SOLAS Training Manual

Seacor Marine (International) Limited
FOREWORD

This Training Manual is provided to comply with current requirements under SOLAS
Section V Regulation 35 and MSN 1676 schedule 14 as amended.

The purpose of this Training Manual, which consists of one volume, is to provide all
members of the ships company with instructions and information on the Life Saving
Appliances provided on the ship and on the best methods of survival.

The Training Manual can also be used as a frame work and reference source for those
personnel whose duty it is to give instructions to other members of the crew in the use
of the ships Life Saving Appliances and in survival at sea.

In addition it is intended as a reference source for all members of the crew and a copy
should be provided in each crew mess room and recreation room in order that there is
ready access to the contents.

The Ships Safety Officer is responsible for the updating and maintenance of this
manual.

Any instructions or information relating to any life saving equipment received on
board is to be inserted into this manual.

Page 1 Section 1

SOLAS TRAINING MANUAL

CONTENTS

SECTION TOPIC

1. MUSTERING AND EMERGENCY
INSTRUCTION
2. LIFE J ACKETS
3. EXPOSURE, HAZARDS AND PROTECTION
4. IMMERSION SUITS
5. THERMAL PROTECTIVE AIDS
6. ILLUMINATION IN LAUNCHING AREAS
7. PROTECTION IN LAUNCHING AREAS
8. LIFE BOATS
9. RESCUE BOATS
10. LIFE RAFTS
11. RADIO EQUIPMENT
12. PYROTECHNICS
13. LIFEBUOYS, LIGHT AND SMOKE SIGNALS
14. RETRIEVAL INCLUDING LINE THROWING
APPLIANCE
15. INFORMATION & INSTRUCTIONS FOR LSA
EQUIPMENT

Page 2 Section 1

SECTION 1

Mustering and Emergency Instructions

LOCATIONS OF MUSTER LISTS/DUTIES

Muster List duties are posted at the following locations:-

Mess Room
Every Cabin

EMERGENCY MUSTER SIGNALS

LIFE RAFT STATIONS
A succession of 7 or more short blasts followed by one prolonged blast on the whistle
or alarm bells.

FIRE ALARMS
Continuous ringing of the alarm bells.

MAN OVERBOARD
Continuous warble on electric bell.

Your Muster number and Muster station are shown on the Emergency Card displayed
in your cabin. By using your Muster number, your duties will be defined on the
Muster list posed in

Mess Room
Every Cabin

Page 3 Section 1

Page 4 Section 2
SECTION 2

LIFEJACKETS

LOCATION OF LIFEJACKETS
TYPE LOCATION NO.


Page 5 Section 2

DONNING LIFEJACKET

On hearing the Emergency Life raft Station Signal, don the lifejacket as shown in the
illustrations on the following pages and ensure all instructions are observed.

The Lifejacket is to be put on over all clothing.

The Lifejackets are each supplied with a whistle kept in a small pocket on the right
side of the waist band.

MAINTENANCE

In the normal course of events the Lifejacket requires little or no maintenance,
however the following should be borne in mind:

If the Lifejacket has come into contact with salt water or spray, before restoring it
should be fresh water rinsed, paying particular attention to the stitching areas and
cords never restore when wet.

In the event that signs of the stitching rotting or damage to the fabric (tears etc) are
apparent, then the lifejacket should be disposed off and replaced with an undamaged
one.
Ensure that retro reflective tape patches are well secure to the Lifejacket replace with
new ones if signs of peeling are observed.

If the Lifejacket comes into contact with oil or solvent, check carefully for damage.

AT EACH DRILL CHECK YOUR LIFEJACKET LOOK AFTER IT TO SAVE YOUR LIFE.


Page 6 Section 3

SECTION 3

EXPOSURE HAZARDS AND PROTECTION

This section contains a copy of the following relevant documents

Personal Survival at Sea (D.T.I. UK)

A Pocket Guide to Cold Water Survival (I.M.O.)


Page 7 Section 4
SECTION 4

IMMERSION SUITS

TYPE OF SUIT LOCATION NUMBER


Page 8 Section 4
IMMERSION SUITS MARINE PURPOSE

The prevention of hypothermia and the use of Immersion suits have in recent years
received considerable attention. Realising the fact that in an emergency at sea the
cold is the worst enemy of the survivors (80 pct of death casualties at sea are due to
hypothermia) the revised Chapter III of the IMO Regulations (1986) requires that
certain types of ships are provided with Immersion suits and Thermal protective Aids
for crew/passengers.

Tests have shown that these suits increase the chances of survival. In extreme
situations ad in cold waters they are often a condition for survival.

An Immersion suit is defined as a protective suit which reduces the loss of body heat
of a person in cold water.

To meet the requirements the suits are made in several designs and fabrics which
allow body heat to evaporate but at the same time is completely watertight.

CARE OF IMMERSION SUITS

Immersion suits are serviced every three years and would not normally need any
specific attention between services. They should be kept in a dry place and not used
for other than their intended purpose. They are designed to be used with an approved
lifejacket. They are not a buoyancy aid. Should the need arise to use a suit for a boat
transfer or similar it should be rinsed with fresh water after use and hung to dry
thoroughly before being stowed away.
Any problems should be reported to the office for attention.


Page 9 Section 5

SECTION 5

THERMAL PROTECTIVE AIDS

A thermal protective aid is a wind tight and waterproof suit provided protection
against cold for a limited period of time until the wearer reaches the life raft or other
rescue equipment.

This kind of suit is only used once.

This vessel is not supplied with Thermal Protective Aids.


SECTION 6

ILLUMINATION IN LAUNCHING AREA

Illumination in launching areas is provided by the following:-

MAIN LIGHTING
LIGHT TYPE LOCATION SWITCH POSITION

EMERGENCY LIGHTING
LIGHT TYPE LOCATION SWITCH POSITION

Page 10 Section 6

SECTION 7

PROTECTION IN LAUNCHING AREAS

INFLATABLE BOAT LAUNCHING AREAS

The area may be affected by overboard discharges from the following locations.

COOLING WATER OUTLETS

These outlets will only effect the launching of the boats if the vessel is in extreme
light condition, therefore these outlets will only have to be stopped under the most
extreme conditions

LOCATION OF TRIPS

The control for these discharges is located in the Engine Room.

In the event that this boat is to be launched the following cautions should be observed.

The senior officer at the boat is to request the Engine Room Staff to stop the
discharges from these pumps.
Page 11 Section 7

SECTION 8

LIFEBOATS

Lifeboats not carried on our vessels therefore this section is not applicable.

Page 12 Section 8

SECTION 9

RESCUE BOATS

RESCUE BOATS LOCATION

TYPE LOCATION LAUNCH SYSTEM

STARTING PROCEDURE

a) Switch on the battery isolators

b) Set the throttles to the start position

c) Pump up the fuel bulbs

d) Operate the start switch to start the engines ensuring they tick over at a fast
(2000 RPM) tick over.

