Chapter 03 NORD Lifeboats, Rescue Boat and Liferafts

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SOLAS TRAINING MANUAL 0

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22.07.2021
Chapter 3
Lifeboats, Rescue Boat and Liferafts
page
3.1 GENERAL REQUIREMENTS 03-2
3.2 LIFEBOATS 03-6
3.3 LIFEBOAT LAUNCHING 03-11
3.4 LIFEBOAT DISENGAGING AND RECOVERY 03-14
3.5 LlFERAFTS 03-17
3.6 HYDROSTATIC RELEASE UNITS 03-22
3.7 LlFERAFT LAUNCHING 03-25
3.8 RESCUE BOATS 03-28
3.9 RESCUE BOAT LAUNCHING 03-31
3.10 MEANS OF RESCUE 03-32
3.11 ILLUMINATION IN LAUNCHING AREAS 03-32
3.12 PROTECTION IN LAUNCHING AREAS 03-33
REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 1

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3.1 GENERAL REQUIREMENTS

LIFEBOATS AND LlFERAFTS
1.1a one or more totally enclosed lifeboats with total capacity on each side of the ship to
accommodate all persons on board,
and
1.1b one or more life rafts stowed so as to be easily transferable to either side of the
vessel, at a single open deck level, and of total capacity to accommodate all on
board. If the liferafts are over 185 kg weight there must be sufficient life rafts each
side to accommodate all on board.
(Bulk carriers constructed from July 2006 are not permitted this option and must comply with
paragraph 1.2 below)
Alternatively
1.2a one or more free-fall lifeboats launched over the stern of the vessel of total
capacity for all persons on board, and
1.2b one or more liferafts on each side of the ship of total capacity to accommodate all
persons on board. The liferafts on at least one side of the vessel to be of the davit
launched type
Where the bow or stern of the ship is more than 100m from a survival craft an additional
liferaft is to be carried at the bow or stern or both. These liferafts need not be provided with a
launching device
All survival craft required for total abandonment must be capable of being launched with a full
compliment within ten minutes from the time the abandon ship signal is given, excepting
those of less than 185kg weight that are boarded less than 4.5m above the waterline (e.g.
throwover liferafts).
RESCUE BOATS
Every cargo ship must have one or more rescue boats. A lifeboat may be designated a
rescue boat provided that it meets all the requirements of both craft, including launching and
recovery arrangements.
MANNING OF SURVIVAL CRAFT

There are to be on board sufficient trained persons for mustering and assisting those who
are untrained, and there must be sufficient crew (deck officers or certificated persons) for
launching and operating the survival craft in the event of abandonment by all on board. A
deck officer is to be in charge of each survival craft, but in some circumstances some
Administrations may permit liferafts to be overseen by someone practiced in their handling
and operation. Lifeboats must also have a nominated second-in command. There is to be
equitable distribution of deck officers, and trained and certificated persons among the
survival craft. The person in charge of a survival craft and the second-in-command in a
lifeboat must have a list of their survival craft crew and ensure that they are all familiar with

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their duties. Motorized survival craft must have someone who is capable of operating the
engine and carrying out minor adjustments.
GENERAL ARRANGEMENTS
As far as possible lifeboats and davit launched liferafts must be located close to the
accommodation and service spaces, and muster stations must be close to the embarkation
stations: the stations must be adequately illuminated. Arrangements for free-fall lifeboats and
davit launched liferafts must permit the embarkation of stretcher cases.
Embarkation ladders of a single length reaching the water line are required for each survival
craft or two adjacent craft. Suitable alternative means of embarkation to waterborne craft are
permitted , provided there is at least one ladder each side. Other arrangements may be
permitted for life rafts remotely located at the stem or stern.
Launching positions, except for free-fall launching, should be away from the propeller and
steeply overhanging areas of the hull and, if possible, be at the straight sided sections of the
ship. Survival craft should not be located forward of the collision bulkhead, excepting that life
rafts provided to comply with the '100 m rule' (see page 42) are often carried in the area of
the collision bulkhead. Survival craft and rescue boat stowage and operation must not
impede the stowage and operation of other survival craft or rescue boats. As far as
practicable they must be in a secure and sheltered position; as near the water as is safe and
practicable but (excepting for throwover liferafts) embarkation is to be not less than 2m
above the waterline. Survival craft, other than those required by the '100 m rule' should not
be stowed on or above a tanker cargo tank, slop tank, or other tank containing explosive or
hazardous cargoes. All craft must be kept fully equipped and in a ready-to-use condition so
that preparations for embarkation and launching may be completed by two crew in less than
five minutes, and evacuation of everyone complete in ten minutes (cargo ships).
Launching arrangements are to be such that the fully laden survival craft or rescue boat can
be deployed even if the mother vessel has an adverse trim of 10° and a list of 20° in either
direction.
Lifeboats on cargo ships constructed from 1986 onwards and of over 20,000 GRT must be
capable of being launched, utilising painters if necessary, with the ship making headway of
up to 5 knots in calm water.

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Launching of survival craft or rescue boats must be independent of the ship's power supplies
and may rely only on gravity or independently stored mechanical power. An exception to this
is that the secondary means of launching free-fall lifeboats may rely on ship's power. The
launching appliance must be a low maintenance system and, as far as practicable, remain
operational even in conditions of icing. The launching system, excluding winch brakes, must
be statically load tested to 2.2 times the maximum working load. The winch brakes of a
launching appliance are statically load tested to 1.5 times the maximum working load and
dynamically load tested to 1.1 times the maximum working load at maximum lowering speed.
Structural members are to have applied a minimum safety factor of 4.5, and falls, suspension
chains, links and blocks a minimum safety factor of 6.
All launching appliances are to be arranged so as to allow safe boarding of the survival craft.
FALLS AND WINCHES

Systems with falls and winches must be operable by one person from a position on the ship's
deck and, excepting for secondary launching appliances for free-fall lifeboats, from a position
within the survival craft or rescue boat. When launched from the ship's deck the survival craft
or rescue boat must remain visible to the operator.
Falls are to be resistant to

rotation and constructed from
corrosion resistant steel wire
rope. They must be long
enough to allow toe survival
craft to reach the water in its
lightest seagoing draft,
against an adverse list of 20°
and unfavourable trim. Falls
should be end-forended at
intervals of not more than 30
months and renewed at
intervals of not more than five
years.
Hand gear is provided for the
recovery of each survival craft
and where davit arms are
recovered by power, safety
devices (limit switches) automatically cut the power before the falls or davits becomes over
stressed. Maximum and minimum lowering speeds for fully laden and vacated survival craft
are laid down or are to be to approved by the appropriate authority. Each launching
appliance must be fitted with a brake so that descent of the survival craft or rescue boat may
be stopped at any time. Manual brakes must be arranged so that they automatically assume
the 'ON' position, unless the operator HOLDS the brake in the 'OFF' position.
FLOAT-FREE LAUNCHING
Where survival craft require a launching appliance and are also designed to float-free, the
float-free release from the stowed position must be automatic.
MAINTENANCE AND INSPECTION

In relation to survival craft and rescue boat launching appliances the following checks and
maintenance must be carried out at intervals not greater than those stated.
Weekly - under the direct supervision of an appropriate senior ship's officer and in
accordance with the relevant maintenance manuals:

