Rescue Boat Code of Practice

Rescue Boat Code of Practice Second Draft 16th July 2004
The Code of Practice for Open Rescue Boats of Less than 15 Metres in Length
(Open Rescue Boats of less than 15 metres in length operating as Declared Facilities to Her Majestys Coastguard will be expected to comply with this Code)
Second Draft
Revised 16th July 2004
Draft Rescue Boat Code 16th July 2004
THE CODE OF PRACTICE FOR OPEN RESCUE BOATS (< 15m) CONTENTS
1. 2. 3. 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 4 4.1 4.2 4.3 4.4 4.5 4.6 5 6 6.1 6.2 6.3 7 7.1 7.2 7.3 7.4 Foreword
Definitions Application and Interpretation

Application Applicability of other codes of practice, standards and legislation Certification and Audit
Compliance Areas of Operation

Management
Training
Standard Operating Procedures and Incident Action Plans Emergency Procedures
Maintenance Requirements Record of Services Construction and Structural Strength Introduction

Operational and Design Limits
General Requirements
All Boats - General Considerations for Construction and Structural Strength Rigid Hull Boats Construction and Structural Strength Inflatable boats and Rigid Inflatable Boats - Construction and Structural Strength Capacity Plate Freeboard
All boats
Rigid Hull boats Inflatable and Rigid Inflatable Boats (RIBs) Intact Stability All boats Rigid Hull boat Inflatable and Rigid Inflatable Boats (RIBs) Survivor Recovery All boat types

7.5 7.6 8 8.1 8.2 8.3 8.4 8.5 8.6 8.7 9 10 10.1 10.2 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 30.1 30.2 30.3 Maximum Personnel Capacities Crew and Survivor Weight Definitions Damaged Stability General Requirements Rigid Hull Boats Inflatable Boats Rigid Inflatable Boats (RIBs) Buoyancy Tube sub-division for inflatable and rigid inflatable boats Sub- division of rigid inflatable boats
Damage Stability Survivor Recovery

Dynamic Stability Swamping and Drainage Swamping Drainage Boat Righting Systems Stability During Lifting Ice Accretion Recesses Stability Trials Openings Fixings Water Freeing from Dry Spaces Water Freeing from Wet Spaces
Skin Fittings Propulsion ; General Requireme nts

Engine Stop Cords (ESC) Inboard Engines Outboard Engines Emergency Propulsion Propellers and Propeller Guards Waterjets Engine Cooling Systems Exhaust Systems
Fuel
General requirements
Fire Prevention
Fuel tanks

30.4 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 50.1 50.2 50.3 50.4 51 52 53 54 55 56 57 57.1 57.2 57.3 57.4 Fuel Pipes and Connector Ventilation Steering Electrical Systems General Requirements
Batteries
Cables Electrical Protection
Switches
Earthing and Lightning Protection Electrical Spaces Lighting Communications Equipment Navigational Equipment Towing
Anchoring Pyrotechnics
Additional Equipment Requirements Equipment Stowage Fire
Protection of Personnel by Design

Life Saving Apparatus including Personal Protective Equipment (PPE) General Requirements Lifejackets Operationally Specific PPE Use of Retro-Reflective Materials on Life Saving Appliances Launch and Recovery Equipment Pollution Boat Storage Owners Manual Maintenance Testing
Operations Applicability of Other Codes of Practice

General Requirements Manning
Launch of Rescue Boat on Service

57.4.1 57.4.2 57.4.3 57.5 57.5.1 57.5.2 57.5.3 57.5.4 57.5.5 57.5.6 57.5.7 57.5.8 57.5.9 57.5.10 57.511 57.5.12 57.5.13 57.5.14 57.5.15 57.5.16 57.5.17 57.6 57.6.1 57.6.2 57.6.3 57.6.4 57.6.5 57.6.6 57.6.7 57.6.8 57.6.9 57.7 57.8 Pre-launch requirements Transit to launch site Launching Rescue Boat Under Way Communications Boat handling Navigation Search Rescue Towing Operation in surf Helicopter Operations Cliff/ cave rescue Carriage of passengers Fuel management afloat Battery management afloat Maintenance afloat Pyrotechnics Ballasting Anchoring and veering Operation of equipment Emergencies
Capsize Engine failure Man overboard Fire Crew disablement Collision and damage Operating in shallow water and grounding Operation during pollution incidents Alarms Boat recovery
Restoring the boat to a Ready State
ANNEX A:
Inflatable Boat Stability Trials
ANNEX B: ANNEX C: ANNEX D:
Training Requirements Risk Assessment Guidelines Guidance on Helicopter Operations Guidance on Safety Management System and Documentation Compliance Check List Bibliography and References
ANNEX E: ANNEX F:
ANNEX G:
1. 1.1
Foreword It was recognised by the Maritime & Coastguard Agency (MCA) and a number of Rescue Boat operators providing rescue facilities around the UK that the role of the Rescue Boat operator was not specifically covered by any formally recognised national standard. Search and rescue facilities have sought validation of their operations to a recognised national standard. A series of meetings between representatives of various rescue organisations and the MCA were held. It was noted by the MCA that the safety record of Rescue Boat operators for the most part has been good, but most operators welcomed the opportunity to clarify the situation by developing a code of practice for Rescue Boats. The RNLI offered to undertake the lead in the development of a Code of Practice for Rescue Boats and a working group comprising representatives from the following organisations was initiated: British Marine Industries Federation (BMF) Maritime and Coastguard Agency (MCA) Royal Lifesaving Society (RLSS) Royal National Lifeboat Institution (RNLI) Surf Lifesaving Association of GB (SLSA) The boat manufacturing industry Independent Rescue Boat Operators Royal Yachting Association
1.2
1.3
1.4
1.5
The working group identified the benefits in developing the Code as: Improved Rescue Boat safety. Harmonisation of operations and standards across the Rescue Boat field. MCA validation of Rescue Boat operations. Clarification of legal standing of Rescue Boat operations.

1.6 A primary task for the working group was to clarify the legal standing of the Rescue Boat operator with regard to the applicability statements in other MCA Codes of Practice. Clarification was received from the MCA in July 2000, stating that other Codes were not applicable as Rescue Boats operate on a non-commercial basis. Having received this clarification the group set about devising a suitable methodology for the development of a Code of Practice for Rescue Boats that would encompass the variety of operations present across the rescue organisations. In December 2002 MCA assumed the role of coordinating the Second Draft of the Rescue Boat Code at the request of the RNLI. The implementation of a meaningful Code within a reasonable time scale has led to the scope of the Second Draft of the Code being limited to small (less than 15m) open shorebased boats as the majority of Rescue Boat operators around the UK operate such craft. The safety of Rescue Boat operators and those they assist is dependent upon the successful integration of many factors, not simply the design of the equipment. Therefore this code includes sections on Equipment, Operations, Management, Training and Maintenance. The level of safety that this Code sets out to achieve is considered to be commensurate with the current expectations of Rescue Boat operators and those to whom they give assistance. It is recognised that a Rescue Boat is intended to provide a rapid response platform for persons in distress and to render assistance in the most practical and appropriate fashion. It is recognised that this may compromise survivor comfort in the need for expeditious action, however the safety and welfare of survivors is to be considered at all times. The safety assessment employed throughout the development of the Code relates only to the rescue boat and those on board the rescue boat at any time. The development of the Code was based on: 1.12 Risk assessment and identification of mitigating actions covering the generic design, construction and operation of Rescue Boats; Identification of relevant and related existing codes and standards; Development of standards specific to Rescue Boats.
1.7
1.8
1.9
1.10
1.11
The Risk Assessment Guidelines used in the development of this Code are explained in Annex C. Although the scope of the safety assessment is extensive it should not be assumed that the assessments are exhaustive. Therefore, the Code requires that each Rescue Boat Organisatio n undertake its own specific risk assessments. Every Rescue Boat Organisation is to demonstrate compliance with each section of the code, either by following the requirements indicated or by offering measures that provide an equivalent level of safety.
1.13
1.14

