LIFE SAVING APPLIANCES

EVALUATION OF COMPETENCE

Function: Controlling the Operation of the Ship and Care for Persons on
Board at the Operational & Management Level.

COMPETENCY 13 & COMPETENCY 3

LIFE SAVING APPLIANCES & ON BOARD DISTRESS

COMMUNICATION EQUIPMENT

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Competency No. 13: Operate Life Saving Appliances.

Course Covered: Knowledge of Alarms & Signals on Board.

1. Knowledge of Various Emergency Alarms and Signals on board Ships.

There are various Emergency Alarms on board a ship provided for the safety of the crew,
passengers, cargo or marine environment.
But the basic purpose of alarms is to inform everyone on board about the emergency, so as
to ensure that appropriate action is taken on time. The various types of alarms as per emergency
are as follows:

General Emergency for Mustering :

7 or more short blasts on the ship's whistle and General Alarm bell, followed by one prolonged
blast
The initial response of an individual on hearing the emergency alarm should be:
 Collect Life Jacket & TPA or Immersion Suit as applicable.
 Dress in long sleeved boiler suit, safety shoes & helmet.
 Proceed to Muster Station
 Acknowledge Muster Call
 Proceed to carry out respective Boat Station Duties if ORDERED (Preparation to
Launch L/Boat)

General Emergency Alarm:

Continuous ringing of the General Alarm bell for 10 seconds or more and continuous sounding
of the ship's whistle for 10 seconds or more.
When you hear the signal, immediately proceed to the Muster Station.

The General Emergency Alarm will be sounded in the event of:

 Fire: The signal for FIRE is Continuous Ringing of the General Alarm Bell and
Continuous Sounding of the Ship's Whistle. Also a visual indication of a ‘red’ colored
revolving light is present in the engine room and accommodation decks which will be
activated by the Fire Detection System Automatically. This alarm will be followed by
an appropriate announcement on the PA system.
 Collision.
 Grounding.
 Major leakage or spillage of Oil
 Any other emergency which calls for urgent response
 Proceed to Muster Station and assemble as per Muster List Number
 Carry out duties as directed by Team Leader.(Duties related to Fire Prevention
 And Oil Spill are to be mentioned in the Muster List)
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CO2 Release Alarm:

This is an independent alarm system equipped with a distinctive audio visual indication in the
engine room & any other CO2 protected space–generally pump room or cargo holds. The alarm
is automatically activated as soon as the remote release station CO2 cabinet door is opened
(electrical mode).The system also ensures a time lag before the CO2 gas actually enters the
protected space.
To ensure a fail proof system this CO2 alarm will also be actuated by the gas passing through
the pipeline (pneumatic mode).
The audio - visual indication is a high pitch siren accompanied by a distinct colored
revolving light.
Upon activation of this alarm all personnel are to evacuate the protected space and
proceed to Muster Station

Abandon Ship Alarm: When a disaster strikes a vessel and the ship is no longer safe,
the ORDER to ABANDON the SHIP is to be GIVEN VERBALLY ONLY by the
MASTER of the ship through the Public Address System.

Man Overboard: 3 prolonged blasts on the Ship's Whistle and General Alarm bell.

Note: Short blast - about 1 second. Prolonged Blast - 4 to 6 seconds

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Summary of Alarms:

1) General Alarm: The general alarm on the ship is recognized by 7 short ringing of bell
followed by a long ring or 7 short blasts on the ship’s horn followed by one long blast. The
general alarm is sounded to make aware the crew on board that an emergency has occurred.

2) Fire Alarm: A fire alarm is sounded as continuous ringing of ship’s electrical bell or
continuous sounding of ship’s horn.

3) Man Overboard Alarm: When a man falls overboard, the ship internal alarm bell sounds 3
long rings and ship whistle will blow 3 long blasts to notify the crew on board and the other
ships in nearby vicinity.

4) Navigational Alarm: In the navigation bridge, most of the navigational equipment’s and
navigation lights are fitted with failure alarm. If any of these malfunctions, an alarm will be
sounded in an alarm panel displaying which system is malfunctioning.

5) Machinery Space Alarm: The machinery in the engine room has various safety devices and
alarms fitted for safe operation. If any one of these malfunctions, a common engine room alarm
is operated and the problem can be seen in the engine control room control panel which will
display the alarm.

6) Machinery Space CO2 Alarm: The machinery space is fitted with CO2 fixed with fire
extinguishing system whose audible and visual alarm is entirely different from machinery space
alarm and other alarm for easy reorganization.

7) Cargo Space CO2 Alarm: The cargo spaces of the ship are also fitted with fixed firefighting
system which has a different alarm when operated.

8) Abandon Ship Alarm: When the emergency situation on board ship goes out of hands and
ship is no longer safe for crew on board ship. The master of the ship can give a verbal Abandon
ship order, but this alarm is never given in ship’s bell or whistle. The general alarm is sounded
and everybody comes to the emergency muster station where the master or his substitute (Chief
Officer) gives a verbal order to abandon ship.

9) Ship Security Alarm System: Most of the ocean going vessels are fitted with security alert
alarm system, which is a silent alarm system sounded in a pirate attack emergency. This signal
is connected with different coastal authorities all over the world via a global satellite system to
inform about the piracy attack.
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Competency No. 13: Operate Life Saving Appliances.

Course Covered: Knowledge of Life Saving Appliances and Equipment.

