You will receive a severe shock if the equipment is not grounded to your boat.

Do not tie the trail line to any part of your vessel. Have one crew member tend the trail line as the rescue device is brought on board to prevent it from fouling. Load the patient into the rescue device and have them keep their hands inside it. A hand or arm outside of the basket can be trapped between the rescue device and helicopter. Many marine safety organizations and the Coast Guard offer training in helicopter rescue operations. Take advantage of this training.

HELICOPTER RESCUE BASKET

LIFTING EVACUEES

LIFERAFT RESCUE