1.15 Whilst the Code provides an indication of current perceived best practice, total safety at sea cannot be guaranteed. Therefore, it is most strongly recommended that the Rescue Boat operator/owner should take out appropriate insurance. The Code permits operators to develop and operate procedures appropriate to their functions, however, the onus is on the Operator to ensure that they identify and manage any risks inherent in these procedures. Mandatory requirements in the Code reflect the collective decisions of the Working Group. These requirements are clearly stated. Should is used more generally to reflect a considered best course of action, but it is recognised that an equivalent alternative may be acceptable. 1.18 It is to be noted that to avoid repetition (where requirements affect a number of areas) the requirement is generally only detailed in one place. The code is to be read in its entirety: in some cases a part of the code, which does not appear relevant to a particular organisation, may contain certain relevant requirements or advice. The compliance checklist given in Annex F should be completed by the Rescue Boat Organisation.
1.16
1.17
1.19
1.20
1.21 1.21.1
Interpretation
Where there is a question of application of the Code, or of interpretation of a part of the Code, the organisation concerned should in the first instance seek clarification from the Rescue Boat Certifying Authority, if appropriate, or direct from the MCA (Code Vessel Section). In situations where it is not possible to resolve an issue of interpretation, a decision may be obtained on written application to the Director of Standards in the MCA, who may consult with others as deemed appropriate. Updating the code The MCA will be responsible for maintaining, updating and issuing amendments to the Code. Amendments will take into account changes in legislation, reference codes of practice and feedback from code users and the working/steering group/standing committee. The code will be reviewed at intervals not exceeding five years. When new standards are developed and finalised by the British Standards Institution (BSI), European Committee for Standardization (CEN), International Maritime Organization (IMO), International Organization for Standardization (ISO) or any other international body, which impact upon the requirements of the Code, amendment of the Code may be considered immediately. In the interim period, draft standards may be applied where the MCA has accepted them as an equivalent standard. The code and any amendments will be made available in electronic and hard copy format.
1.22 1.22.1
1.22.2
1.22.3
2. In the Code:
Definitions
Approved means approved by or acceptable to the MCA under Merchant Shipping legislation, unless otherwise specified in the Code; Authorised person means a person who by reason of relevant professional qualifications, practical experience or expertise is authorised by the Certifying Body chosen by the owner/managing agent from those listed in the Code to carry out examinations required under Section 27 of the Small Commercial Vessel Code; Boats fitted with a buoyant collar means a rigid inflatable vessel, or a vessel of similar hull form, where, in place of inflatable tubes, solid, or hollow buoyant sections or tubes are fitted; Boat documentation means training documentation and boat operating manual; Carriage of additional Personnel to facilitate rescue services/training means a person taken aboard a Rescue Boat in addition to the usual crew, to provide additional services in a rescue scenario or for training purposes; Casualty means person or vessel requiring the services of a rescue boat; Category C waters means waters designated Category C waters in the Merchant Shipping (Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping Notice MSN 1758(M), or any subsequent amendments; Category D waters means waters designated Category D waters in the Merchant Shipping (Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping Notice MSN 1758(M), or any subsequent amendments;
Code means this Code unless another is specified; Compliance Examination means an examination of the vessel, its machinery, fittings and equipment, by an authorised person, to ascertain that the vessels structure, machinery, equipment and fittings comply with the requirements of the Code. Part of the examination should be conducted when the vessel is out of the water. For vessels of similar type the Rescue Boat Certifying Authority may exercise discretion in carrying out the compliance examination entirely out of the water; Co-ordinating Authority means the organisation or body responsible for co-ordinating search and rescue facilities in a specific area: e.g. HM Coastguard, or the Beach Manager or Head Lifeguard for a beach rescue facility;
Rescue Boat Code of Practice Second Draft 16th July 2004 Crew (Rescue Boat) means personnel nominated by the Rescue Boat Organisation to operate in a Rescue Boat; Corrective maintenance means activity to correct a defect, problem or damage, rather than a planned activity; Declared Facility means a facility that has been designated as being available for civilian maritime search and rescue (SAR) under the direction of HM Coastguard according to a specific standard or set criteria. Each Rescue Boat Organisation declaring a facility is responsible for: Declaring the standard of capability and availability for that facility; Maintaining the facility to the declared standard; Informing HM Coastguard when there is any change in the declared facility standard of that facility; Informing HM Coastguard of any reason for not making available the facility which has been requested by HM Coastguard; Daylight means one hour before sunrise until one hour after sunset.; Efficient means in relation to a fitting, piece of equipment or material means that all reasonable and practical measures have been taken to ensure that it is suitable for the purpose for which it is intended;. Exceptional circumstances means those that are covered by less than 10% of all services undertaken; Existing vessel means a vessel already operating as a Rescue Boat or in possession of a Small Commercial Vessel Certificate, issued prior to the date of the Code coming into force; External/Outside bodies means any organisation with which the Rescue Boat Organisation will interface; Favourable weather means wind, sea, and visibility conditions which are deemed by the helmsman to be safe for the rescue boat to operate within the limits applied to it; or, in any other case means conditions existing throughout a voyage or excursion in which the effects either individually or in combination of swell height of waves, strength of wind and visibility cause no hazard to the safety of the vessel, including handling ability. In making a judgement on favourable weather the helmsman should have due regard to official weather forecasts for the service area of the vessel or to weather information for the area which may be available from the MCA or similar coastal safety organisation; Flank stations/assets means other declared and available Rescue Boats in the same area which may be able to support the Rescue Boat taking into consideration the prevailing conditions; Freeboard means the distance measured vertically downwards from the lowest point of the upper edge of the weather deck to the waterline in still water or, for an open vessel, the distance measured vertically downwards from the lowest point of the gunwale to the waterline;
HM Coastguard means Her Majestys Coastguard, the organisation within the MCA that has responsibility for United Kingdom civilian maritime search and rescue (SAR); Helmsman means the crew member in charge of the Rescue Boat during a rescue service; Immersion suit means a protective suit which reduces the body heat loss of a person wearing it in cold water and complies with the requirements of Schedule 10, Part 1 of MSN 1676 (M); IPIntegral Protection (watertight rating) means watertight rating of electric cable. IPXY The degree of protection provided by an enclosure to electrical equipment, as indicated in the International Protection (IP) Code, where X and Y are characteristic numerals. See IEC 60529(2001-02)Ed 2.1 Consolidated Edition Degree of Protection provided by enclosure(IP Code) Launching/Deployment Authority means the person nominated as the Launching Authority responsible for authorising the operation of the Rescue Boat. It is the responsibility of this person to ensure that the Rescue Boat is not tasked for services beyond pre-defined limits unless all reasonable measures are taken to minimise the potential risks. Further details are given in the operations sector; Maritime and Coastguard Agency means the Maritime and Coastguard Agency (MCA), an executive agency of the Department for Transport; MoB means Man Overboard Open Rescue Boat means a rescue boat without an enclosed cabin. Operation Limit Categories are as defined in 4.2.1 Out of the water in the context of this Code, means, in or on the boat in the damaged condition, including being able to sit on the deck edge or tube, with the torso out of the water. It is accepted that with the boat in a damaged or swamped condition personnel may get wet; Passenger means any person carried on a ship except: (a) a person employed or engaged in any capacity on the business of the vessel,
(b) a person on board the vessel either in pursuance of the obligation laid upon the master to carry shipwrecked, distressed or other persons, or by reason of any circumstance that neither the master nor the owner nor the charterer (if any) could have prevented or forestalled, (c) a child of under one year of age;
PPE means Personal Protective Equipment;
Rescue Boat Code of Practice Second Draft 16th July 2004 Protected waters means waters not categorised in Merchant Shipping (Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant shipping Notice MSN 1758 (M), but the location of which are explicitly defined and accepted as protected by the Regional Manager of the MCA responsible for the specified UK coastal area, having regard for the safety of the small vessels which operated in those waters; Regulating Authority means the MCA or its agreed agent; Renewal examination means a similar examination to the Compliance examination; Rescue Boat Rescue Boat Certifying Authority (RBCA) means either the MCA or one of the organisations authorised by the MCA to: a) Appoint persons for the purpose of examining vessels and issuing and signing Declarations of Examinations; and b) Issue Certificates. The organisations so authorised by the MCA for all vessels covered by the Code are as follows:- (to be confirmed) Royal Lifesaving Society (RLSS) Royal National Lifeboat Institution (RNLI) Surf Lifesaving Association of GB (SLSA)
Rescue Boat Certificate means the certificate appropriate to a vessel to which the Code is applied;" Rescue Boat Organisation means the organisation and all its relevant parts, involved in operating and supporting Rescue Boats as Declared Facilities. Rescue Boat/Rescue vessel means a boat designed, constructed, maintained and operated to the Rescue Boat Code and includes rescue boats operated by life-saving/ life guarding clubs. A rescue boat can be defined as operating for the public good, either on a voluntary of professional basis; RIB means a Rigid Inflatable Boat a vessel with an inflatable collar, attached to a solid hull. The collars are inflated during normal craft operation; Safe haven means a harbour or shelter of any kind which affords safe entry and protection from the force of weather; Service means an operation to effect rescue or render assistance; Shore crew means personnel nominated by the Rescue Boat Organisation to provide assistance in launching, recovering or maintaining the rescue boat; Shore interfaces means a facility, structure or equipment used to support a rescue boat and assist in the launch/recovery of the boat, crew, survivors or shore helpers. It is not necessarily the responsibility of the Rescue Boat Organisation to maintain such interfaces (e.g. pontoons, moorings, slipways, etc). Shore interface equipment is distinct from launch and recovery equipment; Draft Rescue Boat Code 16th July 2004
Single point failure means the failure of any one item in a system that can cause total failure of the system to carry out its function; Standards means such as BS (British Standard), EN (European Standard accepted by the European Committee for Standardisation, CEN), IEC (International Electrotechnical Commission) and ISO (International Organisation for Standardisation). Where these are identified in the Code, they should be taken as referring to any standards which amend or replace them; Survivor(s) means persons (s) rescued by the Rescue Boat; Technical Authority means an MCA recognised / approved technical organisation that will have wide experience of inflatable boats and RIBs; To sea means beyond Category D waters or Category C waters if there are no Category D waters.
3. 3.1 3.1.1
Application and Interpretation

Application This Code of Practice applies to open Rescue Boats of less than 15 metres in length, which are one of the following: Boats fitted with a buoyant collar; Inflatable Boats; Rigid Hull Boats; Rigid Inflatable Boats; and which are operating for the public good, either on a voluntary or professional basis.
3.1.2 3.1.3
It also applies to open rescue boats of less than 15 metres length operated by life-saving/ life guarding clubs. This Code does not apply to safety boats which are used to support water-based activities and which are not for the general public good.

3.1.4 The rationale for not including safety boats is that the Code is written using the whole basis of Management Structure, Training, Equipment, Operational Procedures, etc. available to Rescue Boats, some of which may not be available to safety boats. Additionally, safety boats tend to be event based rather than response orientated and as such may not be suitably equipped, or manned by appropriate personnel, to fulfil the range of activities typically undertaken by Rescue Boat facilities. The following craft are excluded from the provisions of the Code: 3.1.6 Personal Watercraft. Rescue Boards, canoes or any other non-mechanically powered floating device.
3.1.5
It is appreciated that some Rescue Boat Organisations may currently use craft of the above excluded type to facilitate rescues. Organisations are advised to carry out local risk assessments on the use of this equipment and to ensure that their Operators are trained appropriately in line with the methodology utilised throughout this Code.
3.2 3.2.1
Applicability of other codes of practice, standards and legislation Where a rescue boat is certificated under another Code of Practice e.g. MCA Small Commercial Vessel Code, the requirements of that Code apply when it is used commercially. For operation as a Rescue Boat it must be certificated under this Code. The general mutual recognition clause adopted by the contracting parties to the European Economic Area Agreement should be accepted. The clause states: Any requirement for goods or materials to comply with a specified standard should be satisfied by compliance with: a relevant standard or code of practice of a national standards body or equivalent body of a Member State of the European Economic Area Agreement; or any relevant international standard recognised for use in any member state of the European Economic Area Agreement; or a relevant specification acknowledged for use as a standard by a public authority of any Member State of the European Economic Area Agreement; or traditional procedures of manufacture of a Member State of the European Economic Area Agreement where these are the subject of a written technical description sufficiently detailed to permit assessment of the goods or materials for the use specified; or a specification sufficiently detailed to permit assessment of goods or materials of an innovative nature (subject to innovative processes of manufacture such that they cannot comply with a recognised standard or specification) and which fulfil the purpose provided by the specified standard; provided that the proposed standard, code of practice, specification or technical description provides, in use, equivalent levels of safety, suitability and fitness for purpose.
3.2.2
3.2.3 3.2.4
Compliance with this Code in no way obviates the need for operators to comply with local requirements where these are applied under relevant legal authority. The Rescue Boat operator of a vessel is responsible for the health and safety of anyone working on the vessel (this includes volunteers). All relevant Health and Safety Legislation applies.