1. Knowledge of Life Saving Appliances and Equipment on board ships.

LIFE SAVING APPLIANCES AND EQUIPMENT

Distress
General Life Personal Life
Signaling &
Saving Saving &
Other Critical
Appliances Floatation
Bridge
Appliances
Equipment’s

 Life Jackets  Emergency

Survival Breathing Line Throwing  Life Buoys + MOB Position
Crafts Apparatus Apparatus Marker Indicating Radio
 Rescue Boat Beacon. (EPIRB)
 Immersion Suits  Global Maritime
 Thermal Protective Distress Signaling
Life Rafts Life Boats
Aid & Safety System.
Emergency Escape Breathing (GMDSS)-Fixed
Device (EEBD) – used for Life & Portable
Saving purposes only. GMDSS radios.
 Search and
Rescue Radar
 Inflatable Type Fully
Transponder
 Rigid Type enclosed type
(SART)
 Pyrotechnics
 Signaling lamps –
Heliograph / Aldis
lamp
 General
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Emergency Alarm
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& PA System
 Other Critical

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Equipment’s
LIFE SAVING APPLIANCES

EEBD Immersion Suit Line Throwing Apparatus

SART LIFEBUOY EPIRB

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PORTABLE GMDSS ALDIS LAMP GMDSS @ BRIDGE

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2. Life boats and Life Rafts: Stowing, Maintenance and Care

Life Boats:

A Life Boat is a small watercraft carried on a ship to provide a means of emergency evacuation
in the event of a disaster aboard the ship.

Different types of Life Boats are:

1. Open.
2. Partially Enclosed
3. Totally Enclosed
With self-contained air
support system.
TOTALLY ENCLOSED LIFE BOAT
With fire retardant life boat
hull.
With water sprinkler pumping system engagable to boat engine.
Free-falling or Davit launch mechanism operational at all times
Diesel Engine propulsion incorporated with reversing mechanism
The engine must have two independent starting methods and using fuel with a
FP > 430C (HSD) ensuring positive start at temperatures of – 150C
Quantity of fuel = 24 hours travelling at speed of 5 knots.
Self-Righting type and load carrying capacity as per regulations stated in
SOLAS and LSA code book.
Capable of accommodating full complement for which it is certified.
Life Boat has a non-combustible (fire retardant)
rigid hull made of FRP or GRP, strong enough to
be launched under fully loaded conditions with the
mother ship steaming at 5 Knots. It is designed to
have ample stability and sufficient freeboard.
Retro-reflective tapes are used to mark the outside
of the Life boat. They are usually self-righting
types.
Lifeboats are designed to be lowered from Davits or
Free Fall launching arrangement’s on a ship's deck
even with an angle of heel greater than 20oon
either side of the ship and a trim up to 10o fore or Totally Enclosed
aft. They are unsinkable with buoyancy that cannot Life Boat
Free falling type
be damaged.
The cover serves as protection from sun, wind, rain
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and rough weather. It has provisions to collect rainwater also.

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Color of the life boat should be highly-visible (Orange) in addition to retro-reflective tapes.
The virtual distance between floor and canopy is at least 1.5 meters. The sitting arrangement is
marked.
All lifeboats are adequately provided with self-rescue procedures and thus equipped with the
following:
Radio, Diesel Engine for Propulsion, Heater, Oxygen Cylinders, Canned Protein Based Food,
Drinking Water, TPA’s, Basic Navigational Equipment, First Aid Kit, Rainwater Catchments
and Fishing Equipment etc as per list given on page 11.

REFERENCE BOOKS :
SOLAS,LSA CODE BOOK &STCW HANDOUT ON “SURVIVAL TECHNIQUES OUT AT SEA”

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LIFE BOAT EQUIPMENT STOWAGE PLAN

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Life Boat Equipments:

 First Aid kit.

 4 Rocket Parachutes
 2 Smoke Signals ROCKET PARACHUTE

 6 Hand Flares
 Torch lights
 Day light signals - Heliograph
 Sea anchor
 Paddles
 Buckets HAND FLARES
 Anti sea-sickness tablets (6 dozens)
 Anti sea-sickness bags (50)
 Food (500gm/person/3days) – 15000 kJ
 Water (1000ml/person/3days) - 3ltr
 2 Buoyant Knife
 1 Buoyant whistle
 Sponges
 Copy of Life Saving Signals MOB MARKER
 Rust-proof graduated drinking vessel
 Survival Instructions
 2 Thermal Protective Aid
 Repair kit
 Hand pump
 2 Boat hooks
 Compass GYRO COMPASS
 2 Painter lines
 2 Hatches
 3 Tin openers
 Buoyant Oars
 Additional Equipment’s to be carried by
crew members as mentioned in the muster list
prior to embarkation:
 SART HELIOGRAPH
 GMDSS Portable Radios
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 Additional fuel, water, provisions & warm clothing.

 MOB Marker if not fitted in L/Boat.
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Stowage of Life Boat:

1. They must be stowed in such a way so that they are capable of being launched in 10min
2. It is capable of being put in water safely and rapidly even under unfavorable
conditions of list and trim as given in SOLAS.
3. Each life boat must be attached to a separate set of Davits.
4. They must not be stowed in the bow of the vessel OR so far aft as to be endangered
by the propellers or the stern.
5. They must be stowed so that it is not necessary to lift them in order to swing out the
Davits.
6. Means must be provided for bringing the lifeboats against the ships side and holding
them there so that persons may safely embark.
7. They must be fitted with skates or other suitable means to facilitate launching on the
lower side against an adverse list greater than 20 degrees and trim of 10 degrees.

Maintenance and Care of Life Boat, as per PMS:

 Weekly trial of Engines in idle mode.