Full details can be found in the Boat Manual located in the ISM Manual

The main purpose of the boat is to pick up survivors and to round up the life rafts in
one position.

Page 13 Section 9

TROUBLE SHOOTING CHART

ENGINE DOES NOT START
FUEL

Is there
Fuel in Carb

Yes No

Fuel Tank Empty Fuel Tank add Fuel

Fuel is deteriorated
or Dirty
Fuel Hoses

Replace Fuel Leakage / Flattened

RESTART

Yes Okay

No

Spark Plug Plug Cap

Incorrect Gap, Carbon deposits,
Dirty, Oiled or Burned
Faulty, No Contact

Adjust, Clean or Replace Replace

RESTART

Yes Okay No Change Engine

Call Office

Page 14 Section 9

RESCUE CRAFT STANDARD SPARES AND EQUIPMENT CHECKLIST

PR 30/33 Spares & Equipment
Item Qty Item Qty
Spare Engine 1 Patch Kit and Glue 1
First aid Kit, as per MSN 1726
(M+F)
1 AC 09 Spray 1
Drogue 1 Insulation Tape 1
Set of Paddles 1 Towing Line 1
Foot Pump 1 Hydraulic Oil (Litre) 1
Fire Extinguishers (2Kg) 2 Signal Torch 1
Radar Reflector 1 Signal Card 1
Flask 1 Fixed Searchlight 1
Navigation Lamps 2 Portable Searchlight 1
Boat hook 1 Galvanised Bucket 1
J ason Cradle 1 Lifebuoys 4

PR 30/33 Pyrotechnics
Item Qty
Rocket Parachute flares (Red) 2
Hand Held flares (Red) 2
Smoke markers 2

FRC Spares and Equipment
Item Qty Item Qty
Spare Engine 1 Radar Reflector 1
First aid Kit, as per MSN 1726
(M+F)
1 Yamaha Tool Kit 1
Flexible junction Airway 1 Patch Kit and Glue 1
Lightweight foil hypothermia
blankets
20 AC 90 Spray 1
Surgical collar, regular and tall
1
ea
Insulation Tape 1
Drogue 1 Navigation Lamps 2
Boat hook 1 Bailer 1
Foot Pump 1 Quoits 2
Fire Extinguisher (1Kg) 1 Paddles 2

Each ship has been supplied with a Tool Kit; ensure the whole tool kit is transferred at
handover.

Each Daughter Craft is supplied with a navigation pack, which should be carried on
board. On completion of duty the navigation pack should be returned to bridge for
safekeeping.

Full instructions for the use of rescue craft can be found in the boat manual
section of the ISM manual and should be referred to.
Page 15 Section 9

SURVIVAL PROCEDURES

Please refer to the following sections of this manual for advice on Survival
Techniques and Procedures.

Section 3 Exposure Hazards and Protection
Section 9 Life rafts
Section 13 Retrieval, including Line Throwing Appliance.

The following points are however pertinent to the manning of life boats in an abandon
ship situation.

(1) Keep the boat and personnel as dry as possible.
(2) The boats should be used to:-

(a) Search for and recovery of personnel in the water.
(b) Search for and round up in one position all other survival craft.
(c) Boat can be used as lead vessel when more than one craft tied together
to maintain string of craft head to wind on sea.
(d) The engine should be sued for essential duties only.

SEA ANCHORS

Purpose:

The purpose of a lifeboat, rescue or inflated boat sea anchor is twofold i.e. to hold the
boat in a position where it is heading into the wind and sea, and to reduce wind
induced drift.

By keeping the boat head to wind and sea the boat will be on the most comfortable
heading and the risk of the boat being swamped will be reduced.

In the case of an abandonment, a reduction in drift will make the task of the search
and rescue operation easier as a result of a boat remaining as close as possible the
abandon ship position.

Page 16 Section 9

CONSTRUCTION
The sea anchor provided in an open lifeboat is of conical or pyramidal shape with a
small opening at the apex. This type of sea anchor is constructed of canvas with
roped seams, the roping forming an eye at the apex and bridle at the end with the large
opening. An eye is formed in the bridle for attaching the hawser which is three times
the length of the lifeboat. Attached to the eye at the apex is the tripping line which
can be used for recovering the sea anchor.

The sea anchor in a totally or partially enclosed lifeboat or a rescue boat will usually
be made of a synthetic material which is porous and slightly stiff. It will be conical in
shape, closed at the apex and will not be provided with a tripping line or oil bag. The
hawser will be of a synthetic material, of braided construction 30 metres in length and
connected to a bridle at the open end of the sea anchor.

The sea anchor in an inflated boat will either be similar to that in a rescue boat or be
made of a light synthetic material roughly in the shape of a parachute.

USE
Following an abandonment and after a lifeboat or rescue boat has cleared the ship the
sea anchor should be streamed except in flat calm conditions when it will be unable to
perform any useful function. The sea anchor can also be used by a rescue or inflated
boat in a rescue situation for example, following an engine failure or if it is necessary
to heave to.

The ends of the hawser and tripping line where fitted should be secured in the boat,
the hawser passed through the fairlead in the bow and the sea anchor paid out with
sufficient slack in the tripping line to ensure that the open end of the sea anchor is
facing the boat. In adverse weather conditions the hawser should be slacked down
under control e.g. by taking a turn round the forward thwart.

During prolonged use of the sea anchor the hawser should be protected from chafe by
wrapping something suitable round it where it passes through the fairlead or by
slacking it down periodically to expose a fresh part of the hawser to the fairlead.

Page 17 Section 9

SECTION 10

LIFE RAFTS

LOCATION OF LIFE RAFTS

LOCATION TYPE

HYDROSTATIC RELEASE

All life rafts on this vessel are equipped with hydrostatic releases.

If time does not permit manual launching of the rafts, they will be released automatically
at a depth of 24 metres.

In order to ensure that these releases are fully efficient they must never be painted.

TYPES FITTED

LOCATION TYPE

Descriptions of these types of hydrostatic releases follows:-

Page 18 Section 10

Berwyn Hydrostatic release unit Mk 7
Page 19 Section 10

LAUNCHING

Life rafts to be released under instructions from senior officers.

Instructions for launching follow:

Dependant upon the manufacturer of your rafts, a variation of the following instructions
will be found within the life raft, regardless of the manufacturer, the following guidelines
are pertinent to assist your survival in the unfortunate event of you having to abandon
ship.

Read them now to familiarize yourself with them:-
Page 20 Section 10

Page 21 Section 10

I. IMMEDIATE PRECUATION WHEN ENTERING THE LIFE RAFT

1. Cut the release cord/painter using the knife and get away from the sinking ship.
2. Look out for the pick up other survivors using the rescue line and quoit.
3. Throw out the drogue and line.
4. Safety valve whistling. As soon as the overpressure has declined close the Safety
valve with the rubber plug hanging by the valve.
5. Read the instructions carefully.