3.2.5 Adherence to the requirements of the Code does not absolve the organisation of any liability that may apply to persons rescued. However, rescued persons are NOT passengers as defined elsewhere in Merchant Shipping legislation. Rescue boats are operated with the specific purpose of rescuing persons who will be on board the rescue boat for a limited period only. The Rescue Boat Organisation is not bound to look after their comfort, however consideration must be given to risk of increased injury when bringing the rescued to safety. Recognising that some vessels operate across the margins of the sea into inland waterways, attention is drawn to the common approach to the vessel safety scheme adopted by the major UK inland navigation authorities. The Boat Safety Scheme of the British Waterways Board/Environmental Agency (BWB/EA) sets safety standards and certification and inspection requirements. Owners of vessels complying with this Code and requiring them to operate in inland waterways should obtain formal clearance from the appropriate inland navigation authority.
3.2.6
3.2.7
The Rescue Boat Organisation mus t keep itself informed of and apply relevant standards. Certification and audit
Ownership and application of the Code is the responsibility of the MCA. The MCA will offer advice, give guidance, keep the Code under constant review and have overall responsible for certificating operators and checking standards . All Rescue Boat operators should be certificated under the terms of the Code within one year of the official introduction of the Code. The certification process will be based on self-regulation, with the completed compliance matrix shown in Annex F forming the submission to MCA for issue of the certificate. The MCA will retain the power to inspect and audit Rescue Boat facilities at short notice to ensure compliance with this Code. The following documentation should be held by a Rescue Boat facility under the terms of this Code and be available for audit if requested by the MCA. (See Annex E for further guidance.) Training Plan Maintenance Plan Standard & Emergency Operating Procedures Accreditation Certificate Management Structure and plan Record of Services Compliance matrix All associated formal safety assessment documentation including Risk Assessments. Operation manuals relevant to the boats machinery and equipment Any other supporting calculations or documentation required by this Code
3.3 3.3.1
3.3.2 3.3.3 3.3.4
3.3.5 3.3.6
The above documents are required under the terms of this Code but are not intended as a definitive list; other statutory bodies may require further documentation. Rescue Boat Organisations will require to be certificated as compliant with the Rescue Boat Code of Practice on a two-yearly basis.
3.4 3.4.1
Compliance
The design, construction, equipment, operation and maintenance of all Rescue Boats, should comply with this Code. Subject to agreement by the Rescue Boat Certifying Authority, exceptions may be made for existing boats on an individual basis if the following can be demonstrated as applicable for the period prior to the introduction of the Code: The boat has been operating as a Rescue Boat safely and effectively for at least 5 years. The crew has been continuously trained as part of an effective rolling programme for at least 5 years. The management structure of the rescue boat has been effective for at least 5 years. A complete operational, training, maintenance, accident/ incident log for the rescue boat can be presented. The operational requirements for the rescue boat remain unchanged The operating limits for the rescue boat remain unchanged.
3.4.2 3.4.3
Where non-compliances are identified by a Rescue Boat Organisation, it is to propose a plan to address these. This plan should include a suitable time scale. Existing non-compliant rescue organisations having had facilities for less than five years from the date of official introduction will be subject to special consideration by the Rescue Boat Certifying Authority. All new and second-hand boats entering service with a Rescue Boat Organisation, or boats undertaking a change in operational role within an organisation after the introduction of the Code are to be fully compliant with the Code. Areas of Operation As part of the establishment of the rescue facility, the organisation will be required to designate a nominal geographic area of operation that under normal circumstances, and within weather limitations, the co-ordinating authority will be able request deployment of the boat. Due consideration is to be given to operating the boat outside of that area. The operator is therefore to agree a communications protocol with the co-coordinating authority to facilitate the deployment of the boat beyond the nominal area of operations, at the discretion of the helmsman, with due regard to the limitations of the prevailing weather, the boat, its crew, and the capability of the surrounding backup facilities. The operational limitations for Rescue Boats, which in this Code are weather defined, are stated in 4.2.1 and 4.2.2.
3.4.4
3.5. 3.5.1
3.5.2
3.5.3
3.6 3.6.1 3.6.1
Management
A suitable and effective Management structure shall be in place in all Rescue Boat facilities to ensure that the organisation is run in an appropriate and safe manner. The Formal Safety Assessment undertaken in the development of this Code has identified a number of management areas as critical to the safety of Rescue Boat facilities. These are identified in Annex E of the Code.
3.7 3.7.1
Training Notwithstanding any specific requirements within this Code, the Rescue Boat operator is to ensure that every person employed (including volunteers) should be aware of any risks affecting them and ensure that appropriate measures are taken to minimise them, through training and improving procedures or equipment where necessary. Each Rescue Boat Organisation shall have a nominated Training Manager(s) responsible for ensuring that all relevant personnel undergo appropriate training. Specific training requirements are identified in the relevant sections of the Code and minimum requirements are detailed in Annex B. The Training Manager is responsible for ensuring that training within the organisation is kept up to date, recorded, and that all certification is valid. Standard Operating Procedures and Incident Action Plans Rescue Boat Organisations are to have a set of Standard Operating Procedures and Incident Action Plans that define the operational tasks and actions required to ensure safe Rescue Boat operations. The Operating Procedures are to identify and state any operational limits to be imposed taking in to account, but not limited to, design of equipment, training of the crew or weather. Emergency Procedures The organisation is to undertake a risk assessment of their activities and to identify foreseeable events that may give rise to an emergency and have a written set of Emergency Procedures.
3.7.2 3.7.3 3.7.4
3.8 3.8.1
3.8.2
3.9
3.10 3.10.1
Maintenance Requirements
Where essential maintenance tasks have been identified through the formal safety assessment used to develop this Code, they are stated as requirements under the appropriate section. The organisation is to identify maintenance needs for all relevant equipment, and to ensure that the maintenance is carried out. Record of Services An accurate and detailed record of services is to be kept to assist in developing the risk management strategy, identify training needs and evaluate effectiveness.
3.10.2
3.11 3.11.1
Rescue Boat Code of Practice Second Draft 16th July 2004 4.

4.1 4.1.1 4.1.2
Construction and Structural Strength

Introduction The Code of does not aim to be wholly prescriptive about the choice and specification of Rescue Boats and associated equipment. The philosophy of this Code is to assist the application of good practice to rescue equipment design and selection. Due to the local nature of equipment acceptability, in most cases good practice can be achieved through the use of accepted risk assessment procedures. Where possible this Code offers advice on how to facilitate this process. Advice is rarely exhaustive. If the Rescue Boat operates in a different capacity at any time, it must be fully compliant with relevant legislation and Codes of Practice for that operation. Where certain tests required by this Code are identical to those required by another Code with which the boat already complies, those tests do not need to be repeated. Compliance with the Code in no way obviates the need for vessels and/or skippers to comply with relevant Bye Laws made by either the Local Authority, or the port / harbour authority for the way in which the vessel is certificated to operate. In particular, Local Authorities have powers to require vessels to have Passenger Liability and Third Party insurance cover, and to set the level of cover. Also, Local Authorities may have power over the use of the foreshore and landing pla ces, and to issue licences for their use. A Police check may also be considered on the crew. Operational and Design Limits The following operational limits have been defined in ISO 12217-1.
4.1.3 4.1.4 4.1.5
4.2 4.2.1
Operational Limit Category: Significant wave height maximum (m) Beaufort wind force maximum
A 7 10
B 4 8
C 2 6
D 0.5 4
4.2.2
The Code is only applicable to boats operating within Operational Limit Categories B, C and D. An open Rescue Boat is not expected to operate in conditions that exceed Category B. Operational limits for a Rescue Boat must be stated in all documentation associated with the boat. It should always be borne in mind that the capability of a rescue boat is a function of both its design and the capability of its crew. Achieving Rescue Boat Code requirements for a particular operational limit is not interchangeable with certification for those conditions as a recreational craft. It might be necessary for a Rescue Boat to work beyond its specified operational limit. The following information must be provided to the boat operators: Identification of operational limits. Possible consequences of operating beyond operational limits. Appropriate action to be taken to reduce the risks to crew and survivors.
4.2.3
4.2.4 4.2.5

4.2.6 Operation in surf may require a Rescue Boat to operate in wave heights beyond its design operational limit. Boats and equipment may only be considered acceptable for this if a positive local risk assessment has been carried out. Many surf Rescue Boats operate in surf greater than the notional wave height to which they have been designed, and have been proven to be appropriate for this, subject to certain mitigations which may be of the form: 4.3 4.3.1 4.3.2 Crew capability Boat tests in anticipated conditions Training Operational back up Operation in proximity to the beach
4.2.7
General Requirements The boat and all associated equipment must be designed and constructed to allow for its operation as a Rescue Boat up to the specified operational limit. The design of the Rescue Boat and associated equipment (including launch and recovery equipment and shore interfaces) are to take full account of the operational procedures, and must ensure that the risks posed to crew, shore crew, the general public are minimised. Applicable legislation and standards (ISO, BS, EN) referring to equipment design, construction and fitting must be adhered to wherever relevant. Standards are referenced in the appropriate places throughout the Code, and have been gathered in the bibliography attached as at Appendix G. Compliance with these standards is usually required as a minimum. It is accepted that some standards only cover boats up to certain lengths; however in the absence of an acceptable alternative, the philosophy of the proposed tests may be appropriate. Modifications/ Additions to craft should be carried out in accordance with best practice, taking account of operational, structural and stability requirements. BOAT CONSTRUCTION AND STRUCTURAL STRENGTH: General The Rescue Boat Organisation shall be able to demonstrate that the structural design, scantlings, choice and combination of materials, construction method and production quality of the Rescue Boat is strong enough in all respects to operate as a Rescue Boat in the agreed operating conditions.
4.3.3 4.3.4
4.3.5
4.4 4..4.1