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- visual inspection to ensure operational readiness
- inspection of the condition of the hooks and their attachment to the lifeboat and
ensure the on-load release gear is correctly and completely reset
- all lifeboat and rescue boat engines must be run for at least three minutes and the
gearbox and gearbox train proved
- lifeboats, except free-fall lifeboats, on cargo ships are to be moved from their stowed
position without any person on board, sufficiently to demonstrate satisfactory
operation of the launching appliance (weather and sea conditions permitting)
Monthly - under the direct supervision of an appropriate senior ship's officer and in
accordance with the relevant maintenance manuals:
- all lifeboats, except free-fall lifeboats, shall be turned out from their stowed position
without any person on board (weather and sea conditions permitting)
- inspection of lifeboat equipment
- inspection of the condition of the hooks and their attachment to the lifeboat
Annually - a thorough examination by the manufacturer's representative or other person

appropriately certificated and in the presence of the ship's crew including:
- condition of the lifeboat structure including fixed and loose equipment
- engine, propulsion, manoeuvring, power supply, and bailing systems
- sprinkler and air supply systems (if fitted)
- dynamic winch brake test at maximum lowering speed without any persons on board ,
followed by inspection of the parts of the brake system
- condition and operation of release gear operating devices, including tolerances and
hydrostatic interlock systems (where fitted) and hook fastening
- operational test of the on-load and off-load release systems including release,
reengagement and resetting
- operational test of the free-fall lifeboat release function using the simulated launching
arrangements
- examine the condition and operation of the davits, wires, blocks, moving parts, limit
switches, and stored power systems
- examine the condition and operation of the winches, including the brake mechanism,
brake pads, remote control, power supply and foundations.
- a dynamic winch brake test followed by a re-examination of brake pads and stressed
structural parts.
- overhaul of the on-load release gear including dismantling, adjustments, operational

test and examination of vital parts

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Five Yearly
- Falls used in launching shall be inspected periodically with special regard for
areas passing through sheaves, and renewed when necessary due to
deterioration of the falls or at intervals of not more than 5 years, whichever is
the earlier.
- dynamic winch brake test and on-load release gear tested carried out with a proof
load equal to 1.1 x the weight of the survival craft, its equipment and full complement.
3.2 LIFEBOATS
GENERAL REQUIREMENTS
Lifeboats are survival craft constructed with a rigid hull. When loaded with their full
complement of persons and equipment they must have ample stability in a seaway and
sufficient freeboard, and in calm water be capable of maintaining positive stability in an
upright position when holed in one place below the waterline (assuming that there is no
damage to or loss of buoyancy material). Lifeboats must be strong enough to enable them to
be launched fully loaded when the parent vessel is in any condition of trim up to 10° either
way and any condition of list up to 20° either way.
Most lifeboats are constructed from glass reinforced plastic (GRP) incorporating under the
side benches foam buoyancy injected during the manufacturing process. However, some
older boats may be manufactured from wood , aluminium or galvanized steel with buoyancy
provided by internal buoyancy tanks.
TYPES OF LIFEBOAT
Totally enclosed lifeboats have been required on all ships constructed after July 1986.
OPEN LIFEBOATS
As the name suggests these older lifeboats are
without a permanent cover, although they are
provided with a portable canvas or PVC tent-like
cover which is secured over a removable metal
frame made up of interconnecting poles. An open
lifeboat may be with or without an engine. Those
without an engine will have a removable mast and
sails as well as oars, whilst those with an engine or
mechanical propulsion will not be provided with a
mast and sails.
TOTALLY ENCLOSED LIFEBOATS

Totally enclosed lifeboats are designed to protect
the occupants from heat and cold and are

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required for all vessels constructed from July 1986, excepting that passenger vessels may be
provided with partially enclosed lifeboats, and there are alternative options for cargo vessels
of less than 85m and passenger vessels of under 500 GRT with less than 200 persons on
board.
Features of Totally Enclosed Lifeboats (from July 1986)
- Access is through hatches which are watertight when closed, and large enough and
suitable for recovering injured and unconscious persons from the water and for
handling stretchers.
- Lifeboats on passenger ships must be

arranged so that the full complement of
persons may board within ten minutes, and on
cargo vessels so that the full complement may
board within three minutes. Everyone must be
able to get to their seat without having to climb
over thwarts or other obstructions. The access
must also permit helpless persons to be
brought on board either from the sea or on
stretchers. Rapid disembarkation must also be
possible.
- The design of the boat must allow launching and recovery operations to be performed
without any person having to leave the enclosure, and for this purpose fore and aft
access hatches are provided (i.e. to give access to the lifting hooks, etc).
- Although enclosed it must be possible to row the boat.
- Boats with a self-righting capability are only able to achieve this when all hatches are
secured and each occupant is provided with a full harness and some head protection,
so that in the event of capsize the occupants remain in their places. Lifeboats which
are not self-righting must have handholds on the underside to enable persons in the
water to cling to the upturned boat.
- There will be windows to admit daylight into the lifeboat and to enable the coxswain a
clear all round view for manoeuvring.
- The exterior will be of a highly visible color and the interior of a suitable color.
- Handrails are provided for moving around the exterior of the lifeboat and to aid
boarding and disembarking.
All totally enclosed lifeboats are fitted with an engine enclosed in a fire-retardant casing or
similar, and are provided with a manual starting system or with two independent
rechargeable starting energy sources.
PARTIALLY ENCLOSED LIFEBOATS

Partially enclosed lifeboats are an option for passenger vessels and generally comply with
the requirements for totally enclosed lifeboats with respect to construction, capacity,
buoyancy, propulsion, fittings, equipment and markings. The major difference is that instead
of having a complete rigid enclosure, rigid covers extend at least 20% of the length of the
boat from the stem and at least 20% from the stern only. Between the bow and stern rigid
covers there are permanently attached foldable, insulated canopies, which together with the
rigid end covers completely enclose the lifeboat in a weatherproof shelter. The canopies

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must be easily erected by two persons, launching and recovery operation must be possible
without any person having to leave the enclosure and boarding must be possible from both
sides of the boat. At both ends and on each side there must be adjustable closing
arrangements, operable from inside and outside to permit ventilation but exclude seawater,
wind and cold. Additionally the canopy will be externally of a highly visible color and internally
a color that does not cause discomfort to the occupants, The canopy must permit the
occupants to escape in the event of capsizing.
Some partially enclosed lifeboats may be adapted to be used also as tenders for ferrying
passengers ashore. In such cases it is normal for the rigid covers at the bow and stern to
extend for a much greater distance than the 20% minimum and for the entrances to have a
more recognisable 'door'. The same boat when used as a tender will normally have a
capacity of about 70-80% of its capacity as a lifeboat. However, its use and adaptation as a
tender must not compromise any specification required for its use as a lifeboat.
FREE-FALL LIFEBOATS
Free-fall lifeboats are a type of totally enclosed lifeboat which may be carried at the stern of a
cargo vessel (over 85m length) in lieu of
having lifeboats on either side of the ship,
and are mandatory for bulk carriers
constructed after July 2006. A free-fall
lifeboat is launched, bow first, with its full
complement, directly from its stowed position.
It must make positive headway immediately
after water entry and the occupants must be
protected from injury and harm that may be
caused by the acceleration of the free-fall
lifeboat during launching.
To prevent accidental or premature release of
the lifeboat safeguards are built into the
release mechanisms which may only be
operated from within the lifeboat. It must be possible to test the launching system without
actually releasing the lifeboat. Free-fall lifeboats also have a secondary mode of launching by
wire fall.
Vessels which are fitted with a free-fall lifeboat at the stern instead of lifeboats each side are
required to carry davit-launched liferafts on at least one side and standard throwover life rafts
on the other side (unless davit-launched liferafts are fitted both sides).
For safety reasons it is not acceptable to carry inherently buoyant lifejackets during free-fall
launching so all occupants of free-fall lifeboats are to be provided with an approved inflatable
lifejacket, which will be worn uninflated when launching. Each occupant of the boat
(excepting the coxswain) is seated facing aft. The seats are high backed with head restraints
and provided with a harness.
LIFEBOAT PROPULSION
MOTOR LIFEBOATS
Motor lifeboats are fitted with diesel engines, although petrol engines are permitted in some
carefully controlled circumstances. Engines must be capable of being readily started in cold
conditions, run reliably in extremes of temperature and operate properly even with a 10° list
and 10° trim. The engine casing is to be fire resistant and there is to be a means of