 Fuel oil, lube oil, gear oil etc - level checks.
 Engagement of reversing gear - Operational check.
 Steering mechanism -Operational check.
 Battery checks by Electrical Officer (Battery to be changed once every 2 years).
 Mechanical linkages on launching gear ~ inspection, de-rusting and lubrication
 Electrical equipment’s associated with launching gear inspected and tried out.
 Inspection of winch drums brake linings as per PMS (Annually)
 Cleaning and operational check of limit switches on Davits
 Operational check of Launching System generally on a weekly basis
 Maneuvering Lifeboat in Water once in three months (as stated in SOLAS)
 The annual servicing of the Life boat and associated equipments by authorized agency
 Static & Dynamic load test are done by trained personnel from an approved agency in
DD and Certificate obtained for same.
Done 5 yearly Loaded to 1.5 times the Max brake holding capacity of Davit Tested for
deformation
Done 5 yearly Loaded to 1.1 times the Max brake holding capacity of Davit Released at
max lowering speed Tested for deformation

LSA CODE REQUIREMENT FOR LAUNCHING & RECOVERY ~

LOWERING ~ S= 0.4 + 0.2H (H=Ht from Davit Head to W/L under Light Condition)
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HOISTING ≤ 0.3 m/s

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Both under FULL COMPLEMENT LOAD

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Life Raft: Life rafts in general are collapsible type and stored in a sealed heavy-duty fiberglass
canister that also contains a high-pressure CO2 gas cartridge in order to facilitate automatic
inflation to the operational size. SOLAS require these life rafts to be sealed and not to be
opened by the ship's crew. They are removed at periodic intervals (annually) and sent to a
certified facility to open, inspect and
service the life raft and its contents.

Different types of Life Raft:

1. Inflatable type.
2. Rigid type.

They can be also be classified as:

i. Manually launched type
ii. Davit launched type
iii. Automatic HRU equipped

Contents of a Life raft:

 First Aid kit
 Sea Anchor + 1 spare INFLATED LIFE RAFT
 1.5 liters of water per person
 Tin opener
 Food
 Fishing line and hook
 Thermal Protection Sheet
 Anti-Seasickness Tablets
 Paddles
 6 Hand held distress flares
 4 red distress parachute flares
 2 smoke/dye markers (Optional)
 Sponges (to dry floor)
 Pump (to pump up the floor)
 Bailer
 Puncture repair kit
 Core Plugs
 2 safety knifes
 Whistle
 Heliograph
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 Torch with spare batteries and bulbs


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Plastic bags

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General requirement’s of Life Raft:

The construction of the life raft:

 Should withstand all sea conditions for 30 days when afloat.

 The Life Raft shall be so constructed when dropped into water from the height of 18m,
the Life raft and its equipment should function satisfactorily. If the life raft is to be
stowed at the height of more than 18 m above the water line in the lightest sea condition,
then it shall be of a type which has been satisfactorily drop tested from that height.
 The floating life raft shall be capable of withstanding repeated jumps, from a height of
4.5 m above its floor both with and without the canopy.
 It should be able to be towed at a speed of 3 knots in calm water when loaded with its
full complement of person’s and equipment with one of its Sea-Anchor streamed.
 The life raft shall have a canopy to protect the occupant from exposure, which is
automatically set in place when the life raft is launched and waterborne.

The canopy shall comply with the following:-

 It shall provide insulation against heat and cold by means of either two layers of
material separated by an air gap or either equally efficient means.
 Its interior shall be of a color that does not cause discomfort to the occupants.
 Each entrance shall be clearly indicated and be provided with efficient adjustable
closing arrangements which can be easily and quickly opened by person clothed in
immersion suits.
 It shall admit sufficient air for the occupant at all times, even entrance closed.
 It shall be provided with at least one viewing port.
 It shall be provided with means for collecting rain water.
 It shall be provided with means to mount a survival craft radar transponder at a height of
at least 1 m above the sea water.
 It shall have sufficient headroom for sitting occupants under all parts of the canopy

Minimum carrying Capacity and Mass of life raft:-

1) No life raft shall be approved which has a carrying capacity of less than 6 Person’s.
2) The total mass of the life raft, its container and its equipment shall ≤ than185 kg.
Life Raft Fitting’s:
 Life lines shall be securely bucketed around inside and outside of the life raft.
 The life raft shall be fitted with an efficient painter of length equal to not less than
10m, plus the distance from the stowed position to the water line in the lightest
seagoing condition or 15m, whichever is the greater.
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 The breaking strength of the painter system should not be less than 15KN for Life
raft carrying capacity of 25 Persons & above, not less than 10KN for life raft
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carrying 9 to 25 Persons and not less than 7.5KN for any other life raft.

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 A manually controlled lamp shall be fitted to the top of the life raft. Light shall be
operating for at least 12hr with a luminous intensity of not less than 4.3cd in all
direction of the upper hemisphere.
 However, if the light is a flashing light it shall flash at a rate of not less than 50
flashes and not more than 70 flashes per minute for the 12hr operating period with
an equivalent effective luminous intensity.
 The lamp shall light automatically when the canopy is erected. Batteries shall be of a
type that does not deteriorate due to dampness or humidity in the stowed life raft.