4.4.1.1 This applies in particular to the following: Hull Deck Buoyancy chambers and partitioning
The structural design of the above shall take account the following: 4.4.1.2 Operational limits for use as a Rescue Boat. Maximum recommended load. Engine Power and machinery. Boat size. Environmental degradation. Structural redundancy by design. Maintenance. Operational pressure loading Point loads (such as equipment and people)
The following operational and environmental considerations should also be addressed: All boats: Damage and damage survivability Impact, collision and slam Structural degradation Environmental degradation: UV, cold/ heat, age, chemical, pollution etc. Vibration, fle xing and fatigue Construction technique Temperature Extreme conditions Abrasion Fittings Materials Overloading of the boat Flooding Maintenance Fire and explosion Osmosis, where appropriate The influence of ancillary equipment. Supporting structure to fix ings

Location of fixings Engine type Wear pads/ sacrificial layers to account for storage, launch and recovery.
Inflatable/ rigid inflatable boats: 4.4.2 4.4.2.1 Puncture Incorrect tube pressure Temperature affecting pressure in tubes Seam failure Stretching Valve failure Propagation of damage Detachment of tube from rigid hull Tube attachment method and design
Construction Material Appropriate proven or approved marine grade materials should be used throughout. The manufacturers recommendations in respect of material compatibility, protection from environmental degradation and replacement are to be followed. To reduce the risk of fire the flammability of materials used in the construction of the boats shall be taken into consideration. Quality Assurance A quality assurance procedure approved by the Rescue Boat Certifying Authority must be adopted and adhered to during the construction of the craft. When boats are built in batches to a standard design, prototype structural and production tests on one boat may be accepted for a boat of the same design submitted for compliance with the code. All boats should be compliant with the Recreational Craft Directive, or if not built for the open market, should be at least of an equivalent standard. Unless the craft is fitted out by the boat manufacturer then the fit out process must be completed to at least the same standard as the boat and equipment manufacturers recommendations. Construction and structural strength: Rigid hull boats and boats fitted with a buoyant collar The structure of rigid hull boats should comply (as a minimum) with ISO 12215: small craft, hull construction and scantlings, or with the requirements of a UK Load Line Assignin g Authority. (American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, Germanisher Lloyds, Lloyds Register of Shipping and Registro Italiano Navale).
4.4.2.2 4.4.3 4.4.3.1 4.4.3.2
4..4.3.3 4.4.3.4
4.5 4.5.1

4.5.2 The structure of a rigid hull boat not in accordance with 4.2.1 may be specially considered if the Rescue Boat Organisation is able to provide full structural information to the Rescue Boat Certifying Authority. This must include relevant calculations, drawings, and details of materials and construction. Construction and structural strength: Inflatable boats and rigid inflatable boats The design and construction of inflatable boats and rigid inflatable boats should comply (as a minimum) with parts 1 3 of ISO 6185: inflatable boats, or should be of a design and construction which would meet the requirements of Chapter III of the 1974 SOLAS Convention, as amended, and the parts of the Annex to IMO Resolution MSC.81(70) Testing of Life Saving Appliances (as amended) which are appropriate to the type of boat and subject to the variations which are given in the Code. The structure of an inflatable or rigid inflatable boat not in accordance with ISO 6185 may be specially considered if the Rescue Boat Organisation is able to provide full structural information to the Rescue Boat Certifying Authority. This must include relevant calculations, drawings, and details of materials and construction. Fully inflatable boats are not appropriate for Operational Limit Category B waters. Inflatable tubes must be protected wherever possible from on-board equipment, and in vulnerable damage areas. Consideration should be given to fitting outboard fendering and wear pads, Valves must be located or protected to avoid damage in all scenarios likely to be encountered by the rescue boat. Rip-stop fabrics, rip-stop strips or reinforcing patches should be used if possible. In an inflatable boat or RIB the upper surface of the buoyancy tube should be provided with a non-slip finish. Capacity plate The Rescue Boat must display a clearly and indelibly printed or engraved plate displaying the following: Name of boat manufacturer or importer and country of origin Design Category Maximum all up load capacity Maximum recommended number of persons (as defined in 7.5) that the boat is designed to carry when under way. Maximum engine power in HP and/or kW Recommended working pressure of buoyancy tubes (inflatables and RIBs) Maximum engine mass on transom
4.6 4.6.1
4.6.2
4.6.3 4.6.4
4.6.5 4.6.6 4.6.7
5 5.1

Maximum number of personnel calculation must take i nto account the maximum all up load capacity, crew weight and any additional fittings as stores etc. Crew and survivor weights must reflect those specified by 7.6, but to allow flexibility the plate may detail various permutations of the form: crew @ 100kg each survivors @ 75 kg each survivors (child) @ 37.5 kg each
Attention should be drawn to the fact that the other standards assume a crew weight of 75kg, and this code necessitates that a figure of 100kg normally be used (see 7.6). This detail should be reflected clearly on the capacity plate.
If the boat displays an RCD determined capacity plate and/or an ISO 6185 capacity plate, to avoid ambiguity a separate clearly marked Rescue Boat Code capacity plate is required.
5.2 5.3 The details on the capacity plate must be replicated in all relevant boat and training documentation. If exceptional circumstances require any of the capacities specified on the plate to be exceeded, it is at the discretion of the helmsman. This must be stated explicitly in all documentation. The following can be referenced: ISO 7000, ISO 11192, ISO 6185 Freeboard Freeboard: All boats The boat shall have sufficient freeboard considering its operational limit and the maximum recommended load specified on the capacity plate. Freeboard markings are not required for Rescue Boats. The minimum freeboards recorded during the tests and the permissible maximum weight which can be carried should be recorded on the certificate for the vessel. Freeboard: Rigid hull boats A rigid hull open boat in sea water, when loaded to the maximum all up weight specified on the capacity plate, must have a minimum freeboard giving a clear height of side (water to the lowest point of the gunwale) of not less than 400mm for boats under 7m LOA and not less than 690mm for boats of 15m LOA. Intermediate lengths should be interpolated. Freeboard: Inflatable boats, RIBs and boats with a buoyant collar
5.4 6 6.1 6.1.1 6.1.2
6.2 6.2.1
6.2.2 6.3

6.3.1 The freeboard of an inflatable boat, RIB or boat with a buoyant collar should be not less than 300mm measured from the upper surface of the buoyant tubes and not less than 250mm at the lowest part of the transom in the following conditions and with the drainage socks (if fitted) tied up: The boat with all its equipment, engine and fuel, or replaced by an equivalent mass The boat with all its equipment, fuel, cargo and the number of persons for which it is to be certified, so arranged that a uniform freeboard is achieved at the side buoyancy tubes The boat with all its equipment, fuel, cargo and the number of persons for which it is to be certificated, and the inflatable boat re-trimmed as necessary to represent a normal operating condition.
6.3.2
Boats operating in Operational Limit Category D only, which, at the transom, do not meet the freeboard requirements of the above, may still be accepted by the Rescue Boat Certifying Authority provided it can be demonstrated that the boat is self-draining when moving ahead, and has a substantial reserve of buoyancy. Intact Stability Intact stability: All boats The boat shall have sufficient stability and buoyancy considering both its design category and the maximum recommended load specified on the capacity plate. A range of realistic and relevant loading scenarios, including worst cases must be generated. Conditions must include the following: Maximum load condition specified on the capacity plate i.e. maximum crew and survivors, full fuel, engine, all operational on-board equipment etc. Lightest condition as permitted by the operating manual. Any intermediate case that may be worse for any reason. Any other operational considerations that might affect stability
7 7.1 7.1.1 7.1.2
7.1.3 7.1.4
Fuel free surface moments should be minimised as far as possible by design. Intact and damaged stability tests can be carried out with the engine and fuel tank either installed or replaced with an equivalent mass. Each crewman may be substituted by a representative mass (see 7.6) and each survivor by 75kg for the purpose of the tests. Intact and damaged stability tests are to be carried out on the boat whilst floating in still water. If a boat is completely in accordance with a standard production type the Rescue Boat Certifying Authority may be provided with certificates of approval for any tests already completed. However personnel weights appropriate to rescue boats as specified in 7.6, or appropriate corrections, must have been applied. All intact stability information must be included in associated documentation. Positive stability is defined as having a righting moment tending to turn the vessel to the upright position. Intact stability: Rigid hull boats
7.1.5 7.1.6
7.1.7 7.1.8
7.2

7.2.1 7.2.2 7.2.3 Rigid hull boats of hull length greater than or equal to 6m should comply with the stability requirements of ISO 12217-1. Rigid hull boats of hull length less than 6m should comply with the stability requirements of ISO 12217-3. For all rigid hull boats, and for each condition specified by 7.1.2, all personnel up to the maximum number of persons for which the boat is certified (except the helmsman, who may be assumed to be at the steering position) should be crowded to one side, with half this number seated on the side deck. This procedure should be repeated on the other side and at each end of the boat. In each case, the following must be addressed: Positive stability must be maintained. The angle of heel and the position of the waterline should be recorded. The angle of heel must not exceed 7. For an open boat, the freeboard to top of the gunwale must never be less than 250mm at any point.
7.3 7.3.1
Intact stability: Inflatable boats, RIBs and boats with a buoyant collar For each condition specified by 7.1.2, personnel up to the maximum number of persons for which the boat is certified (except the helmsman, who may be assumed to be at the steering position) should be crowded to one side, with half this number seated on the buoyancy tube. This procedure should be repeated on the other side and at each end of the boat. In each case, the following must be addressed: Positive stability must be maintained. The freeboard to the top of the buoyancy tube should be recorded. The freeboard should be positive around the entire periphery of the boat. The freeboard at the transom should be a minimum of 250mm, unless the boat is found to comply with 6.3.2. The boat should not display an inherent tendency to lift the buoyancy tube and loss of stability due to wind pressure under the buoyancy tube should be determined
7.3.2 7.3.2.1
Static stability tests must include a factor of safety to take account of the influence of wind, waves etc. An appropriate number of additional people may be added to leeward to simulate an additional worst case wind heeling moment. By calculation a 40knot wind heeling force generates a 14-degree heel on a 7.5m RIB. This equates to 2 crew, each of 100kg, on the buoyancy tube. Intact stability: Survivor recovery all boat types Referring to the realistic operating scenarios generated in 7.1.2, positive stability must be maintained throughout the process with an appropriate number of crew (the helmsman may be assumed to be at the steering position) recovering 1, 2 (or more) persons from the water. The operational validity of the number chosen must be demonstrated. The rescued persons should feign to be unconscious which can be defined as not being able to help oneself, with their backs turned to the boat so as not to assist the rescuers. Each person involved should wear an approved lifejacket. If dummies are used, they must be of an appropriate weight.
7.4 7.4.1