1. Release valve
2. Floating Knife
3. Inflation valve
4. Water Sachets
5. Rainwater collection device
6. Rescue line with quoit
7. Internal light
8. External light
Page 22 Section 10

II FURTHER INSTRUCTIONS

Staying in the Raft
The command on board the raft is assigned to an officer or the most experienced
person among those in distress. This person will allocate drinking water, emergency
rations etc. further, you should make yourself familiar with the interior and functions
of the raft. Also sit or lie closely together to keep warm.

Emergency pack and first aid equipment
An emergency pack is attached to buoyancy tubes and the bottom of one side of the
raft. The emergency pack contains, among other things, a first aid kit with
instructions for use. Paddles have been attached to the top of the emergency pack,
and at the sides there are bags with bellows and repair kit.

Assemble the means of lifesaving
During rescues involving several rafts, these shall be interconnected as far as possible.
The distance between rafts should be a minimum of 12 metres.

Dry the life raft (Inflate bottom and canopy)
Bale out all bottom water as fast as possible. After this use the sponge (in the
emergency pack) to dry up the remaining water. It is important to inflate both the
bottom and the canopy since this provides proper insulation against the cold.

The double bottom and canopy of the raft are inflated manually with the bellows lying
in the bag by the emergency pack. Inflation valves mounted at the bottom and at the
canopy of the raft are connected to the filling hoses of the bellows. After the inflation
which should not be excessive the caps (covers) are screwed on. If the survivors
have become wet, their clothes should be taken off with all speed, first down to the
waist; wring their clothes as hard as possible; wet clothes are better than nothing.

DROGUE AND LINE (SEA ANCHOR)

Purpose
The purpose of a life raft sea anchor is twofold i.e. to reduce wind induced drift and to
contribute to the stability of the life raft in a seaway. Two sea anchors are provided.
One is permanently rigged and the other is a spare. The former is secured to the raft
in such a position that the life raft will life oriented to the wind in the most stable
manner and such that the canopy opening will not be facing directly towards the wind.

Construction
Life raft sea anchors were formerly made of a light synthetic material roughly in the
shape of a parachute. This was found to be a most inefficient design and life raft sea
anchors are now conical in shape. The material is synthetic, porous and slightly stiff
and there is no opening at the apex. Such sea anchors are relatively easy to recover
and do not require to be fitted with a tripping line. The bridle is designed to prevent
the sea anchor tumbling through the bridle and fouling. This design is of a smaller
Page 23 Section 10

scale version of the sea anchor which may be found in totally and partially enclosed
lifeboats and in rescue boats.

Use
Following an abandonment the sea anchor permanently rigged to the life raft should
be deployed when the life raft has cleared the ship. The sea anchor can also be used
to assist in manoeuvring the life raft away from the ship by throwing it out in the
direction of travel and then hauling it in.

In heavy seas the sea anchor will help to reduce the drift of the life raft and will
supplement the effect of the water pockets in improving the life rafts stability and
reducing the risk of the life raft being capsized.

Closing entrances and checking top lights
Close the entrances (see instructions mounted to the canopy at the entrances inside the
raft). A light (top light) has been mounted outside at the top of the life raft, another
has been placed inside the raft. Both lights switch on automatically when the raft has
been inflated and comes into contact with water. If one or both lights are out of
operation, try to location the fault if possible. Inside the raft, close to the light there is
an of/off switch so you ay put out the light and save power by daylight.

Repairing the raft in case of damage
The repair kit is located at the bottom of the raft by the entrance. Any minor leakage
etc. may be sealed provisionally using leak stoppers included in the repair kit or, at a
pinch, using wet cloths. Outboard damage may be sealed by putting the weight over
at the opposite side of the raft, thus lifting the damage point above the water for
repair. Dry leakage may be provisionally repaired using adhesive tape which has also
been supplied in the repair kit. However, it should be repaired as soon as possible
using proper patches and rubber glue which have also been included in the repair kit.

Signal equipment
The emergency pack contains rockets and hand flares; prepare these for use. Study
carefully the signal directions so that they may be used immediately when you hear or
see ships or aircraft in the area. Use the signals with care do not fire everything off
in one go. First use the signal light to signal:
---

If you are not observed, fire a rocket or light a hand flare. In sunny weather use the
signal mirror. If there is any radio equipment on board, it should be rigged to the
directions included.

ADVICE FOR THE PERSON IN CHARGE

Duty schedule.
A duty schedule should be prepared to ensure that a watchman will be placed at the
raft entrance at all times for observation of any ships or aircraft. Open the entrance as
Page 24 Section 10

little as possible and at intervals only. Have somebody else carry out the task of
drying up condensation water using the sponge so as to keep the raft as dry as possible
at all times.

Protection against cold and heat.
As mentioned above, you will have to inflate the bottom and canopy for effective
insulation. Further, the various packing materials from the emergency pack (foam
rubber and cardboard) may be used for additional insulation by putting it at the
bottom. It is more important to have something under you than over you. When the
sun is strong, deflate the bottom for cooling, and keep the entrances open. Protect
your face and head from the sun. for the night dry up the raft inside, inflate the
bottom, and close the entrances if deemed necessary.

Emergency rations.
Do not hand out any emergency rations for the first 24 hours. Thus the body will
grow accustomed to a reduced consumption and those who suffer from seasickness
will probably have become used to the movements of the raft. The rations of the
equipment are divided into equal portions, so that the survivors share the first ration
after the first 24 hours, preferably distributed over three periods within twenty-four
hours. The rations are intended for a stay of our to five days. Rainwater, which may
be used as drinking water, is caught in a rainwater catchment. The rubber valve at the
canopy draws off the rainwater into plastic bags hanging in the raft. Do not use the
first draw off since it will contain salt. Never drink salt water, apart from being
extremely dangerous, it will only make you more thirsty.

Regulations.
The person in command should lay down regulations. But some aspects should be
stressed. One of the most important is the maintenance if discipline under the person
in command. Some survivors will have been shocked by the situation that they find
themselves in but it is the person in commands duty to make it clear to everyone that
the situation is far from hopeless. The rafts have been designed and equipped for this
situation.

Smoking
It is up to the person in command to decide whether this should be permitted in the
raft. It is not recommended, not only because of the fire hazard, but it also can cause
seasickness and increases thirst.

Re filling the raft
After some time in the raft it may become necessary to top up the buoyancy chambers
ad canopy arches. The inflation valves are inside the raft, one at each buoyancy tube
and one to each arch. Connect the bellows hose t the valves (marked Re-filling) and
inflate until the tubes become hard. Do not forget to replace the caps on the valves
after re-filling is completed.