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preventing the spread of oil (e.g. oil drip trays). In open lifeboats the engine is to be protected
so that it will operate correctly even in adverse sea conditions.
Totally enclosed lifeboats (on vessels constructed after July 1986) must be capable of a
speed of at least six knots in smooth waters and they must also be able to tow a fully laden
25 person liferaft at a speed of at least two knots. Older motor lifeboats on cargo vessels are
required to maintain a speed of only four knots, except that those fitted to tankers of over
1600 gross tons and those fitted to passenger ships must attain a speed of six knots. The
motor lifeboat must be capable of sustaining the appropriate speed of 4 or 6 knots for at least
24 hours and sufficient fuel for 24 hours is to be provided. The engine must be capable of
going astern.
The engine may be started either manually or with two independent rechargeable starting
energy sources. In older motor lifeboats engine starting was nearly always by hand, but in
modern boats (post 1986) hand starting is generally only used if the powered system fails.
Additional requirements for the lifeboats of vessels constructed after July 1986 demand that
the engine should continue to run if flooded up to the crankshaft, not have exposed hot or
moving parts that could be a danger to the occupants of the lifeboat, and not be so noisy that
orders necessary for the operation of the lifeboat cannot be heard. Should a totally enclosed
lifeboat (post July 1986) capsize the engine must continue to run or, if it is designed to cut
out when capsized, be capable of being easily re-started. In order not to endanger persons in
the water and to prevent damage by debris the propeller of post July 1986 lifeboats must be
fitted with a guard. This may either be a type of steering nozzle or a cage which encases the
propeller.
MECHANICALLY PROPELLED LIFEBOATS
Mechanically propelled open lifeboats may still be found in a few older vessels. Where such
lifeboats were fitted it was usually in passenger ships, as such a system was easier to
operate than organising rowing , and lifeboats fitted with mechanical propulsion could be of
up to 100 persons capacity, whereas the maximum capacity for an oared boat was, and is,
60. A mechanical propulsion system relies on the occupants working in concert to drive the
lifeboat through the water. There were two principle systems in use. One required several of
the lifeboat occupants to push
levers back and forth and the other necessitated them facing inboard and rotating a sort of
crank shaft positioned fore and aft along the centerline of the lifeboat. In both cases via
couplings, universal joints, and a gearbox the operation drove the propeller. The gearbox
was fitted with an ahead/astern control and the systems were designed to give a speed of at
least 3 ½ knots, fully laden, in calm waters, for ¼ mile.

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LIFEBOAT EQUIPMENT
1986 and subsequent regulations (all lifeboats enclosed / partially enclosed with motor)
Oars (buoyant) Sufficient to make headway. None in free-fall boats

Crutches 1 set (or equivalent). None in free-fall boats
Boat hook 2
Rudder/ Tiller 1/1 - Or suitable means of steering
Compass& binnacle 1- luminous or with means of illumination
Sea anchor & line 1
Painters 2 Each of length not less than twice the stowage height
of the boat (from the waterline) or 15m whichever is the
greater. One to be attached to the bow quick release
device and the other secured at the for'd end of the
boat. On free-fall boats both painters to be stowed near
the bow
Searchlight 1
Radar reflector 1- not required if a SART is stowed in boat
Manual bilge pump not required if the boat is automatically self-bailing
Plugs 1 automatic drain valve with cap or plug
Bailer 1 (buoyant)
Buckets 2
Handholds or becketed line above the waterline, and

Exterior handholds handholds on underside of hull if boat is not self- righting
Locker for small items Sufficient
Axe 2 - one stowed at each end of the boat
Jacknife 1
Buoyant rescue quoit & line 2
4x rocket parachute flares (red);
6x hand flares (red);
Pyrotechnics 2x buoyant smoke signals (orange)
1 waterproof with Morse capability + spare set of batteries
Torch & batteries and spare bulb
Heliograph 1
Whistle 1 (or equivalent)
Rescue Signal Card 1
First Aid Kit 1 in waterproof case
Anti- seasick tablets Sufficient for 48 hours
Seasick bag 1 per Person
Fishing Line / hooks 1 set
Survival Manual 1
Thermal Protective Aid 10% of boat capacity or 2 whichever is the greater
Immersion suit or Anti- Exposure 1 per operating crew

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Suit
Food (per Person) 10.000 kJ
3 litres or 2 litres + 1 litre via desalinization or 1 litre + 2
Water (per Person) litres by manual reverse osmosis
Water dipper 1
Rainwater collection facility 1
Drinking Cup 1 (gratuated)
Tin opener 3 3
Fire extinguishing equipment Suitable for extinguishing oil fires
Exterior light 1
Interior Light 1 ( not Oil)
Tools for minor engine 1 Set
adjustments
Fuel Sufficient for 24 hours
Ships on voyages of a certain nature and duration may be exempt from carrying food rations
and fishing kit
Securing and Stowing Lifeboat Equipment

All items of lifeboat equipment must be secured within the boat by lashings, stored in lockers,
storage brackets,or other suitable means. Except that in lifeboats launched by falls the boat
hooks are to be kept free for fending- off purposes. The equipment shall be secured so that it
does not interfere with the abandonment procedure.
3.3 LIFEBOAT LAUNCHING

Lifeboat launching appliances must be capable of recovering the lifeboat and its crew. On
cargo vessels constructed after July 1986 lifeboats must be boarded and launched directly
from the stowed position.
GRAVITY AND HYDRAULIC GRAVITY DAVITS
Launching of most lifeboats from their stowed position will either be by gravity or stored
mechanical power (which must be independent of he
ship's power supply) and lowering will usually be by gravity. Davits may be pivoting (Iuffing),
trackway or telescopic overhead. Gravity davits use the boat's own weight to achieve
launching and lowering, whilst hydraulic davits rely on self-contained power packs to swing
out the boat to a position where gravity lowering takes over.
The boat is swung out from its stowed position by lifting a brake hand le or by application of
the stored power. Subsequently lifting the brake handle will lower the boat to the water. The
brake handle incorporates a deadweight, so that immediately the handle is released the
launch is interrupted. The lowering speed is controlled by a centrifugal brake. Wire "gripes"
take the weight of the boat when in its stowed position so that the falls are not permanently
under load and safety features prevent the boat from being turned out when the gripes are
secured. When located, "Harbour Pins" prevent use of the davit in port and are used as
locking devices that render the system inoperable and prevent loss of the boat whilst carrying
out maintenance or adjustment of the falls or release hooks. Additionally, "Safety/
Maintenance Pins" are used to prevent the hooks from opening.
"Overhead" gravity davits are designed to give an entirely free deck area underneath the
lifeboat.