7.4.2 7.4.3 Survivor recovery heel tests should be carried out on the boat whilst floating in still water. Survivor recovery tests in 7.4.1 s hould be repeated for the boat in a fully swamped condition see section 10. Maximum personnel capacities The following options are available to determine the maximum number of persons allowed on board the rescue boat: As a guide, ISO 6185 Parts 1 to 3 contains a formula to determine the maximum number of persons allowed on board an inflatable boat. However person weights specified below must be substituted into this formula. ISO 14946 also provides guidance. The intact and damaged stability requirements of this code must be satisfied, which may be used to determine the number of persons allowed. This may result in a reduction in the number of persons allowed by ISO 6185. The maximum number of persons on board will be determined by the lesser of 7.5.1.1 or 7.5.1.2. Crew and survivor weight definitions The weight of a fully equipped and dressed rescue boat crewmember is assumed to be 100kg. It is recognised that in certain instances e.g. surf rescue crews equipped with minimal PPE, this average weight could be assumed to be less: if so, a case must be presented for approval on an individual basis for using a lower figure (to a minimum of 75 kg. The weight of a survivor is assumed to be 75kg. Damaged Stability General requirements All damaged stability information must be included in associated documentation. All damaged stability tests should be carried out with the boat loaded with the maximum number of persons (crew and survivors) stated on the capacity plate. The engine and (full) fuel tank should be fitted, or replaced by an equivalent mass, as should all equipment appropriate to the intended use of the boat. A damaged survival book must be generated, detailing approaches and capabilities associated with the various damaged states. This information can be based on a risk assessment of each damaged state and should form part of the boat manual. The carriage of a recovery kit comprising of, for instance, a spare inflatable bladder, pump etc is at the discretion of the operator and is likely to be dependent on the area and conditions of operation. A risk assessment of the specific operation of the boat will determine this requirement. Damaged stability: Rigid hull boats The Code approaches rigid hull boats as one-compartment vessels and if damage occurs it is assumed that hull form buoyancy is entirely lost.
7.5 7.5.1 7.5.1.1
7.5.1.2
7.5.3
7.6 7.6.1 7.6.2
7.6.3 8 8.1 8.1.1 8.1.2
8.1.3
8.1.4
8.2 8.2.1

8.2.2 Although from a damage point of view, rescue boats are assumed to be onecompartment vessels, from a practical point of view sub-division is desirable. However rescue boats must not have a configuration that is likely to give rise to stability problems, particularly in the case of asymmetric flooding, that could cause capsize or a severe angle of loll. A rigid hull boat must have sufficient residual buoyancy, with 50% of its reserve floatation/buoyancy lost, to be able to support 100% of the weight of the boat, equipment, crew and survivors detailed as a maximum on the capacity plate. Residual buoyancy may take the form of tanks, bags, solid foam, etc. Damaged stability: Inflatable boats In each of the following cases it must be demonstrated that 100% of the weight of the boat, equipment, crew and survivors detailed as a maximum on the capacity plate can be supported out of the water in an upright position by the undamaged remainder of the boat. A five-compartment buoyancy tube has been used in the following illustrations; however the principal must apply to all variants of buoyancy tube design. The shaded spaces represent those buoyancy tube volumes that have been damaged. With the forward buoyancy deflated (i.e. both sides, if there is a central baffle).
8.2.3
8.3 8.3.1
8.3.1.1
8.3.1.2
With the entire buoyancy from the centreline at the stem to the transom on one side of the boat deflated, as shown in 10.3.1.2(a). For boats without a central baffle this must be achieved by deflating both the side compartment(s) and the bow compartment as shown in 10.3.1.2(b).
(a)
(b)
Note Foam buoyancy boxes may be fitted under floor.

8.3.2 8.3.3 The keel chamber on an inflatable boat must be deflated for damaged condition tests. It is to be assumed that if the boat is damaged it will also be swamped. It also is assumed that if a part of the buoyancy tube is lost, the form buoyancy of the buoyancy tube is lost. As such, no benefit can be gained by manually holding up a deflated buoyancy tube. Damaged stability: RIBS and boats with a buoyant collar In each of the following cases it must be demonstrated that 100% of the weight of the boat, equipment, crew and survivors detailed as a maximum on the capacity plate can be supported out of the water by the undamaged remainder of the boat. With the hull damaged and where applicable not providing any form or residual buoyancy. With the hull intact but the buoyancy tube damaged as shown in 10.3.1.1 and 10.3.1.2.
8.4 8.4.1
8.5 8.5.1 8.5.2
Buoyancy tube sub-division of inflatable boats, RIBS and boats with a hollow buoyant collar The subdivision of inflatable boats must appropriately reflect horsepower, length and breadth. However this is subject to a minimum of 5 chambers (not including the keel). On an individual basis, where boats with 4 subdivision compartments or less wish to operate as Rescue Boats, justifications can be presented for approval. However, all other intact and damaged requirements must still be satisfied. In the worst case whole half damaged condition; a 4-compartment boat is likely to be better than a 5-compartment boat due to the centreline bow baffle. However, for progressive damage, degradation is more gradual with more compartments. Although not exhaustive, the following list of measures to provide an equivalent level of safety may be considered: Personal Protective Equipment (PPE). Operational back up, such as a mother boat, or supervision from the shore able to call up support. Specific operational conditions, such as limited range of operation. Specific crew training. Seasonal Operation Group working
8.5.2.1
8.5.3
An inflatable boat or rigid inflatable boat loaded to the maximum load capacity shall be capable, on a sudden deflation of any one of its compartments, of being propelled by its primary means. This must be tested by propelling the boat in a generally straight line for at least 400m in calm water. Sub-division of RIBs and boats with a buoyant collar Although no subdivision of the hull of a rigid inflatable boat is specifically required attention should be drawn to the damaged stability requirements of 8.4.
8.6

8.7 Damaged stability: survivor recovery A damaged boat is not expected to continue its rescue mission, and recover survivors. However it should be noted that the maximum number of survivors allowed are assumed to be on board for all damaged stability tests. 9 9.1 9.2 9.3 Dynamic Stability The speed and manoeuvrability barrier avoidance tests detailed in ISO 11592 should be carried out for all conditions specified in 7.1.2. Operational limits have been defined in 4.2.1. Boats in each category must be designed and constructed to withstand these parameters in respect of stability and buoyancy, and have satisfactory handling characteristics, bearing in mind that dynamic stability is directly related to the conditions of operation of the boat. By meeting the stability requirements of this code, the boat is approved from a stability aspect for operation in Operational Limit Category C or D. If a boat wishes to operate in Operational Limit Category B waters, it should also adhere to wind heeling and wave requirements set out in ISO 12217-1 - Sections 6.3 and 7. Achieving stability requirements for a particular operational limit does not approve the boat for use as a Rescue Boat unless all the other relevant requirements of the Code are met. If dynamic crew positioning is a critical influence on the stability of the boat, the design should reflect this. Other factors, such ergonomics, footrests handholds etc., should also be addressed Where applicable, maximum propulsion power for inflatable boats, RIBs and boats with a buoyant collar should be determined by ISO 6185 Parts 1 to 3 bearing in mind that excessive horsepower can have an adverse effect on dynamic boat stability, especially on smaller boats. Where applicable maximum propulsion power for rigid hull boats should be determined by ISO 11592, bearing in mind that excessive horsepower can have an adverse effect on dynamic boat stability, especially on smaller boats Swamping and Drainage Swamping In the fully loaded swamped condition a rescue boat should not be seriously deformed. In the fully loaded swamped condition, a rigid hull boat should have positive freeboard around the boat. In the fully loaded swamped condition, an inflatable boat, RIB or boat with a buoyant collar should have positive freeboard around the periphery of the buoyancy tubes. If a boat does not have positive freeboard at the transom at any point during swamping tests then it must be shown that all openings etc. are watertight and that the structure is able to withstand the head of water. The drainage requirement specified in 12.2.3 must be satisfied. All swamping tests must be repeated for at least one condition where the boat is partially swamped. This can be interpreted as 50% swamped. This is a free surface test. The stability of the boat must be positive at all times. It must be demonstrable that capsize cannot be induced by free flowing water.
9.4 9.5 9.6
9.7
9.8
9.9
10 10.1 10.1.1 10.1.2 10.1.3 10.1.4
10.1.5
10.2 10.2.1 10.2.2 10.2.3
Drainage The boat must be equipped with a suitable drainage system. The drainage system should be demonstrated at the conclusion of the swamping test. It must be shown that a swamped boat can be drained or bailed at sea. If a rigid inflatable boat does not have positive freeboard at the transom at any point in the swamp tests the boat must be shown to drain without interference to almost dry in less than 30 seconds. If the boat has a dynamic system of drainage (e.g. Transom drain socks) a necessary part of the buoyancy test is to demonstrate that the engine or drainage power system still works when the boat is swamped. A form of secondary bailing must be demonstrated. BOAT RIGHTING SYSTEMS A Rescue Boat must be able to return to upright following a capsize, using one of the following approaches: Manual righting (using an agreed training manual procedure). The number and capability of crew that are required to right the boat must be determined. To prevent the boat being at sea with less than this capability, the relevant information must be included in documentation and training. Automatic and semi-automatic righting Inherent self-righting by design
10.2.4
10.2.5 11 11.1
It is important to ensure autonomy following capsize. If an operator wishes to use a Rescue Boat that cannot be righted, mitigations must be provided by the Rescue Boat Organisation. These may be of the following form: 11.2 11.3 11.4 Demonstration that the probability of capsize is very low 2-boat operation Operation in close proximity to a beach that affords a safe refuge to boat crews following capsize. Provision of a life raft if a life raft is carried it must be accessible when the boat is capsized.
Righting capability must be demonstrated. The ability of the crew to re-enter the boat from the water following capsize must be demonstrated. Any single crewmember must be able to climb unassisted into the boat at any accessible point around the perimeter, without capsizing the boat. The effects of trapped water must be considered in terms of stability and righting the boat. STABILITY DURING LIFTING
11.5 12