Stowage of Life raft: Inflatable life raft must be stowed so that they float free (HRU equipped)
in the event of vessel sinking. Stowage and launching arrangements must be to the satisfaction
of the officer in charge from maritime inspecting agencies.
Maintenance and Care of Life Rafts, as per PMS:
Life raft and stowage
provisions must be
physically inspected at
least once a week and
serviced by a shore-
based authorized agency
annually. Certificate for
the same should be
procured and retained on
board.
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HRU

PAINTER

WEAK LINK

CORRECT INSTALLATION OF HYDROSTATIC RELEASE UNIT & OPERATION (HRU)

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3. Lowering, Hoisting and Embarkation procedures for Life Boats, Launching of Life Rafts

Launching, Lowering and Embarkation procedure of Life Boat

1. EMBARKATION
PLATFORM

2. REMOTE WIRE / DECK

LEVER FOR OPERATING
WINCH BRAKE

3. BOAT FALL WIRE

4. FLOATING BLOCK

5. CRADLE CLAMP

6. BOAT CHOCK &

BRACKET

7. SUSPENSION LINK

8. TRIGGER LINE FOR

RELEASING GRIPES

9LIMIT SWITCH

10. WINCH WITH BRAKE

HANDLE

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Fully Enclosed type Life Boat - Launching

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LIFE BOAT FALL HOOK RELEASE MECHANISM

FALL PROTECTION DEVICE (FPD)

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A Tricing Pendant is part of the rigging that allows lifeboats to be launched.

The system to launch a lifeboat is complex and the Tricing Pendants play an essential role if
the ship is heeling or laid over because of damage.

To launch a lifeboat the boats must first be:

Free from the Cradle Straps called Gripes

Remove Harbor Safety Pin (used to secure the Davit from accidental
operation)
Lifeboat Drain Plug in place.

Next small twin cranes called Davits are brought into launch/recovery position. Each Davit is
equipped with a powerful winch and emergency manual brake. These Davits are fitted with
hoisting lines called Falls which attach to the lifeboat harness which is in turn fastened to the
Gunwales on opposite sides at the fore and aft of the boat.

Lines attached to the bow and stern of the lifeboat are called Frapping Lines and are used to
control the movement of the boat as it is lowered or raised. An additional line is attached to the
bow of the lifeboat to keep it near the ship after all other rigging has been released. This line is
called a Sea Painter and is to be fastened to a strong point on the Ship’s Deck.

Under the boat, usually attached to the keel, is a device called a McCluny Hook which allows
lines attached under the boat to be released remotely.

The lines attached to the McCluny Hook are routed to the Tricing Pendants which are an
apparatus used to pull the lifeboat to the embarkation station when the ship is at an abnormal
angle.

If lifeboats were lowered while the vessel is heeling over from damage they will either slide
down the side if they are on the high side or enter the water far away from the embarkation
station if they are on the low side. It's very easy to be injured in a lifeboat.

A Tricing Pendant is a device that is made up of three main components. The length of line or
chain that is attached to the keel of the lifeboat via a McCluny Hook, a Block and Tackle
system that increases mechanical force, and the lines and often winches that draw the lifeboat
close enough for passengers to get aboard.

Two Skates are fitted at the side of the lifeboat at size of approx. 400mm x 400 mm. They are
used to prevent direct contact between the lifeboat and the ship structure when the boat swings.
They can also act as a sliding block when the boat is lowered at a heeled condition.
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FREE FALL LIFE BOAT

FREE FALL LIFE BOAT LAUNCHING GEAR

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LAUNCHING AND RECOVERY BY DAVIT

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Launching of Life Raft:

1
2

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Procedure:

(1)Secure life raft painter to strong point (cleat) on board and havetwo men undo the hookslip

(2) Lift the life raft to the ships rail

(3)Drop the life raft into the water

(4) Pull the painter line till it can come no more and then give it a sharp pull

(5) The life raft should now inflate

(6) Pull the life raft close to the pilot ladder

(7) Put the strongest man into the life raft first

(8) The man in the life raft will ensure that the life raft is pulled close to the vessel in danger
using the painter (rope) tied to a strongpoint on the vessel.

(9) Every person that enters the life raft helps him to keep the life raft close to the ship

(10) The second last person will get the safety knife available inside the life raft

(11) Once the last person boards the life raft, the painter line gets cut at the life raft side.

(12) It is important to try and not lose your life rafts

HRU OPERATION
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 REFER LSA CODE BOOK FOR DETAILS ON HRU & LIFERAFT DESIGN CRIERIA
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LINE THROWING APPARATUS

Every line throwing apparatus shall:

i) Be capable of throwing a line with reasonable

accuracy

ii) Include not less than 4 rocket projectiles, each

capable of carrying the line at least 230 meter in
calm weather

iii) 4 lines of the projectiles, each having a breaking

strength of not less than 2 KN

iv) Have a brief instruction or diagram clearly

illustrating the use of the line-throwing appliance

EEBD (Emergency Escape Breathing Device)

Emergency Escape Breathing Device (EEBD) is used for

escaping from a compartment that has a hazardous
atmosphere to provide personnel breathing protection. Not
to be used for fighting fire, entering oxygen deficient
void spaces or tanks. The cylinder pressure of EEBD is
indicated by a pressure gauge. The hood is a flame resistant
head cover which completely covers the head, neck and
may cover portion of the shoulders, where there is a clear
window. The Emergency escape breathing device is easy to
use as it requires only opening the cylinder valve and putting the hood on the head when using
it. It provides Oxygen for a period of 15 minutes (3ltrs Capacity @ 200 Bar = 600 Liters & a
Low Pressure Alarm Whistle).Recharging of this unit can be done using the BA compressor.
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PERSONAL LIFE SAVING & FLOATATION APPLIANCES

 LIFEBUOYS & MOB Marker

 LIFEJACKETS
 IMMERSION SUITS
 THERMAL PROTECTIVE AIDS

LIFEBUOYS: TO RESCUE A MAN OVERBOARD

Lifebuoy specification:

Every lifebuoy shall:

1) Have an outer diameter of not more than 800 mm and an inner diameter of not less than
400 mm.
2) Be constructed of inherently buoyant material.
3) Be capable of supporting not less than 14.5 kg of iron in fresh
water for a period of 24 hours.
4) Have a mass not less than 2.5 kg.
5) Not sustain burning or continue melting after being totally
enveloped in a fire for a period of 2 seconds.
6) Be constructed to withstand a drop into the water from the height at which it is stowed
above the water line in the lightest seagoing condition or 30 m, whichever is the greater,
without impairing either its operating capability or that of its attached component.
7) Be fitted with grab line not less than 9.5mm, in diameter and length not less than 4
times of outer diameter.