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Boats that are first lowered to an embarkation deck and then boarded may rely on a system
of "tricing pendants" and "bowsingin tackles" to respectively bring the lifeboat close alongside
the embarkation deck and then to carefully allow the laden boat to swing clear of the ship's
side without dangerously penduluming.
The system is effective if properly understood and well executed but not easily carried out,
particularly with larger, fully laden, heavier boats. Lack of correct supervision and lack of
practice has resulted in accidents leading to serious injury and death. The misuse, non-use,
and the failure to fully use the system in abandonment practice mean that familiarity is
sacrificed and the possibility of accidents increased.
LAUNCHING PROCEDURES
The detail of any launching procedures may vary with the ship, the lifeboat, davit and release
hook make and model, and the ship operator's standing orders. Details of the procedure
applicable to this particular vessel will be found in section 11 of this Manual.
NOTE: Launching procedures referred to in this section apply to actual abandonment. For
the purposes for practice and drills there are additional safeguards to be considered.
Lowering to an Embarkation Deck and Launching
- Ensure that any lifting hook locking pin or other fall preventer device is correctly
located
- One or two of the boat's crew board the boat and check that the painter is correctly
secured and not fouled, ship the plugs and disconnect any battery charging cable.
They then disembark the boat
- Ensure that the harbour pins are cleared away
- Release and clear the gripes. There should be a slight movement of the boat at both
ends indicating that it has not become jammed in the chocks
- Check that the water is clear below and slowly lower the boat to the embarkation
deck, ensuring that it runs smoothly at both ends without penduluming
- When the davit arms reach their full extent the floating blocks will start to descend.
Allow the tricing pendants to take the weight and bring the boat almost into contact
with the ship's side (or very light contact only). If the falls overrun and most or all of
the weight is taken by the tricing pendants and davit arms the whole system may be
overstressed and there is a greatly increased possibility of a serious accident
occurring. If overrun does occur the slack in the falls must be recovered until a safe
condition is established
- Sufficient crew (usually 2 or 4) now enter the boat to pass out the bowsing tackles at
each end of the boat - the hauling end must remain in the boat. The crew on deck
secure one end of the bowsing tackles and those at each end of the boat haul
together to tighten the bowsings and make fast
- Those in the boat hold to a lifeline and release the tricing pendants which are then
passed out of the boat

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- When the boat is seen to be securely held alongside by the bowsing tackles
evacuees will board, sit as low as possible and fasten seat belts (where fitted). Where
feasible each should have hold of the lifeline
- Check again that it is clear over the side and, taking care to keep the boat parallel to
the ship's side, ease out the bowsing tackles simultaneously until the falls and boat
hang vertically beneath the davit head
- Release the bowsing tackles from within the boat and pass them to the ship
- Check over the side again and if still clear lower away.
The above outlined launching procedure will vary according to the vessel and the company's
standing orders. Various options may include fall preventer devices remaining fitted until the
lifeboat is afloat or until it is just above the water. If there are no fall preventers devices some
may prefer to partly lower the boat with nobody on board and then recover it. Personnel
would then board at a lower level before lowering the boat to the water and rehearsing the
release procedure.
Launching from the Stowed Position
- Ensure that any lifting hook locking pin or other fall preventer device is correctly
located
- One or two of the boat's crew board the boat and check that the painter is correctly
secured and not fouled , ship the plugs and disconnect any battery charging cable.
- Ensure that the harbour pins are cleared away
- Evacuees board and sit as directed and fasten seat belts
- Release and clear the gripes.
- Check that the water is clear below and lower the boat at a steady speed
Additional Requirements when Launching an Enclosed Boat in a Dangerous Atmosphere

Additional factors to consider include:
- Before lowering note the wind direction
- After everyone has embarked close all hatches, ventilators and other openings. Air
supply will be limited so do not take this action until the last possible moment.
- Open the air cylinders (for breathing and supplying the engine). There is a very
limited quantity so do not open the air cylinders too early
- Launch the boat and run the engine
- When in the water open the water spray system
- Release from the falls and steer to a safety position. This will usually be upwind.
- When in a safe position close the air cylinders, shut off the water spray and open the
ventilators

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3.4 LIFEBOAT DISENGAGING AND RECOVERY

TRADITIONAL BLOCK AND FALL SYSTEMS
Releasing a lifeboat from a traditional block and fall system has always been fraught with
danger. Heavy chains and heavy floating blocks subject to the pendulum effect of long falls,
all oscillate at head height. The sometimes severe motion of the boat on the water and the
need to manually disengage the fall blocks gives potential for head injuries, crushed fingers,
being knocked overboard and other serious occurrences. If there is a sea running failure to
release both fore and aft simultaneously could result in one end of the boat being hung-up,
with catastrophic consequences. Each coxswain and crew should develop and practice a
safe procedure for release of the boat from such falls.
Recovery of a lifeboat with a traditional block and fall

system presents no less a problem, especially if
there is any swell or sea running. The potential for
accidents and injury may be reduced by use of nylon
recovery strops and wire hanging-off pendants.
Nylon recovery strops are used between the lower
fall block and the boat lifting hook. This allows the
heavy block to be hoisted clear of head height, and
the elasticity in the nylon cushions the shock load on
the falls and blocks caused by the boat's movement.
This means that the boat is less likely to be hung-up
at one end. When secured the boat is hoisted by the falls and nylon strops.
When near the davit head belay hoisting and connect the hanging-off wires to the pendant
lugs at each end of the boat.
Lower the boat until the weight is taken by the hanging-off wires. Continue to lower so that
the nylon recovery strops may be removed and the boat hooked onto the lower fall block as
normal.
When the lower fall blocks are secure hoist the boat to the stowed position and remove the
hanging off wires.
The reverse procedure may be used for launching the boat into a heavy sea.

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PATENTED RELEASE SYSTEMS
Lifeboats on vessels constructed after June 1986,

with the exception of free-fall lifeboats, must be
fitted with a system that releases all the hooks
simultaneously and is operable when both off-load
and on-load.
Normal, Off-Load, release will occur when the
lifeboat is waterborne and there is no load on the
hooks. To ensure that in norm al circumstances the
hooks cannot be released until the boat is
waterborne a hydrostatic interlock, which will not
release until the boat is in contact with the water, is
incorporated into the system. Should the
hydrostatic sensor fail then it may be overridden by using the onload release method.
On-Load release is designed to be activated when the boat is in the water and there may be
weight on the system, caused by the ship making way or by heavy seas, which would
prevent operation of the off -load system. The on-load release may also be used when the
falls are off-load.
This provision of an on-load release presents a danger in that it could be operated even if the
boat was not waterborne. In such circumstances the boat and its occupants would fall from
its release position - at whatever height - to the water. For this reason it is a requirement that
the on-load release must be adequately protected against accidental or premature release.
This protection includes mechanical protection, the requirement of multiple, deliberate and
sustained action which includes removal or bypassing of safety interlocks designed to
prevent premature or inadvertent release. These actions are required to be within the sight of
other occupants of the boat.
Accidents with Patented Release Systems