Arrival of rescue craft
Page 25 Section 10

If a rescue craft has observed the raft, preparations should be made for a fast rescue.
Make sure everyone is wearing lifejackets you may have to deflate the canopy by
puncturing the support arches using a sharp object. Be ready to receive a line from
the rescue craft.

Towing
If during a rescue the raft has to be towed, see that the towline is attached to the crow
foot arrangement, its patches or the release cord/painter (do not put the line around the
raft).

Helicopter rescue
During a rescue by helicopter, it is necessary to deflate the canopy otherwise it will
act as a sail and restrict the efficiency of the rescue attempt.

Righting a capsized raft
In the event that the raft has inflated in a capsized position, it is easy to right. The
side of the raft where the CO2 cylinder is attached lies deepest in the water. This is
marked Right Here. Stand with your feet on the cylinder, hold onto the righting
strap (placed across the bottom of the raft), manoeuvre the raft so that the opposite
side is facing the wind, throw the body backwards while holding onto the righting
strap and keeping the feet on the cylinder. When the wind is exceptionally strong, the
lifeline can be tied around the waist to prevent the raft being blown away. A non-
swimmer should keep hold of the righting strap and allow the raft to fall over him (the
rubber raft will not injure him). He can then work his way back to the rafts entrance
under the water, holding on to the strap or the lifeline.

ADDITIONAL INFORMATION ON HOW TO SURVIVE ON THE RAFT

Frost Bite
As this is not painful it may occur without the person himself noticing it. Signs are
that the affected parts become white so watch the other persons onboard for white
spots. The tip of the nose, earlobes, fingers and toes are the most easily affected parts.
Blood circulation may be started again by slow and careful heating and by gentle
movements of the frost bitten parts. DO NOT RUB

Immersion Foot
This is caused by continuously wet feet and is avoided by keeping the raft floor as
well as the feet themselves as dry as possible. Immersion foot cause severe pain but is
treated the same way as frost bite. DO NOT RUB

Warm Weather
Keep the entrance openings of the canopy as large as possible taking the conditions of
the sea and wind into account. Do not let persons onboard prevent a good through
draft by blocking the openings with their bodies. Temperatures inside the canopy
may be lowered by splashing sea water on the canopy roof.

Page 26 Section 10

Loss of body moisture through perspiration should be kept at a minimum as this will
cause thirst with consequent demand for drinking water. This loss may be kept own
by soaking a shirt, sweater or any other piece of clothing in sea water and putting it
back on next to the body.

Lookout
It is very important that a permanent lookout for help is kept both day and night. The
moment in which the attention of a rescue ship or aircraft may be drawn to the raft is
often very short indeed, and must not be missed. Heavy sea makes spotting difficult
unless something is done to attract the rescuers attention.

Help Spotting Of The Raft
By using the mirror (found in the equipment container) for flashes in daylight, and the
flashlight during the night. Flash signals have under favourable conditions been seen
fro the air as far as 15 miles away.

Morale
Remember that the worst enemy facing a shipwrecked is terror but this is also closely
related to the WILL TO SURVIVE. And this will to survive has won many victories
against the overwhelming odds.

The equipment supplied in the life rafts is as follows:

(a) Knife
(b) Sponges
(c) Baler
(d) Rescue Line
(e) Inner Light
(f) Instruction Card
(g) Bellows
(h) Repair Kit
(i) Sea Anchors
(j) Paddles
(k) Lights
(l) Torches
(m) F.W. Tins
(n) First Aid Kit
(o) Torch Bulb
(p) 12 Hand Flares
(q) 2 Parachute Rockets
(r) Torch Cells
(s) Tin Opener
(t) Anti Sea Sickness Pills

Page 27 Section 10

SECTION 11

RADIO LIFE SAVING EQUIPMENT

Your ship is fitted with the following radio life saving equipment.

ITEM TYPE SERIAL NO BAT. TYPE EXP

Page 28 Section 11

INTERNATIONAL MORSE CODE
The International morse code characters are:
A .-
B -...
C -.-.
D -..
E .
F ..-.
G --.
H ....
I ..
J .---
K -.-
L .-..
M --
N -.
O ---
P .--.
Q --.-
R .-.
S ...
T -
U ..-
V ...-
W .--
X -..-
Y -.--
Z --..
0 -----
1 .----
2 ..---
3 ...--
4 ....-
5 .....
6 -....
7 --...
8 ---..
9 ----.
Fullstop .-.-.-
Comma --..--
Query ..--..
SOS ---
Alarm Signal ------------
Page 29 Section 11

RADIOTELEPHONE DISTRESS PROCEDURE

1. Ships and fishing vessels compulsorily fitted with radio telephone installations, in
accordance with the Merchant Shipping (Radio Installations) Regulations 1980,
(as amended), and the Merchant Shipping (Radio) (Fishing Vessels) Rules 1974,
(as amended), are required to display in full view of the radiotelephone operating
position a card or cards of instructions giving a clear summary of the radio
telephone distress, urgency and safety procedures.

2. Three cards are used. Two of these are instructional cards; one details the distress
transmitting procedure, and the other includes procedure to be followed on receipt
of safety messages. The third and larger card includes details of the phonetic
alphabet, figure spelling table etc.

3. The form of cards to be displayed are given in this Appendix. The words printed
in bold type should be printed in red.

4. A number of points arise from the use of the cards. In particular:

Card 1. The card should be so placed that it can easily be read from the
radiotelephone operating position. Familiarity with the procedure will be
greater if those concerned have the card before them at all times when they
are on duty.

Card 2. Should be displayed at the place where the listening watch is maintained,
since the radio watch in the case of radiotelephony need not be kept by a
qualified operator, there is a clear need for every person keeping such
watch to be familiar with the prefixes MAYDAY, PAN PAN and
SECURITE, and their meaning.

Card 3. Is primarily for use if language difficulties arise. There is no need for the
card to be permanently displayed, but it is essential that those concerned
know where to find such card when they are on duty.

5. Although provision of the cards is only mandatory for all radiotelephone ships
and fishing vessels to which the Radio Rules and radio Installations Regulations
apply, it is strongly recommended that all ships voluntarily fitted with
radiotelephone equipment using international or distress frequencies should also
display the cards. The cards referred to in the above paragraphs are obtainable
from the manufacturers of the radio equipment installed.
Page 30 Section 11

CARD 1
RADIOTELEPHONE PROCEDURES

NAME OF SHIP................................. CALLSIGN..............................

DISTRESS TRANSMITTING PROCEDURES (M.F. & VHF )
(For use only when IMMEDIATE ASSISTANCE required)

1. Ensure transmitter is switched to 2182kHz (M.F.) or Channel 16 (VHF).

2. If possible transmit two-tone ALARM SIGNAL for 30 seconds to 1
minute.

3. Then say:

MAYDAY, MAYDAY, MAYDAY

THIS IS .......(Ships name or callsign 3 times)
........MAYDAY

followed by ships name or callsign

POSITION

NATURE OF DISTRESS

AID REQUIRED OVER.