12.1 If the boat is fitted with a lifting device it must be able to operate at maximum safe working load, with a realistic worst case placement of people in the boat. The following must be true throughout the lifting operation: 12.2 The boat must remain stable Inflatable boats, RIBs and boats with a buoyant collar must have positive freeboard. The freeboard to top of the gunwale must not be less than 250mm at any point, and the angle of heel must not exceed 7 throughout the lifting operation.
Information and instructions to the helmsman on boat safety when using any lifting device should be included in the boat documentation. This information should be replicated and displayed in an appropriate position, on the lifting device or adjacent to the controls.
13
ICE ACCRETION Stability of a boat that will operate in sea areas where ice accretion can occur should be specially considered by the Rescue Boat Certifying Authority with regard to icing allowance and stability standard.
14 14.1 14.2 15 15.1 15.2
RECESSES Any recess not provided with a watertight closure should be self-draining. Any effect of a flooded recess on stability must be addressed. STABILITY TRIALS A stability trials proforma has been generated and can be found in Annex A. Achieving Rescue Boat Code stability requirements for a particular operational limit is not interchangeable with certification for those conditions as a recreational craft. OPENINGS The location, size, number and specification of all closing devices to openings to spaces (and associated structure) that are considered watertight must be designed to be strong enough in all respects for boat use up to the operational limits. The closing devices and their attachment should be of strength at least equivalent to the surrounding boat structure, and should be provided with sufficient locking d evices to enable them to be positively secured in the closed condition. A hinged closing device located in the forward portion of the boat should normally have the hinges fitted to the forward side of the hatch. If an actuator controls the closing device, a backup arrangement must be provided. It must be ensured as far as possible by design that openings to watertight/ dry spaces remain closed. Keep Closed warning notices must be provided where possible. Deck freeing ports (where applicable) must be of an appropriate size and type, and be considered in association with the freeboard stability sections of the Code.
16 16.1
16.2
16.3 16.4 16.5 16.6

116.7 Any penetrations of watertight structure for pipes, cables etc. must be provided with valves and/ or watertight glands as appropriate. FIXINGS The positioning, supporting structure and detailed design of all fixings to the main boat structure must be designed to be strong enough in all respects for boat use in the designated operating conditions. Particular attention should be paid to: 18 18.1 Lifting points Hatches and openings Console attachment Engine securing Equipment securing Mooring, anchoring and towing strong points Roll bar
17 17.1
17.2
WATER FREEING FROM DRY SPACES The boat must be designed to minimise the risk of sinking. Special attention is to be paid to: Self draining wells Ventilation fittings (Battery housing) Removal of water using pumps or other means
18.2
A system must be provided whereby water can be removed from spaces nominated as dry. Watertight lockers that contribute to damaged buoyancy of the boat are to be considered as dry spaces Machinery spaces nominated as dry must have a bilge system that is able (as a minimum) to control flooding as a result of a single skin fitting failure or sea water system rupture. The bilge alarm system and bilge system itself must be designed such that it can function if any compartment (containing any component of the system) is flooded. Any water freeing (bilge) system must incorporate an appropriate level of redundancy, and the following are to be considered Float malfunction should be considered as a possibility. Redundancy may extend to providing an alternative means of bailing the boat. If the primary means is a hand bilge pump, a second is suggested.
18.3 18.4 18.5
18.6 18.7 18.8 18.9
Any bilge pump system must be designed to cope with debris in the bilges. Bilge suction valves should be non-return. A powered automatic bilge pumping system is recommended, but only in combination with a back up. An auto-start bilge pump should be fitted with an alarm at the control position such that the reasons for pumping can be investigated.

18.10 It is accepted that pollution is a potential problem; however in each case the level of risk should be determined. To prevent pollution, automatic bilge pumps must not be fitted in compartments containing pollutants. Reference can be made to: 18.12 19 19.1 19.2 20 20.1 ISO 8849, Electrically operated bilge pumps ISO 11582, Small craft Bilge pumping systems
18.11
Where applicable spare bungs must be carried for all dry spaces. WATER FREEING FROM WET SPACES Structures and spaces not considered as being weather-tight should be provided with efficient means of drainage. The effects of trapped water must be minimised wherever possible by design. SKIN FITTINGS All openings below the waterline leading to pipes including exhausts must be fitted with a seacock, valve or other efficient means of closure, which is readily accessible in an emergency. Reference can be made to: ISO 9093, Small craft Seacocks and through-hull fittings All openings below the waterline not leading to pipes must be treated as part of the hull envelope, with consistent structural integrity. This applies to logs, transducers etc. and consideration should be given to the use of cofferdams. Metallic skin fittings must be cathodically protected where appropriate. This requirement is less applicable if the boat is stored out of the water. All clipped connections leading up to a skin fitting (sea water system, bilge system etc.) must be double clipped. Where appropriate, all systems leading up to a skin fitting must have a non-return valve adjacent to each skin fitting. This should be as near as possible to the seacock to lessen the risk from pipe damage. PROPULSION: GENERAL REQUIREMENTS The propulsion system must reflect the specific operation of the boat. The operational limits of the propulsion system cannot be less than those of the boat. A Category B boat must have at least 2 wholly independent propulsion systems, including the starting arrangements, fuel supplies and engines. The boat must be able to be safely operated up to the specified limiting conditions on one of its engines. Single engine boats may be appropriate for use as Rescue Boats operating in Categories C and D. All propulsion systems must have an emergency stop facility. All engines and support systems must be designed to be restarted following capsize. Start up (routine and post-capsize) procedures must be clearly marked.
20.1.1 20.2
20.3 20.4 20.5
21 21.1 21.2 21.3
21.4 21.5 21.6 21.7

21.8 21.9 Any modification to standard propulsion systems must be supported by a local risk assessment. Boats operating in surf or shallow water have different requirements and may need a propulsion system with specific characteristics such as: Disabled engine lock-down Engine strengthening Fitting of a propeller guard Removal of the start in gear inhibit function. Time can be saved re-starting the engine in gear. Incorporating a device to limit the thrust to a maximum of 500N at the time of starting the engine could also mitigate risks. Conversely, if in gear inhibit is fitted, ISO 11547, Small craft start in gear protection can be referenced.
21.10
Electric motors and LPG motors are not specifically considered under this Code of Practice. ENGINE STOP CORDS A local risk assessment must be carried out to determine the use of engine stop cords and the following risks must be locally addressed, in terms of probability and consequence: Helmsman is lost over the side (no engine stop cord fitted), resulting in the boat being out of control. Engine stop cord is accidentally pulled, resulting in engine shut down at a critical moment, such as in big surf.
22 22.1
22.2 22.3
If engine stop cords are NOT provided with the engine: Throttles must be sprung loaded to return to idle. A spare engine stop cord must be carried on board. An over-ride capability must be present Associated electrics must be designed to reduce the chance of a short on the system. If engine stop cords ARE provided with the engine:
23 23.1 23.2 23.3 23.4
INBOARD ENGINES Inboard petrol engines must not be used on rescue boats. Inboard engines must be of a marinised type and operate on fuel with a flashpoint in excess of 55 C. A capsize switch must return inboard engines to idle (or off - as long as the engine can be re-started) on capsize. Inboard engines must have at least two means of starting. The following options are acceptable: Hand crank can be used as a secondary means, but only if practical. Where there is only electric start, there must be a dual-redundancy starting system with cross-connection. An electric starting system could provide cross-connection to an appropriately specified secondary battery. This battery need not be dedicated, but must remain charged at all times.

23.5 23.6 All inboard engines must be placed in an enclosure to minimise the risk and spread of fire. Any insulation in this enclosure is to be non-combustible. The following may be referenced: 23.7 ISO 8845, Small craft electrical devices, protection against ignition of surrounding flammable gases ISO 9094, Small craft fire protection ISO 7840, Small craft fire resistant fuel hoses ISO 10088, Fuel systems (including inspection hatches) ISO 10133, Small craft electrical systems
Inboard engine installations must have a fire detection and suppression system.
24 24.1
OUTBOARD ENGINES Outboard engines must have two means of starting. The following options are acceptable: Pull start, with a spare cord carried as a back-up (rarely suitable due to boat movement and engine size) An electric start, with a pull start as back-up Where there is only electric start, there must be a dual-redundancy starting system with cross connection. An electric starting system could provide cross-connection to an appropriately specified secondary battery. This battery need not be dedicated, but must remain charged at all times.
24.1.1 24.2
Where a pull start facility is provided, the engine cover must be quickly detachable, allowing fast access to the recoil start mechanism. There must be adequate attachment of engines to the transom, designed to withstand capsize This may entail oversized clamp screws or through-bolting. Where it is not through-bolted, the engine should also be attached to the boat by a suitable wire stop. The motor type used must be suitable for the transom design. It should be noted that outboard motors powered by different fuels exhibit different power and weight characteristics. The boat (transom in particular) design and engine selection should reduce the chance of engine swamping. For inflatable boats, RIBs and boats with a buoyant collar, this can be assisted through appropriate buoyancy tube volumes aft of the transom Where used, the throttle twist grip must be firmly attached to the engine/ throttle arm, particularly when a standard production outboard motor is used in surf. EMERGENCY PROPULSION All boats must have a secondary form of propulsion. For multiple engine installations, the secondary form of propulsion can be to use a single engine only, providing each engine is part of a wholly independent propulsion system.
24.3
24.4
24.5
25 25.1
25.1
The emergency method of propulsion should be capable of propelling the boat at a safe speed for a sufficient amount of time to return to port, and be wholly effective in the operational area conditions.