Patented release systems may go some way to eliminating the previously mentioned
problems associated with manually releasing the falls, but have introduced other serious
difficulties and dangers caused by unsafe design, poor manufacture, complex and incorrect
maintenance, incorrect operation and inadequate safety margins, and a huge variety of
designs and operating instructions (often complex) meaning the crew may be frequently
faced with hooks and systems with which they are not operationally familiar and of poor
design. The principle consequence of these short comings has been unplanned hook
releases during routine evacuation drills and maintenance, resulting in serious and fatal
accidents.
Prevention of Accidents and Replacement of Older On-Load Release Systems
From July 2013 lifeboat hook equipment must be tested and replaced if it does not meet set
standards. Not later than the first scheduled drydocking
after July 2014, but not later than July 2019, lifeboat on-
load release mechanisms not complying with the latest
standards are to be replaced with equipment that does
comply. In many cases this may be achieved by modifying
the hooks.
The additional measures, which are designed to prevent

premature or inadvertent release of lifeboat hooks
mentioned above, include:

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- if it can be achieved without sacrificing strength and functionality, modifying older on-
load / off-load hooks so that fall preventer locking pins may be inserted. These must
be clearly color coded and designed so that they cannot be inserted in the wrong
place.
- alternatively use fall preventer strops or slings of resilient

synthetic fibre construction appropriately certificated - not
wires or chains that do not absorb shock loads. The fall
preventer devices must not be capable of being wrongly
connected or located and be the subject of a clear warning
notice demanding removal of the device before the hook
release mechanism is activated from within the boat. They
must be easily removed without risk to the crew carrying out
the task. On recovering the boat, once the hooks have been
reconnected, the fall preventer device must be re-located
before hoisting commences. They must not be used for other
purposes (e.g. it is not permitted to use hanging-off pendants
or the foul weather recovery strops as fall preventer devices)
and remain fitted at all times. The use of fall preventer
devices is an interim measure designed to reduce risk,
pending replacement of hooks by those with a specification as required by SOLAS
2010/2012
- the standardisation of equipment within a fleet
- the provision of on-board training aids such as working models of the release hooks
- user friendly operational and maintenance manuals in appropriate languages with

simple diagrams
- frequent crew training and instruction
- varied lifeboat drills with the crew changing roles to ensure all are familiar and
confident with the all aspects of safe launching and recovery
- on recovering a boat, as soon as the weight is on the falls and the boat is just clear of
the water ensure that all control and safety interlock devices are correctly set, that
release pin cams properly engage, that the falls are properly engaged by the lifting
hooks, and the fall preventer devices are properly located and secure
With some systems there is a significant

potential for serious accidents during
recovery and
the utmost care must be taken.
FREE-FALL LAUNCHING
The launching system is to be arranged so
that accidental release is not possible. If the
means to secure the boat cannot be released
from within the boat, it must be arranged so
that it is not possible to board the boat
without first releasing it. The actual release of
the free-fall boat must require at least two
independent actions from inside the boat,

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and the release mechanism must be conspicuously marked and protected against accidental
or premature use.
The release system must be so designed that it can be tested without launching the lifeboat.
A secondary means of launching, equipped with an off -load capability, is to be provided
which allows the boat to be lowered to the water in a controlled manner.
Launching
At assembly ensure that inflatable lifejackets are not inflated
- Clear away gripes, recovery strop and securing devices
- Check that the water beneath is clear and confirm that it is deep enough
- Coxswain embarks, disconnects the battery charger and closes drain plugs, hatches
and ventilators. Starts engine and when seen to be satisfactory stops it and ensures
the helm and propeller controls are properly set
- Evacuees embark and take their assigned seats. The door is secured
- Evacuees secure harnesses and restraints and confirm this to the coxswain
- Coxswain confirms all persons are ready and braced and informs them he is about to
launch
- Coxswain operates the release mechanisms. If these fail he (or the assigned
persons) operate the emergency release
- The engine may now be restarted, or it may be restarted subsequent upon the launch
depending on the manufacturer's instructions
- The boat then rolls down the inclined trackway at the velocity necessary to clear the
trackway and free fall, bow first to the water. The boat will 'porpoise' in the water,
regain the surface, and have sufficient momentum to be making headway
- Where applicable open the air cylinders (for breathing and supplying the engine) and
the fire protection water spray system.
NOTE: Free-fall launching release procedure may be practiced without allowing the boat to
fall into the sea (see pages 9-11 )
If, because of lack of stern space or depth of water, free-fall launching is not a safe option,
then the boat may be deployed using the falls and winch. The necessary locks must be
released and the suspension sling engaged on the hook.
Details of the launching method will vary according to the boat and davit manufacturer, but
the object is to launch the boat in a controlled manner, even when the free-fall option is not
available.
To recover a free-fall lifeboat the davit arm is lowered and the boat manoeuvred beneath it,
with the lifeboat stern-on to the stern of the mother vessel. Once hooked on the boat is lifted
by winch and falls, re-stowed on the trackway and made secure and ready for use once
again.
3.5 LlFERAFTS
MAIN REQUIREMENTS FOR SOLAS LlFERAFTS

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Although rigid (non-inflatable) life rafts are permitted,

there are very few in use; nearly allrafts being of the
inflatable type. A liferaft and its equipment must be
able to withstand being dropped into the water from
18m. If it is to be stowed at more than 18m from the
waterline then it must be of a type that is approved
for dropping from the increased height. It must have
a highly visible canopy to protect the occupants from
exposure, although some non-SOLAS rafts may not
have canopies (see below) and it must be capable of
being towed at 3 knots in calm water when fully
loaded and with one sea anchor streamed. Liferaft
construction and fittings include watertight closeable
entrances, insulated floor, lookout port, rainwater collection point, minimum volume and floor
area per person, becketed lines inside and outside, painter, lights inside and outside, a
means of righting should the raft be capsized or a self-righting capability, and an
arrangement to facilitate boarding from the water.
Inflatable life rafts are constructed from either a rubber compound or a synthetic (PVC type)
material. The buoyancy is provided by two inflated tubes either one of which must be able to
support the liferaft with its full complement.
Nearly all liferafts are inflated by carbon dioxide, although a few use nitrogen or air only. The
inflation medium is stored in a cylinder(s) affixed to the underside of the raft.
TYPES OF LlFERAFT
THROWOVER LlFERAFTS
These life rafts complete in their container, are thrown or
jettisoned into the water, inflated by pulling on the painter,
and then boarded either by descending a ladder thrown
over the ship's side, or by means of a slide/chute, or by first
jumping into the water and then boarding the raft.
DAVIT LAUNCHED LlFERAFTS

A davit launched liferaft incorporates all the features of
a throwover raft with the addition of a webbing or rope
arrangement which allows the raft to be suspended
from a davit. The arrangement is strong enough to
allow the liferaft to be loaded and lowered with its full
complement. A fuller description of the launching
process is given in the section concerning launching
appliances.
SELF-RIGHTING LlFERAFTS
Liferafts on ro-ro passenger ships are required to be automatically self-righting or 'reversible';
that is it must be capable of operating safely whichever way up it is floating. Alternatively, if

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the ship carries non-self righting liferafts it must additionally carry automatically self-righting
or canopied reversible life rafts that can accommodate at least 50% of the number of persons
not accommodated in the lifeboats.
OPEN REVERSIBLE LlFERAFTS (non-SOLAS)

Some passenger vessels which operate only in sheltered
waters are permitted by their administrative authority to use
open-reversible life rafts. As the name implies these are
liferafts without canopies and fully functional whichever way
up they are floating.
LlFERAFT EQUIPMENT
The equipment level within a liferaft is usually referred to as a "SOLAS A pack" or "SOLAS B
pack". A different level will apply to non-SOLAS life rafts such as open-reversible rafts.
SOLAS A pack
This is the level of equipment found in life rafts of the following types of vessel:
- Passenger ships on long international voyages.
- Cargo ships, factory ships, tankers, dredgers, tugs, tenders, sail training vessels, etc.
on international or domestic voyages.
SOLAS B pack
This is the level of equipment found in life rafts on:
- Passenger vessels engaged on short international voyages of such a nature and
duration that the Administration may exempt the carriage of some items of liferaft
equipment.
OTHER EQUIPMENT LEVELS

Vessels which may be permitted open-reversible life rafts with reduced equipment levels are
generally smaller vessels, of limited range and distance from the shore, operating in
sheltered or partially sheltered waters and then only in favourable weather conditions.
These are generally not vessels to which SOLAS requirements appertain.