ADDITIONAL EQUIPMENTS ATTACHED TO LIFEBUOYS

 Lifebuoy self igniting lights
 Lifebuoy self-activating smoke signals
 Buoyant lifelines
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Lifebuoy Self Igniting Lights:

Self-igniting lights shall:

1) Be such that they cannot be extinguished by water;

2) Be of white color and capable of burning continuously or flashing with intensity of not
less than 2 cd having 50-70 flashes/min for a period of 2 hours.
3) Be provided with a source of energy capable of meeting the requirement.
4) Be capable of withstanding the drop test.

Lifebuoy Self-Activating SmokeSignals:

Self-activating smoke signals shall:

 Emit smoke of a highly visible color at a uniform rate for a period of at least 15 min
when floating in calm water.
 Not ignite explosively or emit any flame during the entire smoke emission time of the
signal;
 Not be swamped in a seaway and capable of withstanding drop test.
 Continue to emit smoke when fully submerged in water for a period of at least 10 sec.

Buoyant Lifelines:

Buoyant lifeline shall:

1) Be non-kinking.
2) Have a Diameter ≥ 8 mm & Length ≥ 36 meters.
3) Have a breaking strength > 5 KN.
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CARRIAGE REQUIREMENTS:

 At least one lifebuoy on each side of the ship (generally wheelhouse) must be
fitted with a buoyant life line and a MOB marker mounted close by.
 Not less than 50% of the total no. of lifebuoys with the minimum of 6 on a
passenger ship must be provided with self igniting lights.

MOB Marker

RESCUE BOATS: Every ocean going merchant vessel must have one of the life boats
classified as a rescue boat which is to be used for man overboard rescue operations and
corresponding duties of crew members are clearly posted in the muster list.

In case the ocean going vessel is equipped with only one free fall life boat additionally the
vessel must carry a rescue boat with a limited capacity (4 ~ 6 persons) and having an
independent launching and propulsion system which in most cases is a medium speed portable
outboard petrol engine (90 Hp) as illustrated.
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While carrying out man overboard rescue drills on board the Williamson’s turn execution is
also carried out. The MOB marker (fitted with self-igniting lights and smoke signal as
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illustrated) here assists the ship in tracing back its course.

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LIFEJACKETS

TYPES OF LIFE JACKETS:

 Inflatable
 Rigid

GENERAL REQUIREMENTS FOR LIFE JACKETS:

 A lifejacket shall not sustain burning or continue melting after being totally enveloped
in a fire for a period of 2 seconds.
 It allows the wearer to jump from a height of 4.5 meters.
 Lift the head of an exhausted or unconscious person 150 mm, clear of water with the
body inclined backwards at an angle of not less than 20°.
 It turns the body of an unconscious person in the water within 5 seconds.
 It shall have buoyancy which is not reduced by more than 5% after 24 hours submersion
in fresh water.
 Every life jacket must be foolproof so it cannot be donned incorrectly.
 Life jackets have a self igniting light that flashes with the intensity of 0.75 cd in all
directions having 50-70 flashes/min for a period of 8 hours.
 Every life jacket used for a person over 32 kilograms must have at least 15.8 kilograms
of buoyancy in fresh water for at least 24 hours.
 It must be stamped “For persons over 32 kilograms” if applicable.
 Every life jacket must have two separate compartments.
 At least 1 kilogram of kapok must be inside each life jacket to provide the required
buoyancy
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ESSENTIAL ACCESSORIES IN LIFE JACKETS:

(1) It must have retro reflective tapes as an indicator.

(2) It must have a strap at the top so the person can be pulled from the water.

(3) It must have rot proof straps.

(4) It must have a whistle.

(5) Life jackets have a self-igniting light

CARRIAGE REQUIREMENTS:

PASSENGER VESSELS:

 1 Life jacket per person

 10% of total capacity additional for children
 5% spare (stowed on deck/at muster station).

CARGO SHIPS:

 1 life jacket per person including children if required + 25% extra.

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IMMERSION SUITS

GENERAL REQUIREMENTS FOR IMMERSION SUITS

1) The immersion suits shall be constructed with water proof material

2) Clear instructions are available in case the immersion suit is to be worn in
conjunction with a life jacket.
3) It can be unpacked and donned
within 2 minutes.
4) It will not sustain burning or
continue melting after being totally
enveloped in a fire for a period of 2
seconds.
5) It will cover the whole body with
the exception of the face and hands unless
permanently attached gloves are provided.
6) It is provided with the
arrangements to minimize or reduce free
air in the legs of the suit.
7) Climb up and down a vertical
ladder at least 5 meter, in length.
8) Perform normal duties associated
with abandonments.
9) Swim to a short distance through
the water and board the survival craft.