25.2 Where supported by a risk assessment, the Rescue Boat Certifying Authority may permit a less effective method of emergency propulsion, such as oars or paddles, taking into account any relevant factors including the following: ground tackle sea anchor limited operating area operational support, tandem operations communications protocol standard of fitness of crew
If oars are provided, particular attention should be paid to the effectiveness of the rowlocks. Reference can be made to ISO 6185 section 5.4. 26 26.1 PROPELLERS (and propeller guards) A propeller guard should be fitted in the following cases: If required by any operational risk assessment. If required by a launch and recovery risk assessment If operating in shallow waters when consideration should be given to detaching the lock-down pin and strengthening the engine structure.
N.B. Some propeller guards have been known to effect the steering of some craft causing unexpected changes of direction due to asymmetric loadings on the guard face. Additionally some loss of speed/power/fuel efficiency may be experienced 26.2 26.3 26.4 Any propeller guard must be made of appropriate marine grade materials and designed to match the propeller and the characteristics of the craft. The propeller (and guard if appropriate) must be cathodically protected. Consideration should be given to carrying a spare propeller, associated tools, shear pins etc. WATER JETS Waterjet inlets must be physically protected with appropriate grills. Bars/guards/railings should be fitted to the aft of the boat to deter waterborne casualties from grabbing the moving/steering parts of the waterjet. If possible a method, such as back-flushing, should be provided to clear debris from intake grills. It should be possible to access the jets by feel or visual means to check for debris. Waterjets must be cathodically protected. ENGINE COOLING SYSTEMS
27 27.1 27.2 27.3 27.4 27.5 28

28.1 For Category B multiple inboard engine installations, each engine must have its own cooling system. A crossover facility should be incorporated to allow both engines to be cooled by one cooling system. This requirement also applies to multiple engine installations where one of the engines has been specified as the secondary form of propulsion. 28.2 28.3 28.4 29 29.1 For inboard engine installations, a low cooling water flow alarm must be fitted. For inboard engine installations, an engine overheat alarm must be fitted. For outboard engine installations, an engine overheat alarm should be considered. EXHAUST SYSTEMS Exhaust systems must be designed to withstand capsize. The following should be considered within the design: 29.2 29.3 29.4 30 30.1 30.1.1 Structural arrangement to prevent flooding of watertight spaces through exhausts Ability of the engine to be re-started following capsize Location of exhaust openings Roll-over envelopes Positioning the exhausts near the centreline, and as high as possible Closure of exhaust openings Non-return capability of exhausts.
Where exhausts are cooled, there must be a cooling failure alarm. Crew must be protected from hot exhausts and appropriate visual warnings must be displayed. Any insulation of hot equipment must be of non-combustible type. FUEL General Requirements Where relevant the following should be adhered to: ISO 7840 - Small craft - Fire resistant fuel hoses (to minimise fuel vapour permeating pipes) ISO 10088 - Small craft - Permanently installed fuel systems and fuel tanks ISO 11105 - Small craft - Ventilation of petrol engines and/or petrol tank compartments ISO 9094 - Small craft - Fire protection ISO 13591 Portable fuel systems for outboard motors.
30.1.2
The fuel system must be designed to withstand capsize and minimise any resultant leaks. Tank ventilation systems should incorporate a non-return valve or means to restrict/ prevent water entering the fuel supply.

30.1.3 The fuel system must be designed to resist damage or restriction of flow and the following factors should be considered 30.1.4 30.1.5 30.1.6 30.1.7 Armoured fuel pipe Pipe run channels Securing velcro straps Flexible mounts Fuel lines to have a specific route and be of the correct length to achieve this
Location of fuel bulbs All elements of the fuel system must be adequately secured. The fuel system must be pressure tested, and the test pressure must reflect the working pressure of the system. A fuel gauge should be fitted to all non-flexible tanks. (Flexible tanks will collapse on use, allowing visual checks to be made.) A fuel filter must be present in the fuel system.
30.1.7.1 2 filters in-line should be considered. Corrective maintenance should be addressed as part of this consideration, and if appropriate, spares for the filter should be carried. 30.1.8 30.1.9 30.1.10 30.1.11 30.1.12 30.1.13 The fuel filter must be easily accessible. Fuel type should be clearly marked at the fill point. The fuel filling point shall be so located and arranged that no overflowing fuel can enter the craft when it is in its static floating position. Fuel storage ashore must comply with the Health and Safety at Work Act. Carriage of fuel by road must comply with the Road Traffic Act. All fuel containers (on board and in the boathouse) should be clearly labelled, including flexible tanks. Fire prevention The filling, storage, venting and fuel-supply design, arrangements and installations must minimise the risk of fire and explosion. Fuel tanks, lines and hoses shall be either separated or protected from any source of significant heat. Any compartment into which flammable gas may leak and accumulate must be provided with a hydrocarbon gas detector and alarm. The detector and alarm should comply with a recognised standard. BS 50057 detection of combustible gases, can be referenced. Hydrocarbon gas detectors should be placed under or adjacent any tank where hydrocarbon gas is likely to accumulate. If this is not the case, an adequate ventilation policy must be demonstrated. A ventilation policy may entail a watertight vent to be opened (whilst ashore) on a regular basis. 30.2.4 Any compartment not permanently ventilated in which petrol vapour can accumulate must not contain an ignition source.
30.2 30.2.1 30.2.2 30.2.3

30.2.5 30.2.6 30.3 30.3.1 All fuel vent positions must be easily accessible, and vented into fresh air. Petrol tank vent pipes to atmosphere must be protected by flameproof gauze. Petrol systems should be protected against electrical/static discharge. Fuel tanks Portable fuel tanks for outboard petrol engines should be 27 litres or less in capacity, in compliance with the requirements of ISO 13591 Portable fue l systems for outboard motors. Fuel tanks must be sized to reflect the anticipated range of the boat and fuel consumption. Fuel tanks must be safely located The tank materials and method of construction shall be according to their capacity and type of fuel to be used. Fixed inboard petrol fuel tanks are acceptable in a rigid hull vessel, a Rib or a boat with a buoyant collar subject to the following: 30.3.6 30.3.7 30.3.8 30.3.9 30.3.10 30.3.11 30.4 30.4.1 30.4.2 30.4.3 30.4.4 The tank is constructed of mild steel (hot dipped galvanised after fabrication), or stainless steel. Foils should not be used in a steel tank. Any spillage during fuel handling is not allowed to accumulate.
30.3.2 30.3.3 30.3.4 30.3.5
Petrol shall be kept in tanks that do not form part of the hull and that are insulated from the engine compartment and from all other sources of ignition. Petrol tanks should have all connections and fittings at the top of the tank. Fixed tanks must have inspection hatches. Small outboard motors (usually less than 5hp) with integral tanks may be used. Foam filled fixed fuel tanks should be considered. Fixed fuel tanks should have a dipping facility. Fuel Pipes and Connectors For boats with outboard engines, all fuel line and tank connectors are to be quickly detachable, self-sealing, snap-on fittings. For boats with inboard engines all fixed fuel connections must be double clipped. For multiple engine installations, pipes and tanks must be inter-connectable for extra redundancy between fuel lines and tanks. It must be possible to shut off the flow of fuel remotely from the engine, thereby isolating the fuel supply either at the tank or at the engine. Tank isolation should be able to be activated from outside the engine space. The valve or cock must be as close as possible to the fuel tank. For portable tanks, disconnection of the fuel line from the tank with self-sealing connectors is acceptable. In the case of an integral outboard tank, one fuel line valve is acceptable.
31
VENTILATION

31.1 Ventilation systems must be designed to withstand capsize. The following should be addressed: 31.2 Structure to prevent flooding of watertight spaces. Ventilation must not prevent the engine from being re-started following capsize. Location of ventilation openings Roll over envelopes Air pipes and ventilators should generally be kept as near the centreline as possible and as high as possible. Air pipes and ventilators should be fitted with an automatic means of closure when down flooding to the spaces served would endanger the safety of the boat. Provision of a permanently attached means of weather-tight closure
Any inboard dry engine compartment shall be ventilated. The dangerous ingress of water (and hydro-carbons) into the engine compartment through all inlets must be prevented. Inboard engine compartment ventilation systems must reflect its fire suppression system, where appropriate. STEERING The boat should be provided with an efficient means of steering. Steering systems and supporting structure shall be designed, constructed and installed in order to allow the transmission of steering loads under operating conditions, including after capsize. The steering system should conform to the requirements of the appropriate BS, EN and ISO standards. The following standards can be referenced: ISO 8847 - Small craft - Steering rear-wire rope and pulley systems ISO 8848 - Small craft - Remote steering systems ISO 10592 - Small craft - Hydraulic steering ISO 9775 - Small craft - Steering gear - single outboard motors 15-40 kW ISO 13929 - Small craft - Rack and pinion direct link systems
31.3
32 32.1 32.2
32.3
32.4
The steering position should be located so that the helmsman, under normal operating conditions, has a clear view for the safe operation of the boat. This must include towing operations. The following standard can be referenced: ISO 11591, Engine driven small craft Field of vision from helm position
32.5 32.6
All boats must include emergency steering procedures in their operational training. Hydraulic remote steering systems should be fitted with a by pass valve to allow for emergency steering.

32.6.1 Emergency steering should be based on any of the following: A redundant system, A re-configured system A temporary rig An emergency tiller to fit to the head of a rudder stock A rod attachment which may be fitted to a Z-drive framework Some twin-engine boats may be able to demonstrate adequate emergency steerage by engine manoeuvring. If fitted with Z or stern drives, these should be fitted with a locking device in case of steering system failure.
32.7 32.7.1
All Category B boats must have a secondary wholly independent form of steering. It must be shown that there are no single point failures in the steering system. For boats with twin outboards using vectored steering, it must be possible to steer with one engine, having lifted the other, and be able to use full lock in both directions. If a boat has two rudders, they must be sized to allow effective steering with one rudder only.
32.8 32.9
Emergency steering equipment must be simple to rig and use. For a hydraulically controlled steering system the following must be in place: Low hydraulic pressure alarm (powered systems only) Low hydraulic fluid alarm (separate reservoirs only) Bypass valves (if necessary to facilitate the use of emergency steering) Recognised Health and Safety procedures must be adhered to
33 33.1 33.1.1 33.2 33.3
ELECTRICAL SYSTEMS: General requirements Electrical systems shall be designed and installed to minimise the risk of fire and electric shock. Spark sources should be sited as far from fuel pipes and tanks as possible. A risk assessment must be carried out of the electrical system. It must be ensured that there is an appropriate level of redundancy. Electrical installations should conform to the requirements of all applicable ISO standards.