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Open-
Reversible
Non- SOLAS
SOLAS "A" SOLAS "B" Liferaft
( Typical only)
Rescue quoit and line 1 1 1

Buoyant safety knife 1 1 1
Extra knife (raft 13 persons or more) 1 1 1
Bailer 1 1 1
Extra bailer (raft 13 persons or more) 1 1 -
Sponges 2 2 2
Sea anchor 2 2 1
Paddles (buoyant) 2 2 2
Tin openers (may be safety knives with tin 3 - -
opener blades
Pair of scissors 1
First Aid Kit (in resealable, waterproof
case) 1 1 1
Whistle, or equivalent 1 1 1
Parachute red rockets 4 2 -
Red hand flares 6 3 2
Buoyant orange smoke 2 1 -
Torch (waterproof and Morse capable) 1 1 1
Spare batteries and bulb set set set
Radar reflector (unless SART in liferaft) 1 1 -
Daylight singalling mirror 1 1 -
Rescue signal table 1 1 -
Fishing tackle (line& hooks) set -
Ration (per person) 10000 kj - -

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Water (per person) 1 1/2 litre - -

Drinking vessel (rust proof) 1 - -
48 hours
Anti seasickness tablets (per Person) 48 hours supply supply -
Seasick bag (per Person) 1 1 1
Immediate action instructions 1 1 1
Survival instructions 1 1 1
Thermal protective aids 2 or 10 % 2 or 10 % -
Additional equipment for inflatable

liferaft
Repair outfit 1 1 -
Bellows 1 1 1
LlFERAFT INSTALLATION
Key points on the stowage of liferafts and hydrostatic release units (HRUs)
The Liferaft MUST:
- Float free and automatically inflate

- Have launching instructions displayed and be lit by emergency lighting at the
stowage position and launch area
- Clear projections and belting when launched
- Be secured through an appropriate HRU (except liferafts required by the '100 m rule'
at stem and stern)
- Be approved for the stowage height and have adequate length painters for the drop
height
Do:
- Consult manufacturer's instructions for HRU fitting

- Stow clear of propellers and thrusters
- Stow container with any drain holes at the bottom
- Stow longitudinally in a horizontally fixed cradle
- Stow to give protection from weather, smoke, soot, oil, heat, flooding and accidental
Damage
- Distribute evenly port and starboard and separate longitudinally, to provide
redundancy in the event of collision, fire, etc.
- Carefully identify and remove any transport lashings
- Inspect frequently for damage to the container. If damaged it must be checked by
an approved service station
- Ensure ease of operation of the manual release mechanism
Do not:
- Lash the liferaft into the cradle, except with the designed strap and quick release
straps and fittings

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- Stow under overhanging decks or awnings

- Allow contact with materials containing copper or copper compounds
- Hose down
- Use bottle screws instead of slips
- Concentrate all life-saving appliances in one place
Consider:
- Will the liferaft float free

- The risk of damage from cargo or fishing operations
- Interference with other rafts or lifeboats
- The effects of icing
- The effect on the ship's compass
- The ability to manually transfer life rafts to either side
- The height above the waterline - should be as near the waterline as practicable
- The length of painter and ensure that the risk of it snagging on obstructions (so
preventing deployment) is minimized.
Davit Launched Liferafts:
- Must be at least 9 metres forward of the propeller

- Must be not less than 2 metres above the waterline at the embarkation position, in
fully loaded condition with unfavourable trim and 20° list
- Two crew can prepare for embarkation and launching in less than five minutes per
raft
Liferafts on cargo ships with stem or stern 100+m from survival craft:
These vessels require an additional liferaft stowed as far forward or aft as practicable.
- HRU not required
- Must have manual release
- Must have a means of embarkation (e.g. ladder)
A liferaft must be able to:
1. Float free and automatically inflate if the ship sinks:

This is achieved by fitting a Hydrostatic Release Unit (HRU) which automatically
releases when the liferaft is submerged but may not apply to rafts carried under
the '100m rule'
2. Be manually released and thrown overboard:

In a more controlled abandonment, the liferaft retaining strap is released at the
sliphook and the raft is physically thrown over the side. The painter is then pulled
to inflate the liferaft.
- This system relies critically on the painter being made fast to a strong point. If it is
rigged correctly the HRU is a good strong point
- If the raft is only secured to the ship by the weak link, and is thrown over the side, the
dynamic shock of being thrown over may break the weak link, instead of pulling out
the painter, and therefore the whole liferaft and painter may be lost

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For these reasons the liferaft and HRU must be fitted correctly, otherwise one or both of the
above functions may not work.
3.6 HYDROSTATIC RELEASE UNITS

With the exception of life rafts required by the '100m
rule' (see page 42) each liferaft is to be fitted with a
Hydrostatic Release Unit (HRU). The HRU is a device
designed to automatically release some item after it
has become submerged to a pre-determined depth.
They thus free, and make available for survivors to
use, essential equipment which might otherwise sink
with a stricken vessel. HRUs are used with EPIRBs ,
and some lifeboats, but they are most commonly
associated with liferafts.
Normally a liferaft is restrained in its cradle by means

of a strap which includes a manual, quick release
device such as a senhouse slip. Incorporated into the
liferaft restraining and painter securing system is an
HRU.
Should an occasion occur when manual release is impossible (e.g. if the vessel were to sink
very rapidly) the HRU will release the liferaft restraining bands and allow it to float to the
surface and eventually to inflate.
When more than one liferaft is stowed on the same cradle or launching ramp, some
administrations permit the use of one HRU for all rafts grouped together, whilst others require
a separate HRU for each liferaft. As indicated previously, a liferaft stowed forward at a
distance of over 100 m from other survival craft need not be fitted with an HRU. This is
because the unit may release the liferaft after becoming submerged in heavy bow seas.
HRUs set to release at greater depth than the standard (as used on some naval ships) are
available to suit parti cular needs.
HRUs may be either of the disposable type, in which case they are replaced every 2-4 years
depending on the model, or they be of the type that has an unlimited life provided they are
serviced and tested at prescribed intervals (normally every year).