4. Listen for a reply and if none heard repeat above procedure, particularly
during the 3 minute silence period commencing at each hour and half hour
(M.F.only - on VHF, Channel 16 is a permanent watch channel, for distress,
safety and calling purposes).

EXAMPLE - If possible ALARM SIGNAL followed by:

MAYDAY, MAYDAY, MAYDAY,
This is NONSUCH, NONSUCH, NONSUCH,
MAYDAY, NONSUCH,
Position 54 25 North 016 33 West,
I am on fireand require immediate assistance, OVER.

Note - If language difficulties arise, use CARD 3.
Page 31 Section 11

CARD TWO


NAME OF SHIP.................................
CALLSIGN..............................

RECEPTION OF SAFETY MESSAGES

Any message which you hear prefixed by one of the following words
concerns SAFETY:

MAYDAY PAN-PAN SECURITE
(pronounced SAY-CURE-E-TAY)

If you hear these words, pay particular attention to the message
and call the master or the officer on watch.

MAYDAY Indicates that a ship, aircraft or other vehicle is threatened
(Distress) by grave and imminent danger and requests
immediate assistance.

PAN-PAN Indicates that the calling station has a very urgent
message
(Urgency) to transmit concerning the safety of a ship, aircraft or
other vehicle, or of a person.

SECURITE Indicates that the station is about to transmit a
message
(Safety) concerning the safety of navigation or giving
important meteorlogical warnings.
Page 32 Section 11

CARD 3


Name of Ship_________________________ Call
Sign_____________________

If language difficulties arise use TABLES 2 and 3 below, send the word INTERCO to indicate that
the message will be in the International Code of Signals. Call out numbers figure by figure as in
TABLE 1.
TABLE 1 Phonetic Alphabet and Figure-Spelling Tables (may be used when transmitting plain
language or code)

Letter Word Pronounced as Letter Word Pronounced as

A Alfa Al fah N November No vem ber
B Bravo Brah voh O Oscar Oss cah
C Charlie Char lee or Shar lee P Papa Pah pah
D Delta Dell tah Q Quebec Keh beck
E Echo Eck oh R Romeo Row me oh
F Foxtrot Foks trot S Sierra See air rah
G Golf Golf T Tango Tang go
H Hotel Hoh tell U Uniform You nee form
I India In dee ah V Victor Vik tah
J J uliett Jew lee ett W Whiskey Wiss key
K Kilo Key loh X X-ray Ecks ray
L Lima Lee mah Y Yankee Yang key
M Mike Mike Z Zulu Zoo loo

Note: The syllables to be emphasized are printed in bold letters.

Figure or mark to Figure or mark to
be transmitted Word Pronounced as be transmitted Word Pronounced as

0 Nadazero Nah-dah-zay-roh 6 Soxisix Sok-see-six
1 Unaone Oo-nah-wun 7 Setteseven Say-tay-seven
2 Bissotwo Bees-soh-too 8 Oktoeight Ok-toh-ait
3 Terrathree Tay-rah-tree 9 Novenine No-vay-niner
4 Kartefour Kar-tay-fower Decimal Point Decimal Day-see-mal
5 Pantafive Pan-tah-five Full Stop Stop Stop

Note: Each syllable should be equally emphasized.
Page 33 Section 11

TABLE 2 TABLE 3
Position in Code from the ` Nature of Distress in Code from
the
International Code of Signals International Code of Signals

1 By Bearing and Distance from a Landmark. Code Words to be
Code letter A (Alfa) followed by a three-figure group Letters transmitted Text of Signal
for ships TRUE bearing from landmark; AE Alfa Echo I must abandon my vessel.
BF Bravo Foxtrot Aircraft is ditched in
position
Name of landmark; indicated and requires
immediate
Code letter R (Romeo) followed by one or more assistance.
Figures for distance in nautical miles. CB Charlie Bravo I require immediate
assistance.
CB6 Charlie Bravo I require immediate
assistance.
Or Soxisix I am on fire
DX Delta X-ray I am sinking
2 By Latitude and Longitude. HW Hotel Whiskey I have collided with surface
craft.
Latitude: Code letter L (Lima) followed by a four-
figure group; (2 figures for Degrees, 2 figures for
Minutes) and either N (November) for Latitude Answer to Ship in Distress
North, or S (Sierra) for Latitude South. CP Charlie Papa I am proceeding to your
assistance

Longitude: Code letter G (Golf) followed by a five- ED Echo Delta Your distress signals are
under-
Figure group; (3 figures for Degrees, 3 figures for stood.
Minutes) and either E (Echo) for Longitude East, EL Echo Lima Repeat the distress position.
Or W (Whiskey) for Longitude West.

NOTE: A more comprehensive list of signals may be found in the
International Code of Signals

EXAMPLES OF DISTRESS PROCEDURE
1. Where possible, transmit ALARM SIGNAL followed by spoken words Mayday
Mayday Mayday . . . (name of ship spoken three times, or call sign of ship spelt
three times using TABLE 1) Mayday . . . (name or call sign of ship) Interco Alfa
Nadazero Unaone Pantafive Ushant Romeo Kartefour Nadazero Delta X-ray.
(Ship in Distress Position 015 Degrees Ushant 40 miles I am sinking.

2. Where possible, transmit ALARM SIGNAL followed by spoken words Mayday
Mayday Mayday . . . (name of ship spoken three times, or call sign of ship spelt
three times using TABLE 1) Mayday . . . (name or call sign of ship) Interco Lima
Pantafive Kartefour Bissotwo Pantafive November Golf Nadazero Unaone
Soxisix Terrathree Terrathree Whiskey Charlie Bravo Soxisix. (Ship) in Distress
Position Latitude 54 25 North Longitude 016 33 West I require immediate
assistance I am on fire.
Page 34 Section 11

SECTION 12

PYROTECHNICS

LOCATION OF PYROTECHNICS

Pyrotechnics are stowed in the following location(s) on this vessel.

LOCATION TYPE NUMBER

Instructions for the use of these signals are given in a diagrammatic form on each
signals; it is very important that these instructions are followed precisely, not only
from the Safety of Personnel point of view, but also to ensure that the best use is made
of them.

For details of the above signals refer to the following pages in this section.

Page 35 Section 12

Pyrotechnic Safety

All Pyrotechnics necessarily contain materials which generate considerable heat.
They are safe and easy to use if the following simple points are observed

1. Learn by heart the purpose of the pyrotechnic devices you carry and know how
and when to use them
2. Follow the manufacturers instructions exactly to obtain optimum performance

3. Carefully read the operating instructions on each label and memorise them for
future use. Remember time saved in an emergency can save lives

4. Store all pyrotechnics in a secure, cool and dry place but make sure they will be
accessible in and emergency. Make sure their whereabouts, together with
operating instructions, are known to all who may need them.