TPA (Insulation material of the

Immersion Suit) shall ensure the body
core temperature does not fall more than
20C when in water of temperature 20C ~
50C for a period ≤ 6 hours
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DISTRESS SIGNALING EQUIPMENTS:

 EMERGENCY POSITION INDICATING RADIO BEACON (EPIRB)

 SEARCH AND RESCUE RADAR TRANSPONDER (SART)

 PYROTECHNICS

 GLOBAL MARITIME DISTRESS SIGNALING & SAFETY SYSTEM. (GMDSS)

 IMPORTANT BRIDGE EQUIPMENTS RELATED TO SOLAS

 GENERAL ALARM & PUBLIC ADDRESS SYSTEM

EMERGENCY POSITION INDICATING RADIO BEACON ~ (EPIRB)

Purpose of EPIRB is to alert other ships that a vessel is in

distress. If time is available while launching a life raft / life
boat it is taken along enabling rescue services to identify the
position of the endangered life raft / life boat quicker.

An EPIRB transmits signals to the satellite. The signal

consists of an encrypted identification number (all in digital
code) which holds information such as the ship’s
identification, date of the event, the nature of distress and
chiefly, the position.

TYPES:

 Emergency Locator Transmitter (ELT)-operates on

121.5 MHz used in aircrafts.
 Personal (Emergency) Locator Beacon (PLB)-
Operates on 243 MHz used for land.
 EPIRB-Operates on 406.5 MHz used mainly onboard
ships.
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REQUIREMENTS:

 Minimum 1 number EPIRB should be carried

(as per SOLAS) and minimum 2 number to be carried (as per D.G Shipping).
 Life of battery of the EPIRB is 5 years
 The total weight of unit is 2 kg’s (4.5 lbs).
 Should be capable of floating free in water
 It automatically gets activated when the ship is sinking and comes in contact with salt
water.
 An operational heater unit for the mounting can be provided for low temperature
operation
 Servicing to be carried out by authorized agency annually.

STOWAGE OF EPRIB:

 The beacon is stored in a container with mounting and fastening facilities in wheel
house wing, life boats and life rafts.

OPERATING THE BEACON:

 The beacon is taken out of the container and the locking pin pulled out. It is activated
manually or it gets activated automatically when the ship sinks.
 It is capable of transmitting distress alert through low polar orbiting satellite service
operating on the 406.5 MHz band.
 It is kept in an easily accessible position and ready to be manually released.

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SEARCH AND RESCUE RADAR TRANSPONDER ~ (SART)

DEFINITION:

S.A.R.T. stands for Search and Rescue Radar Transponder,

when activated is visible on the radar screen of a vessel
with radar that is operating in 9 GHz bandwidth.

A Search and Rescue Transponder (SART) is an

electronic device that automatically reacts to the emission
of the radar. This enhances the visibility on a radar screen.
SART transponders are used to ease the search of a ship in
distress or a life raft.

SEARCHING TECHNIQUE:

Over 5 Miles Between 1~5Miles Under 1 Mile

Over 5 miles will give the above effect on radar once the SART has been activated
Between 1-5 miles will give the above effect on radar once the SART has been
activated,
Less than 1 mile will give the above effect on the radar as illustrated.

TO ACTIVATE S.A.R.T

(1) Remove the S.A.R.T. from its container

(2) Pull the safety pin from the S.A.R.T.

(3) Check that the indicating light is on

(4) Onboard the ship, get it as high or far as possible and observe signal strength on radar.
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(5) If in a life raft, mount it on top of the life raft.

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TECHNICAL INFORMATION:

 Battery Renewal - 4 years.

 Type of battery – Lithium.
 Operating life span - 100 hours in stand-by mode and 8 hours when continuously
sending a signal
 Monthly tests - turn the switch on the S.A.R.T. to test mode, hold for a few seconds, an
audible alarm will sound and the light will flash. (As soon as you see the light and hear
the sound you should switch it off, leaving it on will activate the S.A.R.T.)
 Annual servicing to be carried out by authorized agency.

PYROTECHNIQUES

ROCKET PARACHUTE FLARES:

The rocket parachute flares shall:

 Be contained in a water resistant casing

 Have brief instructions or diagrams clearly illustrating the use of the rocket parachute
flare printed on its casing.
 Have integral means of ignition
 Be so designed has not to cause discomfort to the person holding he casing when used in
accordance with the manufacturers operating instructions.
 Date of expiry to be indicated on the container.

The rocket shall, when fired vertically, reach an altitude of not less than 300 m. At or near the
top of its trajectory, the rocket shell ejects a parachute flare, which shall:

 Burn with the bright red color

 Burn uniformly with an average luminous intensity of not less than 30,000 cd
 Have a burning period of not less than 40 sec.
 Have a rate of descend of not more than 5 m/s.
 Not damage its parachute or attachment while burning.
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HAND FLARES:

The hand flare shall:

 Be contained in a water resistant casing.

 Have brief instructions or diagrams clearly illustrating the use of the hand flare printed
on its casing.
 Have a self contained means of ignition.
 Be so designed as not to cause discomfort to the person holding the casing and not
endanger the survival craft by burning or glowing residues when used in accordance
with the manufacturer’s operating instructions.
 Date of expiry to be indicated on the container.

The hand flare shall:

 Burn with a bright red color.