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REMOTE RELEASE
A manually initiated version of a Hydrostatic Release Unit, a Remote Release Unit, may be
used for remotely releasing life rafts , e.g. from the bridge or other control centre. Remotely
operated units may even be located in close proximity to a liferaft if there is a limitation or
danger in accessing a liferaft manual release. The unit is used to sever the liferaft restraint
bands and may be arranged to operate electrically, via a small hand operated vacuum pump,
or by gas pressure from a small storage cylinder. In all cases the Remote Release Unit does
not rely on water pressure for operation. Liferafts deployed by remotely operated systems
are nearly always stowed on a ramp or self-launch cradle, so that when remotely released
they fall into the water without the need for manually jettisoning the raft. If a remotely
operated release unit is used in the liferaft restraint system it is still necessary to incorporate
a water pressure operated HRU into the system so that in the event of sinking the rafts are

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released hydrostatically. The arrangement of the system will allow the liferaft to be held
alongside (for boarding) when released via the remote release, and to be free from the ship
when released via the hydrostatic release.
3.7 LlFERAFT LAUNCHING

THROWOVER LlFERAFTS
Throwover or jettison liferafts are deployed into the sea before boarding. They may be
stowed on inclined or tipping cradles so that when released they fall to the water or they may
have to be lifted and thrown outboard.

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DAVIT LAUNCHED LlFERAFTS

Davit launched liferafts are deployed using single arm davits that comply with the general
requirements for launching appliances, except that the liferaft is not boarded at the stowed
position, but is first transferred to the davit head and then inflated . The davit is not required
to recover the loaded life raft, and it is permitted to use a manual operation to turn out the
davit prior to lowering.

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In general, davit launched life rafts must be stowed within easy reach of the davit and lifting
hook, or there must be Tiers of davit launch liferafts located within reach of the davit head
and lifting hook some means - not dependant on ship's power or subject to limitations due to
list or trim or ship's motion - of moving the raft from its stowed position to the launching
appliance. Two crew members must be able to inflate the raft and prepare it for embarkation
within five minutes. Where a number of life rafts are served by the same launching appliance
all the rafts should be deployed within thirty minutes. In practice this means that, depending
on the constraints imposed by any particular Administration, the number of rafts assigned to
a single launching appliance is normally limited to five, and the associated davit will have a
system of manually recovering the fall and hook quickly after each launching operation.

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LlFERAFT DISENGAGING
Recovering liferafts is not a requirement, therefore the disengaging devices are not used to
re-secure and lift the raft.
The release hook for a liferaft is normally referred to as an 'offload' hook, although it will have
a capability to release the raft 'on-load'.
When deploying a davit launched liferaft the lifting shackle is first attached to the davit hook.
Depending on the liferaft manufacturer the shackle is accessed through an aperture in the
side of the liferaft container, or it may be revealed by removing the top half of the container.
After attachment the hook is secured in the 'locked' position which is clearly indicated by a
gauge or by the position of the locking levers.
OFF-LOAD - When the liferaft is near the water the hook is 'set', by pulling on a lanyard or
similar, so that the hook opens and releases the liferaft once the load has been removed, i.e.
when the raft is waterborne. 'Setting' the hook should be deferred until the raft is near the
water (say 1 m or less ). If the hook is 'set' whilst the liferaft is at a greater height and
subsequently the load is taken off the hook (by the raft touching the side of the ship, or by
being fouled in some other way) it could open and allow the liferaft and its complement to fall.
ON-LOAD - This mode is used to release the liferaft even when the load remains on the
hook, e.g. if the vessel is still making way. Use of on-load release when launching life rafts is
almost exclusively confined to opening the hook should it fail to do so after the raft is
waterborne. Use of the on-load release in any other circumstance presents a real and
significant danger.
3.8 RESCUE BOATS
The primary purpose of a rescue boat is to recover persons from the water and to tow and
marshal survival craft (e.g. life rafts and
lifeboats without engines). A lifeboat may be
designated a rescue boat provided that it meets
all the requirements of both craft, including
launching and recovery arrangements. The
minimum permitted length of a rescue boat is
3.8m and the maximum 8.5m, and it must be
capable of carrying at least five persons seated
and one person lying on a stretcher all wearing
immersion suits and, if required, lifejackets. The
seating must not be on the gunwale, transom or
inflated buoyancy tubes at the side of the boat.
Rescue boats may be of either rigid or inflated
construction or a rigid -inflatable and they must be fitted with an engine that enables them to
operate at a speed of at least 6 knots for four hours. They must be sufficiently manoeuvrable
in a seaway to enable persons to be recovered from the water and marshal life rafts. A
rescue boat assigned to a particular vessel must be able to tow that vessel's largest liferaft,
when loaded with its full complement of persons and equipment, at a speed of at least 2
knots. It is to be always ready for launching in not more than 5 minutes. It will normally be
boarded and launched from the stowed position, except if it is on a passenger ship and has a
dual role as a lifeboat and the other lifeboats are arranged to be boarded at an embarkation
deck.

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EQUIPMENT
All items of equipment must be secured within a boat by lashings, stored in lockers, storage
brackets, or other suitable means. Except that the boat hooks are to be kept free for fending -
off purposes. The equipment shall be secured so that it does not interfere with the launching
and recovery process.
RESCUE BOAT EQUIPMENT
All Rescue Boats Additional for rigid rescue boats
Oars or Paddles Sufficient to make headway Boat hook 1

(buoyant) in calm seas Bucket 1
Knife or
Bailer Buoyant 1
Hatchet
Compass &
Luminous or illuminated
binnacle
Sea anchor With 10 m line
Painter with quick Fitted forward Additional for inflated rescue boats
release device Safety knife Buoyant
Towing line - 50m Buoyant and sufficent Sponge 2
Bellows or Manually
strength to tow a liferaft
pump operated
Torch Suitable for Morse Repair kit 1
Spare batteries & Safety boat
For torch 1
bulb hook
Whistle Or equivalent
First Aid kit 1
Rescue quoit with
2
30m buoyant line
Suitable for 3 hours continous
Searchlight
use
Radar reflector 1
Thermal Protective
2 or 10% whichever is greater
Aid
Fire Extinguisher Suitable for oil fires

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Rescue Boat Fast Rescue Boat

Length 3,8 - 8,5m 6,0 - 8,0 m
Speed &
6 knots / 4hours 20 knots / 4hours (with 3 crew)
duration
(Calm waters) 8 knots / 4 hours (full complement)
Effective bailing or
Bailing
automatically self Self bailing or able to be rapidly cleared of water
bailing
Self righting or able to be readily righted by not more than two
Self - Righting
of their crew
By wheel remote from the tiller plus emergency steering by
Steering If outboard engine
direct control
may be tiller steering
Engine stops automatically on capsize and is capable of being
Engine restarted
when boat is righted. Prevention of fuel & oil loss in the event
of capsize
Fixed single point suspension or equivalent Launching

appliance to be suitable for launching & retrieving even in
Single or twin fall
severe adverse weather.
Launching & system, complying
A device to dampen the forces due to wave action, soften
Retrieval with the general
shock forces and cancel out oscillations.
requirements for
A device with an automatic high speed tensioning device to
davits
prevent the fall wire going slack in all sea conditions.
Hoisting speed 0,3m /sec. 0,8 m /sec.