5. Never use pyrotechnics for fun. It is foolish to do so and can also be illegal. They
should only be used for their designed purpose.

6. Never fire time expired pyrotechnics. It may seem harmless to disregard the
manufacturers recommendations but performance may not be as required if this
important point is ignored.

7. Dispose of all out of date pyrotechnics in a safe and responsible manner. The only
safe method of disposal is for them to be collected by a company representative
for correct disposal on shore.

8. A WORD OF WARNING.In the event of a signal failing to operate maintain it
in a firing position for at least 30 seconds. After this time if it still fails to operate
carefully remove the end caps and place it fully submerged in a bucket of water.
The end caps must be removed to enable the water to penetrate thus rendering the
signal harmless.

9. If in doubt about any aspect of pyrotechnic safety contact the manufacturer for
advice.

Page 36 Section 12

SECTION 13

LIFEBUOYS, LIGHTS AND SMOKE SIGNALS

LOCATIONS OF LIFEBUOYS

The location of lifebuoys on your ship are as follows:-

TYPE LOCATION NUMBER

Page 37 Section 13

SECTION 14

RETRIEVAL INCLUDING LINE THROWING APPLIANCE

This section contains copies of extracts from the following publications.

Department of Transport poster SOLAS No. 1

International Aeronautical and Maritime Search & Rescue Manual

A.N.M. No. 4 from the Annual Summary of Admiralty Notices to Mariners (2002)

Page 38 Section 14

Department of Transport

SOLAS No 1 Poster

Helicopters are frequently used for maritime rescues. Given below are some basic guidelines when involved in such
operations. For further information on helicopter rescue operations see Annual Notice No 4 of the Annual Summary of
Admiralty Notices to Mariners.

DO NOT touch the winchman, stretcher or winch hook until it has been earthed.

DO NOT secure any lines passed down from helicopter.

DO NOT fire rockets or use line throwing appliances in vicinity of helicopter.

DO NOT transmit on radio whilst winching is in progress.

DO NOT shine light at the helicopter at night.

DO Steer with wind 30 degrees on

- Port bow if rescue area is aft or amidships.
- On starboard quarter if rescue area is forward.
- A beam wind is also acceptable

DO clear rescue area, secure all loose gear and remove all aerials.

DO fly flag (illuminated at night) to indicate wind direction.

DO illuminate rescue are at night.

DO wear rubber gloves to handle winch wire.

USE OF STROP
a. Grasp strop and put arms and head through loop.
b. Ensure padded part is as high as possible with two straps coming under armpits and up in front of face.
c. Pull toggle down as far as possible.
d. When ready look up and put one arm out and give thumbs up sign.
e. Put arms down beside body
f. Do nothing when alongside helicopter until instructed by crew.

HIGH LINE TECHNIQUE

In bad weather it may not be possible to lower strop on deck, in which case a rope extension will be lowered on deck
and crew should haul in slack as winch wire is paid out. Rope should be coiled on deck.

DO NOT MAKE FAST

When strop is reached use as indicated above (USE OF STROP) and when lifting tend rope extension until end is
reached.

Page 39 Section 14

I.M.O. International Aeronautical and Maritime Search & Rescue Manual

Extracts from Section 2.18, Assistance by Helicopters
A helicopter may be used to supply equipment and/or rescue or evacuate persons. In such
cases the following information will be of value.
The radius of helicopter action usually varies up to 3oo nautical miles from base, but can be
greater, especially with air to air refuelling.
Lifting capacity is between one and up to 30 persons depending on size and type of
helicopter.
Rescue operations involve helicopter crew risks which should be minimised
- It is essential to evaluate the seriousness of the situation, and to ascertain the need
for helicopter assistance.
A helicopters mass may be a factor limiting the number of survivors taken abord each trip
- It may be necessary to reduce the mass of the helicopter by removal of non essential
equipment, or by using minimum fuel loads and advance bases with fuelling
capabilities.
For the evacuation of persons the end of the winching cable may be provided with a rescue
sling, basket, net, litter, or seat.
Experience has shown that when winching a person suffering from hypothermia, especially
after immersion in water, a rescue basket or stretcher should be used to keep the person in a
horizontal position, since winching in a vertical position may cause severe shock or cardiac
arrest.

Rescue Sling
The most widely used means for evacuating persons is the rescue sling.
Slings are suited for the purpose of quickly picking up persons, but are unsuitable for
persons with injuries.
The sling is put on in much the same way as one puts on a coat, ensuring that the loop of the
sling passes behind the back and under the armpits
The person using the sling must face the hook. Hands should be clasped in front as shown.
The person must not sit in the sling, not should the sling be unhooked.

Page 40 Section 14

Double Lift Method
Some SAR helicopter units use the double lift method which consists of a normal rescue
sling, and a seating belt manned by the helicopter crew member.
This method is suitable for pick up of incapacitated persons, from the land, water or the
deck of a vessel, if they are not injured badly enough so that a litter has to be used.
The helicopter crew member puts the person into the sling and conducts the hoist operation.

Rescue Basket
The use of the rescue basket does not require any special measures. To use the basket, the
person merely climbs in, remains seated and holds on.

Rescue Net
The rescue net has a conically shaped bird cage appearance, and is open on one side.
The person to use the net merely enters the opening, sits in the net and holds on.

Page 41 Section 14

Rescue Litter
Patients will in most cases be disembarked by means of a rescue litter.
The evacuation of patients can be done in a special litter provided by the helicopter or in a
litter provided at the site
Bridles are fitted to this litter, and can quickly and safely be hooked on and off,
The litter provided by the helicopter should be unhooked from the winch cable while the
patient is being loaded.
Rescue seat
The rescue seat looks like a three pronged anchor with flat flukes or seats.
Persons to be hoisted merely sit astride one or two of the seats and wraps his arms around
the shank.
This device can be used to hoist two persons at once.

Hi-line techniques
In certain circumstances, typically poor weather, obstructed vision or confined winching area, it
may not be possible to lower the helicopter crewman or lifting harness to the deck from directly
above the vessel. In such cases the Hi line technique may be used.