 Burn uniformly with an average luminous intensity of not less than 15,000 cd.
 Have a burning period of not less than 1 min.
 Continue to burn after having been immersed for a period of 10 sec under 100mm of
water

SMOKE SIGNALS shall:

 Emit smoke of a highly visible color (ORANGE) at a uniform rate for a period of at
least 15 min when floating in calm water.
 Not ignite explosively or emit any flame during the entire smoke emission time of the
signal;
 Not be swamped in a seaway and capable of withstanding drop test.
 Continue to emit smoke when fully submerged in water for a period of at least 10 sec.
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Global Maritime
Distress and Safety
System (GMDSS)

Ship distress and safety

communications
entered a new era on
1st February 1999 with
the full implementation
of the Global Maritime
Distress and Safety
System (GMDSS) - an
integrated
communications
system using satellite
and terrestrial radio
communications to
ensure that no matter
where a ship is in distress, aid can be dispatched.

The GMDSS was developed by the International Maritime Organization (IMO), the specialized
agency of the United Nations with responsibility for ship safety and the prevention of marine
pollution, in close co-operation with the International Telecommunication Union (ITU) and
other international organizations, notably the World Meteorological Organization (WMO), the
International Hydrographic Organization (IHO) and the COSPAS-SARSAT partners.

Under the GMDSS, all passenger ships and all cargo ships over 300 gross tonnage on
international voyages have to carry specified satellite and radio communications equipment, for
sending and receiving distress alerts and maritime safety information, and for general
communications. The regulations governing the GMDSS are contained in the International
Convention for the Safety of Life at Sea (SOLAS), 1974.

The GMDSS requirements are contained in Chapter IV of SOLAS on Radio communications

and were adopted in 1988. The requirements entered into force on 1 February 1992 but
provided for a phase-in period until 1 February 1999.

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AIS
The Automatic Identification System (AIS) is an automatic tracking system used for collision
avoidance on ships and by vessel traffic services (VTS). When satellites are used to detect AIS
signatures, the term Satellite-AIS (S-AIS) is used. AIS information supplements marine radar,
which continues to be the primary method of collision avoidance for water transport.

Information provided by AIS equipment, such as unique identification, position, course, and
speed, can be displayed on a screen or an ECDIS. AIS is intended to assist a vessel's watch
standing officers and allow maritime authorities to track and monitor vessel movements. AIS
integrates a standardized VHF transceiver with a positioning system such as a GPS receiver,
with other electronic navigation sensors, such as a gyrocompass or rate of turn indicator.
Vessels fitted with AIS transceivers can be tracked by AIS base stations located along coast
lines or, when out of range of terrestrial networks, through a growing number of satellites that
are fitted with special AIS receivers which are capable of deconflicting a large number of
signatures.

The International Maritime Organization's International Convention for the Safety of Life at
Sea requires AIS to be fitted aboard international voyaging ships with 300 or more gross
tonnage (GT), and all passenger ships regardless of size.

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VDR
Voyage Data Recorder, or VDR, is a data recording system designed for all vessels required to
comply with the IMO's International Convention SOLAS Requirements (IMO Res.A.861 (20))
in order to collect data from various sensors on board the vessel. It
then digitizes, compresses and stores this information in an externally mounted protective
storage unit. The protective storage unit is a tamper-proof unit designed to withstand the
extreme shock, impact, pressure and heat, which could be associated with a marine incident
(fire, explosion, collision, sinking, etc.).

The protective storage unit may be in a retrievable fixed unit or free float unit (or combined
with EPIRB) when the ship sinks in a marine accident. The last 12 hours (48 Hours for the 2014
regulations MSC.333 (90)) of stored data in the protected unit can be recovered and replayed by
the authorities or ship owners for incident investigation. Besides the protective storage unit, the
VDR system may consist of a recording control unit and a data acquisition unit, which are
connected to various equipment and sensors on board a ship. The new MSC.333 (90)
regulations also state a minimum of 30 days of recorded data must be held internally (this could
be within the recording control unit, data acquisition unit, Main Electronics Unit depending on
the manufacturers terminology).

Although the primary purpose of the VDR is for accident investigation after the fact, there can
be other uses of recorded data for preventive maintenance, performance efficiency monitoring,
heavy weather damage analysis, accident avoidance and training purposes to improve safety
and reduce running costs.

The information recorded in the unit(s), sometimes

also called Black box for ship, may include the
following information:

 Position, date, time using GPS

 Speed log – Speed in Water/ Over Ground
 Gyro compass – Heading
 Radar* – As displayed or AIS data if no off-
the-shelf converter available for the Radar video
 ECDIS* – A screen capture every 15 seconds
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and a list of navigational charts in use every 10 minutes or when a chart change occurs
 Audio from the bridge, including bridge wings
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 VHF radio communications

 Echo sounder* – Depth under keel
 Main alarms* – All IMO mandatory alarms
 Hull openings* – Status of hull doors as indicated on the bridge
 Watertight & fire doors* status as indicated on the bridge
 Hull stress – Accelerations and hull stresses
 Rudder* – Order and feedback response
 Engine/Propeller – Order and feedback response
 Thrusters* – Status, direction, amount of thrust % or RPM
 Anemometer and Weather Vane* – Wind speed and direction

MMSI

A Maritime Mobile Service Identity (MMSI) is a series of nine digits which are sent in
digital form over a radio frequency channel in order to uniquely identify ship stations,
ship earth stations, coast stations, coast earth stations, and group calls. These identities are
formed in such a way that the identity or part thereof can be used by telephone and telex
subscribers connected to the general telecommunications network to call ships automatically

ECDIS
An Electronic Chart Display and Information System (ECDIS) is a geographic information
system used for nautical navigation that complies with International Maritime
Organization (IMO) regulations as an alternative to paper nautical charts.

ARPA
Marine radar with Automatic Radar Plotting Aid (ARPA) capability can create tracks using
radar contacts. The system can calculate the tracked object's course, speed and closest point of
approach (CPA), thereby knowing if there is a danger of collision with the other ship
or landmass.