(fully laden)
To have a gradual action. When lowering at full speed and the
brake applied sharply the additional dynamic force on the wire
Winch Brake
is not to exceed 0,5 times the working load of the launching
appliance
Additonally, a VHF radio set which is hands-free and
Equipment
watertight

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3.9 RESCUE BOAT LAUNCHING

Rescue boat launching appliances may
be either a single fall or twin fall system
and they must comply with the general
requirements for davits. In addition all
rescue boats must be capable of being
launched with the parent vessel making
up to five knots headway, in calm
conditions. To meet this criteria painters
may be used. Each rescue boat
launching appliance must be fitted with a
powered winch motor capable of raising
the boat from the water with its full
complement and equipment at a rate of
not less than O.3m/sec.
The arrangement must allow for the rescue boat to be boarded and launched directly from
the stowed position complete with the operating crew. An exception to this is that if the
rescue boat is also a lifeboat, and other lifeboats are boarded and launched from an
embarkation deck, then a similar arrangement may apply to the rescue boat. The rescue
boat and its launching arrangement must be kept in a continuous state of readiness so that it
may be launched in five minutes or less.
If a rescue boat launching and recovery system with two falls is used some administrations
require that a nylon recovery strop arrangement is available to facilitate operations in
adverse weather. The purpose and method of using nylon recovery strops has been
previously described in the passage concerning lifeboat disengaging and recovery.
RESCUE BOAT DISENGAGING AND RECOVERY
ON-LOAD / OFF LOAD RELEASE HOOKS
A rescue boat release hook is designed to launch and recover the

boat and it is important that all personnel who may become
involved with deploying and using the rescue boat are familiar with
the use and operation of the on-load / off-load hook. It is important
that they are aware of the potential dangers and serious
consequences of incorrect setting and use of the hook.
When launching, the rescue boat is attached to the hook which is

secured in the 'locked' position. Thereafter there are two modes of
operation:
OFF-LOAD-When the rescue boat is near the water the hook is

'set', often by pulling on a lanyard or similar, so that it opens and
releases the boat once the load has been removed, i. e. when the
boat is waterborne.

PAL Revision:
Chapter 3 Issued:
22.07.2021
ON-LOAD-This mode is used to release the boat even when the load remains on the hook.
This may be because of adverse sea conditions, the parent vessel making way through the
water and so causing weight to be taken on the fall even when the boat is waterborne, or by
reason of the boat, during launching, being deliberately 'dropped' the last short distance in
order to speed up the operation. The hook will be arranged so as to prevent accidental or
premature release: thus for the hook to operate in an on-load mode will require successive
positive actions by the operator.
3.10 MEANS OF RESCUE

Each ro-ro passenger ship must have a means of rescue capable of rapidly recovering
survivors from the water, and transferring casualties from rescue craft to the ship. The means
of rescue may vary from being based on a davit launched life raft , a rescue boat, or on a
marine evacuation system or may be purpose designed.
If the means of rescue is a form of davit launched liferaft then the launching davit must be
fitted with a powered winch capable of raising the loaded means of rescue to the deck of the
ship at a rate of at least O.3m/sec. An appliance used for the launch and recovery of a fast
rescue boat may be used as part of a means of rescue system provided it meets and does
not conflict with any other relevant requirement. A means of rescue based on a marine
evacuation system must be provided with handlines or ladders to aid climbing up the slide
and a mechanically powered means to safely hoist persons lying down.
The means of rescue is to be of a highly visible colour, protected against damage when
moving against the ship's side and be provided with a means of preventing occupants from
falling from the platform on impact with the ship's side; the floor is to be self-draining, and
there must be a method of bowsing in the platform to the ship's side and of closing the gap
between the loaded platform and the ship's deck when rescued persons board the ship.
3.11 ILLUMINATION IN LAUNCHING AREAS

During preparation and launching, the survival craft, its launching appliance, and the area of
water into which it is to be launched shall be adequately illuminated by lighting supplied from
the emergency power supply. The power is to be available (where necessary simultaneously)
at every muster station and every embarkation station and in alleyways and stairways giving
access to the muster and embarkation stations. Internal communications equipment must be
similarly maintained.
In and around the launching area the following must be illuminated:
- Launching appliances and survival craft.

- Water into which the survival craft will be launched .
- The stowage position of throwover liferafts.
- Posters and signs in vicinity of survival craft.
ARRANGEMENT OF LIGHTS
Boat preparation lights should illuminate entrances to lifeboats and the interiors of partially
enclosed lifeboats and rescue boats. In addition the winches and deck area surrounding the
davits should also be illuminated.
In small ships, where it is impracticable to fit permanent lighting, rechargeable portable

battery lamps (not torches) may be permitted.

PAL Revision:
Chapter 3 Issued:
22.07.2021
Vessels that carry a liferaft forward (e.g. tankers and bulk carriers) that may not have lighting
provided in the area may illuminate the area by use of a hand safety lamp or torch.
3.12 PROTECTION IN LAUNCHING AREAS

Launching survival craft should not be endangered or inhibited by factors that may be
hazardous or add difficulty to the evacuation process.
- There should be available means to prevent any overboard discharge of water on to

survival craft during abandonment or man overboard operations.
- If there is a danger that any survival craft may be damaged by stabilizer fins there is
to be available a method, operable from the emergency power source, of bringing the
fins inboard.
- Other dangers and inhibitions when launching include propellers, thrusters, bilge
keels, sea suctions, rubbing bands and other hull protrusions, etc.
It should be remembered that some protrusions and discharges that are normally well below
the waterline may be a more significant danger if the ship takes on an unusual list or trim.

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PAL Revision:

SOLAS TRAINING MANUAL 0

3.1 GENERAL REQUIREMENTS 03-2

3.2 LIFEBOATS 03-6

3.3 LIFEBOAT LAUNCHING 03-11

3.4 LIFEBOAT DISENGAGING AND RECOVERY 03-14

3.5 LlFERAFTS 03-17

3.6 HYDROSTATIC RELEASE UNITS 03-22

3.7 LlFERAFT LAUNCHING 03-25

3.8 RESCUE BOATS 03-28

3.9 RESCUE BOAT LAUNCHING 03-31

3.10 MEANS OF RESCUE 03-32

3.11 ILLUMINATION IN LAUNCHING AREAS 03-32

3.12 PROTECTION IN LAUNCHING AREAS 03-33

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 1

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 2

3.1 GENERAL REQUIREMENTS

MANNING OF SURVIVAL CRAFT

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 3

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 4

FALLS AND WINCHES

Falls are to be resistant to

MAINTENANCE AND INSPECTION

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 5

- visual inspection to ensure operational readiness

- inspection of lifeboat equipment

Annually - a thorough examination by the manufacturer's representative or other person

- condition of the lifeboat structure including fixed and loose equipment

- engine, propulsion, manoeuvring, power supply, and bailing systems

- sprinkler and air supply systems (if fitted)

- overhaul of the on-load release gear including dismantling, adjustments, operational

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 6

TOTALLY ENCLOSED LIFEBOATS

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 7

Features of Totally Enclosed Lifeboats (from July 1986)

- Lifeboats on passenger ships must be

- Although enclosed it must be possible to row the boat.

PARTIALLY ENCLOSED LIFEBOATS

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 8

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 9

MECHANICALLY PROPELLED LIFEBOATS

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 10

Oars (buoyant) Sufficient to make headway. None in free-fall boats

Handholds or becketed line above the waterline, and

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 11

Securing and Stowing Lifeboat Equipment

3.3 LIFEBOAT LAUNCHING

GRAVITY AND HYDRAULIC GRAVITY DAVITS

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 12

Lowering to an Embarkation Deck and Launching

- Ensure that the harbour pins are cleared away

REEDEREI NORD - SOLAS TRAINING MANUAL Page 03- 13

Launching from the Stowed Position

- Ensure that the harbour pins are cleared away

- Evacuees board and sit as directed and fasten seat belts

- Release and clear the gripes.

Additional Requirements when Launching an Enclosed Boat in a Dangerous Atmosphere

- Before lowering note the wind direction

- Launch the boat and run the engine

- When in the water open the water spray system