A weighted line, attached to the aircrafts hook by a weak link, is lowered to the vessel. It
may be illuminated by cyaline lightsticks. The transfer area should give unobstructed
access to the deck edge.
The line should be handled by one member of the vessels crew.
Page 42 Section 14

ONLY WHEN INSTRUCTED BY THE HELICOPTER CREW the slack should be
hauled in (it is advisable to wear gloves)
THE LINE MUST NOT BE MADE FAST.
The helicopter will pay out the line and descend to one side of the vessel while the crewman
continues to take in slack. A second crewmember should coil the spare line into a container,
clear of obstructions.
When the helicopter crewman or lifting harness reaches deck height the line must be hauled
in to bring the winch hook on board. (Considerable effort may be required)
The static discharge line must touch the vessel before contact with the hook is made.
At any time the helicopter may discontinue the operation, in which case the line must be
paid out immediately, clear of any obstructions.
When prepared for winching the helicopter crewman, if present, or a member of the vessel
crew, should indicate to the helicopter by hand signals.
The helicopter will climb and winch in the cable. The line must be paid out maintaining
sufficient force to prevent a swing.
If multiple transfers are required to be made the line should be retained. On the final lift the end
of the line should be released over the side of the vessel.

Helicopter Operations

General
Helicopter operations include landing and winching on land or at sea. Landings on vessels will
normally be done on well-equipped and trained craft. Discussion here will focus on winching
since it may be conducted for various trained and untrained facilities. Winching can be hazardous
to the persons being hoisted, the rescue facility, and others at the scene of the winching.
The final decision about whether it is safe to conduct the winching, subject to agreement of
personnel at the scene, is with the person in command of the rescue facility.
The vessel or ground facility at the rescue scene should be briefed on what is required. A
sample briefing is provided on page 2-22 of the I.M.O. International Aeronautical and
Maritime Search & Rescue Manual. This briefing can be given by another SAR facility
prior to the on-scene arrival of the helicopter.
Guidelines for communication between ship and helicopter can be found in the IAMSAR Manual
page 2-23.

Vessel Preparation
The following information should be exchanged between the helicopter and the vessel;
- The position of the vessel.
- Course and speed to the rendezvous position
- The local weather conditions
- How to identify the vessel from the air. (Such as flags, orange smoke signals,
spotlights, daylight signalling lamps)

Page 43 Section 14

Positioning Of Landing Or Pick Up Areas
As large a stretch of deck which is clear of obstruction should be made available as a pick
up area.
Larger vessels may have areas marked on their decks. These markings are an aiming circle
with H painted in white for landing or a circle with an inner circle painted yellow for
winching only
During the night, pick up area floodlighting should be provided and the floodlights should
be located so as to avoid glare to pilots in flight or to personnel working on the area.
- The arrangement and aiming of floodlights should be such that they are not directed
towards the helicopter and shadows are kept to a minimum.
- The spectrum distribution of the floodlights should be such that the surface and obstacle
markings can be correctly identified.
- Obstacles should be clearly identified by obstacle lights
- Where pick up area floodlighting and obstacle lighting cannot be provided the ship should,
in consultation with the pilot, be illuminated as brightly as possible, particularly the pick up
area and any obstructions, such as masts, funnels, deck gear etc.
Clothing or other objects lying about should be cleared away or secured due to strong air-
wind current from the helicopter.
The helicopter may be able to lift a person from a lifeboat or a life raft secured on a long
painter. However, life rafts have been overturned by the helicopters air current.

Safety Preparations
A briefing to discuss the safety aspects and operational details of helicopter-ship operations
should be held for all involved personnel prior to the operations commencement.
Wherever available, the following fire-fighting equipment or its equivalent should be ready
during helicopter operations.
- At least two dry powder extinguishers with an aggregate capacity of not less than 45kg.
- A suitable foam application system (fixed or portable), capable of delivering a foam
solution at a rate of not less than 6 ltrs per minute for each square metre of clear zone and
sufficient foam compound to enable the rate to be maintained for at least five minutes.
- Carbon dioxide (CO2) extinguishers with an aggregate capacity of not less than 18kg
- A deck water system capable of delivering at least two jets of water to any part of the
helicopter operating area.
- at least two fire nozzles which should be of the dual purpose type
- Fire resistant blankets and gloves
- Sufficient fire proximity suits
- Portable fire fighting equipment for oil fires should be stationed near the disembarkation
space
- If possible, the fire fighting pump should be started and hoses should be connected and kept
in readiness.
For better identification from the air and also for showing the direction of the wind to the
helicopter pilot, flags and pennants should be flown.
All crew members concerned as well as the person to be evacuated should wear lifejackets.
This precaution may be amended when it would cause unjustifiable deterioration of the
condition of the patient to be transferred.
Care should be taken that the patient does not wear loose clothing or headgear.
On no account should the lifting device on the end of the winch be secured to any part of the
ship or become entangled in the rigging or fixtures.
Page 44 Section 14

Ships personnel should not attempt to grasp the lifting device unless requested to do so by
the helicopter.
- Even in this case a metal part of the lifting deice should first be allowed to touch the deck in
order to avoid possible shock due to static electricity.
When helicopter winching is to be done from carriers of flammable/explosive cargo or in
the vicinity of a flammable mixture spillage, the winching must be grounded clear of the
spillage, or the carriers tank venting area in order to preclude a possible fire or explosion
from an electro-static discharge.
The helicopter pilot will want to approach the ship in such a way that the helicopter will
hover into the relative wind and with the pilots side (starboard) closest to the ship as he
approaches.
If the helicopter is to approach in the usual manner, from the stern, the ship should maintain
a constant speed through the water and keep the wind 30 degrees on the port bow.
A free flow of air, as free of turbulence as possible, clear of smoke and other visibility
restrictions, over the pick up area is desired.
These procedures may be modified on instructions from the pilot if communications exist.
Personal belongings should not be taken along.
- Loose gear can become entangled in the winch cable, or pulled up into the helicopter
rotors
Page 45 Section 14

ANNUAL SUMMARY OF ADMIRALTY NOTICES TO
MARINERS

Visual signals used between shore stations in the UK and ships in distress
37. In the event of a ship being in distress off or stranded on the coast of the UK, the following
signals may be used by life-saving stations when communicating with her, and by the ship when
communicating with life-saving stations.

A) REPLIES FROM LIFE-SAVING STATIONS OR MARITIME RESCUE UNITS TO DISTRESS
SIGNALS MADE BY A SHIP OR PERSON:
Signals Signification
By day :- Orange smoke signal or combined light and sound
signal (thunderlight) consisting of three single signals which are
fired at intervals of approximately one minute.
By night :- White star rocket consisting of three single signals
which are fired at intervals of approximately one minute.
You are seen assistance will be
given as
soon as possible
(Repetition of such signals shall have
the same meaning)
If necessary the day signals may be given at night or the night signals by day.

(B) LANDING SIGNALS FOR THE GUIDANCE OF SMALL BOATS WITH CREWS OR PERSONS IN
DISTRESS
By day :- Vertical motion of a white flag or the arms, or
signalling the code letter K ( ) given by light or
sound-signal apparatus.
By night :- Vertical motion of a white light or flare, or
signalling the code letter K ( ) given by light or
sound-signal apparatus. A range (indication of direction) may be
given by placing a steady white light or flare at a lower level and
in line with the observer.