GENERAL ALARM & PUBLIC ADDRESS SYSTEM

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Explained in C12 fire fighting & fire prevention.

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NAVTEX
Navtex (Navigational Telex) is an international automated medium frequency direct-printing
service for delivery of navigational and meteorological warnings and forecasts, as well as
urgent maritime safety information to ships.
Navtex was developed to provide a low-cost, simple, and automated means of receiving this
information aboard ships at sea within approximately 370 km (200 nautical miles) off shore.
Navtex is a component of the International Maritime Organization/International Hydrographic
Organization Worldwide Navigation Warning Service (WWNWS). Navtex is also a major
element of the Global Maritime Distress Safety System

MARINE VHF

Marine VHF radio refers to the radio frequency range between 156.0 and 174 MHz, inclusive.
The "VHF" signifies the very high frequency of the range. In the official language of
the International Telecommunication Union the band is called the VHF maritime mobile band.
In some countries additional channels are used, such as the L and F channels for leisure and
fishing vessels in the Nordic countries (at 155.5–155.825 MHz).
Marine VHF radio equipment is installed on all large ships and most seagoing small craft. It is
also used, with slightly different regulation, on rivers and lakes. It is used for a wide variety of
purposes, including summoning rescue services and communicating.
A marine VHF set is a combined transmitter and receiver and only operates on standard,
international frequencies known as channels. Channel 16 (156.8 MHz) is the international
calling and distress channel. Transmission power ranges between 1 and 25 watts, giving
a maximum range of up to about 60 nautical miles (111 km) between aerials mounted on tall
ships and hills, and 5 nautical miles (9 km; 6 mi) between aerials mounted on small boats at sea
level. Frequency modulation (FM) is used, with vertical polarization, meaning that antennas
have to be vertical in order to have good reception.
Modern-day marine VHF radios offer not only basic transmit and receive capabilities.
Permanently mounted marine VHF radios on seagoing vessels are required to have certification
of some level of "Digital Selective Calling" (DSC) capability, to allow a distress signal to be
sent with a single button press.
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ANEMOMETER

An anemometer is a device used for measuring the speed of wind, and is also a
common weather station instrument. The term is derived from the Greek word anemos, which
means wind, and is used to describe any wind speed measurement instrument used
in meteorology.

ECHO SOUNDER & DOPPLER LOG

Echo Sounding is a type of sonar used to determine the Depth of water by transmitting sound
pulses into water. The time interval between emission and return of a pulse is recorded, which
is used to determine the Depth of water.

Doppler / Speed Log is an instrument, used in ships, to measure ship's relative speed with
water (in which it is traveling) by the use of Doppler effects on transmitted/reflected sound
waves.

GYROCOMPASS
A Gyrocompass is a type of non-magnetic compass which is based on a fast-spinning disc and
the rotation of the Earth (or another planetary body if used elsewhere in the universe) to find
geographical direction automatically.
Gyrocompasses are widely used for navigation on ships, because they have two significant
advantages over magnetic compasses
* They find true north as determined by the axis of the Earth's rotation, which is different from,
and navigationally more useful than, magnetic north, and
* They are unaffected by ferromagnetic materials, such as in a ship's steel hull, which distort
the magnetic field.

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SURVIVAL AT SEA

REQUIREMENTS FOR SURVIVAL:

1) Any person involved in an emergency should try to remain dry.

2) The body losses heat 26 times faster when immersed in water so water proof suit is
required.
3) Avoid unnecessary swimming. This will conserve valuable energy.
4) Float on the surface in a HELP position (HEAT EXCHANGE LESSENING
POSTURE) with the knees clasped up against the chest. This position conserves the
body heat.
5) When in group, float in HUDDLE position.
6) Keep the morale up and will to survive.
7) To avoid panic action.
8) Tie all the survival crafts together as quick as possible after launching.

DANGERS TO SURVIVORS:

HEAT STROKE:

A serious condition where the body temperature rises above the normal to 40°C or more.
It is caused by prolonged exposure to very hot or very humid condition.

SYMPTOMS:

 Hot and dry skin with rapid pulse rate.

 The patient may appear flushed and could experience some confusion, unconsciousness
may follow.

SUN STROKE:

Sun stroke can occur when there is exposure to the hot sun with high temperature and in
the absence of wind.

SYMPTOMS:

 The patient gets headache, dizziness and feels hot

 Sunstroke may sometimes be fatal.

COLD AND HYPOTHERMIA:

It means loss of core body temperature. The majority of deaths are caused by
hypothermia during and after the ship wrecks.
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SYMPTOMS:

 Shivering
 Semi unconscious
 Loss of muscle control
 Fully unconscious and collapsing.

TREATMENT:

 Cover the body by blankets

 Wear the Thermal protective aids
 Do not give any liquid items and never administer massage without the presence of
doctor or a medical expert.

SEA SICKNESS:

The most seasoned seamen will get the seasickness in a life raft, this happens due to the
loss of body fluids and sea sickness tablets should be given as soon as the seamen board
the survival craft.

DEHYDARTION DUE TO DRINKING OF SEA WATER:

Consuming of sea water is to be avoided at all costs, as it will induce more thirst and
cause de-hydration.

Competency No. 13 : Operate life saving appliances.

Course Covered 13.4 : Safe working practices.

All Safe Working Practices are covered during class lectures.

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IMO POLAR GUIDE IN REFERENCE TO SOLAS

MUSTER LIST OR STATION BILL

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IMO SYMBOLS ~ LSA

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