This is the best place to land.

By day :- Horizontal motion of a white flag or arms extended
horizontally or signalling the code letter S ( ) given by light
or sound-signal apparatus.
By night :- Horizontal motion of a white light or flare or
signalling the code letter "S" ( ) given by light or sound-signal
apparatus.

Landing here highly dangerous.

By day :- Horizontal motion of a white flag, followed by the
placing of the white flag in the ground and the carrying of
another white flag in the direction to be indicated and/or a white
star-signal in the direction towards the better landing place or
signalling the code letter S ( ) followed by the code letter
R ( ) if a better landing place for the craft in distress is
located more to the right in the direction of approach or
signalling the code letter L ( ) if a better landing place
for the craft in distress is located more to the left in the direction
of approach.
By night :- Horizontal motion of a white light or flare, followed
by the placing of the white light or flare on the ground and the
carrying of another white light or flare in the direction to be
indicated and/or a white star-signal in the direction towards the
better landing place or signalling the code letter S ( )
followed by code letter R ( ) if a better landing place for
the craft in distress is located more to the right in the direction of
approach or signalling the code letter L ( ) if a better
landing place for the craft in distress is located more to the left
in the direction of approach.

Landing here highly dangerous. A
more
favourable location for landing is in the
direction indicated.

Page 46 Section 14

(C) SIGNALS TO BE EMPLOYED IN CONNECTION WITH THE USE OF SHORE LIFE-
SAVING APPARATUS:

By day :- Vertical motion of a white flag, or the arms.

By night :- Vertical motion of a white flag, or flare.

In general Affirmative
Specifically Rocket line is
held
Tail block is made fast
Man is in breeches buoy
Haul away

By day :- Horizontal motion of a white flag, or the arms, with
arms extended horizontally.

By night :- Horizontal motion of a white flag, or flare.

In general Negative
Specifically Slack away
Avast hauling

(D) SIGNALS TO BE USED TO WARN A SHIP WHICH IS STANDING INTO
DANGER:

The International Code Signals U or NF The letter U ( ..-)
flashed by lamp or made by fog horn, or whistle, etc.

You are running into danger

If it should prove necessary, the attention of the vessel is called to these signals by a white flare, a
rocket showing white stars on bursting, or an explosive sound signal.
Page 47 Section 14

Page 48 Section 14

Co-operation between a ships crew and shore rescue teams in the use of rocket
rescue equipment.

Note: Rocket rescue equipment is no longer used by HM Coastguard.

38. Should lives be in danger and your vessel be in a position where rescue by the rocket rescue
equipment is possible, a rocket with line attached will be fired from the shore across your vessel.
Get hold of this line as soon as you can. When you have got hold of it, signal to the shore as
indicated in paragraph 37(c).

39. Should your vessel carry a line-throwing appliance, it may be preferable to use this and fire a
line ashore, but this should not be done without first consulting the rescue company on shore. If
this method is used, the rocket line may not be of sufficient strength to haul out the whip and
jackstay and those on shore will secure it to a stouter rocket line. When this is done, they will
signal as indicated in paragraph 37(c). On seeing the signal, haul in the line which was fired from
thevessel until the stouter line is on board.

40. Then, when the rocket line is held, make the appropriate signal to the shore (paragraph 37(c))
and proceed as follows:
(1) When you see the appropriate signal, i.e. haul away, made from the shore, haul upon the
rocket line until you get a tail block with an endless fall rove through it (called the whip),
and with a jackstay attached to the becket of the tail block.

(2) Cut or cast off the rocket line and make the tail block fast, close up to the mast or other
convenient position, bearing in mind that the fall should be kept clear from chafing any part
of the vessel. Before cutting or casting off the rocket line, make sure that you have the tail
attached to the block well in hand. When the tail block is made fast, signal to the shore
again (as in paragraph 37(c)).

(3) As soon as this signal is seen, the shore party will then set the jackstay taut, and by means
of the whip will haul the breeches buoy out to the ship. The person to be rescued should get
in to the breeches buoy and sit well down. When he is secure he should signal again to the
shore as indicated in paragraph 37(c) and the men on shore will haul the person in the
breeches buoy to the shore. When he is landed the empty breeches buoy will be hauled back
to the ship. This operation will be repeated until all persons are landed.
(4) During the course of the operations should it be necessary to signal, either from your ship to
the shore, or from the shore to your ship, to Slack away or Avast hauling this should be
done as indicated in paragraph 37(c).

41. It may sometimes happen that the state of the weather and/or the condition or position of the
ship will require the aforementioned procedures to be modified. Where this is the case, the rescue
company will always attempt to advise you of the procedures to be followed.
42. Normally, all women, children, passengers and helpless persons should be landed before the
crew of the vessel but there may be occasions when, perhaps because of communications
difficulties between the casualty and the rescue company ashore, it would be sensible if the first
person to be landed were a responsible member of the ships crew.
Page 49 Section 14

43. A poster drawing attention to the use of this equipment and other life saving signals is
published by the Department of Transport as SOLAS No.1, which is obtained from Marine Offices
in the UK.

USE OF ROCKET LINE-THROWING APPARATUS BETWEEN SHIPS
44. Where an assisting ship proposes to establish communication by means of a line-throwing
apparatus she should before making her final approach ascertain whether or not it is safe for her to
fire the rocket, particularly if the other ship is a tanker. If it is safe she should manoeuvre to
WINDWARD before firing over the other ships deck. If not, she should go to LEEWARD and
prepare to receive a line. EXTREME CAUTION must be exercised when firing line-throwing
rockets between ships when helicopters are in the vicinity.
45. When a vessel in distress is carrying petrol spirit or other highly inflammable liquid and is
leaking, the following signals should be exhibited to show that it is dangerous to fire a line-
carrying rocket by reason of the risk of ignition:
By day: Flag B of the International Code of Signals hoisted at the masthead.
By night:A red light hoisted at the masthead.
When visibility is bad the above signals should be supplemented by the use of the following
International Code signal made in sound:
GU (---. ..-) It is not safe to fire a rocket.
Page 50 Section 14

Page 51 Section 14


SECTION 15

INFORMATION & INSTRUCTIONS FOR LSA EQUIPMENT

All instructions and information for all of the LSA equipment on board this vessel should be
kept in this section.

Full details of maintenance and inspections will be found in the Safety Officers Record book.

Further details of LSA can be found in the Safety Officers Log Book.
Page 52 Section 15

SOLAS Training Manual

Uploaded by

Copyright:

Available Formats

SOLAS Training Manual

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

SOLAS Training Manual

Uploaded by

Copyright:

Available Formats

What are the different types of life saving equipment covered in the manual?

What are the emergency signals mentioned in the manual?

Seacor Marine (International) Limited

You might also like