33.3.1 The following may be referenced: ISO/DIS 10133, Small Craft Electrical systems, Extra low voltage DC installations. ISO 13297, Small Craft Electrical systems, Alternating current installations. ISO 8846, Small craft - .Electrical devices - Protection against ignition of surrounding flammable gases BS EN 28846, Small Craft Electrical devices, Protection against ignition of surrounding flammable gases. BS EN 50057, Electrical apparatus for the detection and measurement of combustible gases. ISO 9097, Electric fans. ISO 8849, Electrically operated bilge pumps. The institution of Electrical Engineers Regulations for the Electrical and Electronic Equipment of Ships with Recommended Practice for their Implementation, 6th Edition 1990 and subsequent supplements. British Marine Federation Code of Practice for Electrical and Electronic Installations in Boats, 3rd Edition. BS 6883, Specification for elastomer insulated cables for fixed wiring in ships (suitable for lighting, power, control, instrumentation and propulsion circuits). IEC 92-350, Low voltage shipboard power cables. BS 5345, Code of Practice for the selection, installation, and maintenance of electrical apparatus for use in potentially explosive atmospheres.
33.4 33.5
Appropriate Integral Protection (IP) standards of water resistance are to be applied through the electrical systems. Systems should be two-wire, except that single wire systems are acceptable for engine circuits comprising engine mounted equipment and which have a return connection made at the engine itself. A system in which there is no intentional connection of the circuit to earth (an insulated system) should be provided with double pole switches, except that single pole switches may be used in the final sub-circuit. The insulation resistance, using a low voltage instrument so as not to cause damage should not be less than 0.3 M. All circuits except the main supply from the battery to the starter motor should be provided with electrical protection from overload and short circuit. Cross-linking circuits are an exception. BATTERIES Ventilation through a flame-proof gauze shall be provided to prevent the accumulation of flammable gases that might be emitted from batteries. To ensure that any evolved hydrogen is expelled, battery compartments, lockers and containers should be exhausted from the higher point of the space and air supplied at a level below the top of the batteries.
33.6
33.7 33.8
34 34.1

34.1.1 The following should be considered: The space in which the battery or vented box sits is in turn vented. Battery boxes are made as small as possible to inhibit the build up of large quantities of gases. Where battery charging capacity exceeds 2kW, the batteries must be placed in a suitably ventilated dedicated compartment. Where mechanical means are employed to ventilate a battery compartment, the components must not present a source of ignition. Reference should be made to the requirements of the ATEX Directive (EC Directive 94/9/EC concerned with equipment and protective systems intended for use in potentially explosive atmospheres)
34.1.2 34.2
Battery charging systems should be fitted with circuitry to prevent over-charging. If the system has a charging facility, a battery charging light or ammeter should be provided, though this may not be available for outboard motors. A battery capacity monitor should also be considered. Equipment must be provided to allow the battery to be charged and its charge to be monitored in the boathouse. Gel type or sealed batteries must be used on rescue boats. Sealed or Maintenance free batteries still produce small amounts of flammable gases, and are fitted with valves to relieve internal pressure. Future standards will refer to this type of battery as a valve regulated sealed type. Battery capacity must reflect the operational requirements of the boat. An anticipated service use and charging capability calculation must be carried out to determine battery requirements to allow for full operational ranges. The calculation should encompass electric start engines: the battery size must have sufficient charge to start the engine(s) an appropriate number of times without recharging. Engine starting batteries must be matched to the engine An engine-starting battery must be used solely for this purpose, and a second battery must be provided for any other uses. System redundancy can be provided through battery cross-connection. Battery terminals should be protected against accidental contact with metallic objects. When the sole means of starting is by battery, the batteries should be in duplicate and connected to the starter motor via a change over switch so that either battery can be used for starting the engine. Charging facilities for the batteries should be available. Under normal circumstances it is not recommended to discharge both batteries in paralle l. A battery cut-out switch should be provided for all systems. It is preferred that this switch act as an isolator i.e. it is double pole. However, single pole is acceptable on the positive conductor. If a battery change-over switch is fitted and is provided with an off position, this may serve as the cut-out switch also. Each battery and charging circuit must be able to be isolated ( This is under review ). However, there must be no single point failures in the system. Isolators must be specifically maintained. Batteries must be firmly secured. Batteries shall be protected from ingress of water. The battery box shall be acid splash proof.
34.3 34.4 34.4.1
34.5 34.5.1 34.5.2 34.6 34.7 34.7.1 34.7.2 34.8
34.8.1
34.9 34.10 34.11 34.11.1 34.11.2

34.12 A risk assessment of rescue boat batteries should address the following: Flat battery Battery explosion Damage Leaks Poor connections Over voltage Over-use Under-charged Alternator failure Corrosion Shorting Salt up Environmental issues Ventilation blockage Regulator/ alternator failure Cable failure Isolator switch failure Capsize Impact Fluid level Maintenance

35 35.1 35.2 35.3 35.3.1
CABLES Cabling must be appropriate for the application and matched to the power source. All cabling must be to a recognised standard for marine use in small boats. Cabling must be appropriately protected, physically and electrically. When selecting cables particular attention should be given to damaging environmental factors, such as the following: Heat UV Polystyrene, which degrades PVC insulation. Salt/ fresh water Fuel contamination
35.3.2
All electronic equipment cabling should be effectively screened. Alternatively trials can be carried out to demonstrate that there are no interference problems.

35.3.3 All cabling should be fire retardant cable, subject to equipment supplie d cables. Cables which are not provided with electrical protection should be kept as short as possible and should be short-circuit proofed, e.g. single core with additional insulated sleeve over the insulation of each core. Normal marine cable, which s i single core, will meet this requirement without an additional sleeve, since it has both conductor insulation and a sheath. Cable runs should be continuous where possible. Bends in cable runs should be provided with suitable radiuses. Conduits must be used where possible, or cabling recessed in the structure. A risk assessment of rescue boat cabling should address the following: 36 36.1 36.2 36.3 36.3.1 Physical damage due to fatigue, impact, fire, environment, flexing etc. Burn out Connection failure EMC and cross-talk Incorrect production Ageing Maintenance
35.3.4 35.3.5 35.3.6 35.7
ELECTRICAL PROTECTION Protection shall be provided to guard against overload and short-circuit of all components in the electrical system except for engine starting circuits. All fuses should be clearly labelled and identifiable. Fuses must be easily accessible for shore-side replacement. It is not anticipated that fuses will be changed at sea. This may however need to occur in an emergency, if the benefits of restoring power to the system outweigh the risk of exposing all remaining fuses to water. The carriage of emergency fuses should be addressed.

36.4 A risk assessment of rescue boat electrical protection should address the following: 37 37.1 37.2 37.3 37.4 Overheating Fuses don't trip Fuses trip too quickly Mechanical failure Incorrect fuse Operational environment Surges in power Dirty supply (affecting sensitive electronics) Corrosion Quality issues Fire Maintenance
SWITCHES Wiping contacts or relays should be used where possible. All switches should be clearly labelled, identifiable and accessible. Switches should be sited to avoid accidental switching. A risk assessment of rescue boat switches should address the following: Switch failure Fail-safe circuits Circuits are continuously live Water Impact Environment and seawater protection Surges in power Switch quality Contact burning/ arcing (HV) Maintenance
38 38.1 38.2
EARTHING AND LIGHTNING PROTECTION All equipment must be earthed appropriately. 12V and 24V DC systems do not require separate earthing. Where a considerable risk of lightning strike is identified, it is recommended that attention is paid to lightning strike protection. For information on lightning protection, reference should be made to ISO 10134 Small Vessels Electrical Devices Lightning Protection.

38.3 A risk assessment of Rescue Boat earthing should address the following: 39 39.1 39.2 Corrosion Interference with navigation Interference with communications Interference with engine management system Corrosion of skin fittings Incorrect sizing of anodes Bonding Impact leading to loss of earthing Incorrect location Bond broken Shore supply Incompatibility Design, maintenance and training
ELECTRICAL SPACES Spaces containing electrical equipment should be vented, and accessible to prevent corrosion and allow maintenance. Electrical equipment or cables should not share enclosed spaces where fuel vapour may be able to accumulate. Where this is not possible, equipment must comply with a recognised standard for prevention of ignition in a flammable atmosphere. A risk assessment of spaces on rescue boats containing electrical equipment should address the following: Fuel lines giving off fuel vapour refer to ISO 7840 Current leakage Arcing Damage to cables Corrosive environment Incorrect fit Maintenance and training
39.3
40 40.1
LIGHTING If the boat has a night time capability, it must be possible to operate (navigate, communicate etc.) safely at night following a total failure of the electrical system.

40.1.1 The following should be considered: 40.1.2 Fundamental lights should have back up, in the form of torches, chemical lighting, nightglow strips, route marking etc. Spare bulbs should be carried. Any secondary form of communication must be effective. The use of wandering leads. The specification of the lights should be appropriate in terms of wattage and colour. Lights should be positioned to provide light where required, yet avoid loss of night vision.
When designing any lighting system the following should be considered:
41 41.1 41.1.1
COMMUNICATIONS EQUIPMENT Radio equipment carried by the boat must be capable of fulfilling operational functions. Where practical, vessel must be fitted with a fixed VHF installation, in preference to a portable unit. Additionally, the implementation of GMDSS and Digital Selective Calling (DCS) should be considered in the selection of radio equipment. Vessels fitted with fixed VHF installations must have installed VHF DSC by February 2005, and are strongly recommended to install at the earliest opportunity. Equipment must be carried to allow at least two means of communication, of which one must be a VHF radio capable of marine band communication. Any secondary communications system must not rely solely on the main battery, thus preventing any single point failures in the communications system. For boats with fixed VHF installations, a secondary aerial should be carried. Aerials and cables should be installed to avoid interference from engines or other electrical/electronic systems. The secondary aerial may be shared with a hand-held radio. It must be possible to effect radio communications following immersion as a result of capsize. All VHF radios should be water resistant to Integral Protection (IP) 68 standard, including the microphone and speakers. Hand-held radios must be able to float and have a lanyard. There are three basic standard of water protection: splash proof, water proof, and immersion proof. If a hand-held VHF is the primary means of communication, a waterproof pack is not considered as adequate waterproofing. However a waterproof pack can be used to provide floatation.
41.2 41.2.1 41.3
41.4 41.4.1 41.5 41.5.1
41.6 41.7 41.7.1 41.7.2
VHF radios should be selected and positioned to minimise the risk of accidental transmission. Aerials should be mounted as high as is practicable to maximise performance. If relevant, aerials must not interfere with helicopter operation requirements. For fixed aerials , sprung bases should be considered. Fold down aerials should be considered.

41.8 41.8.1 41.8.2 41.8.3 41.9 Communication, either internal or external, must be effective in relation to noise levels on board. Equipment must be provided to allow effective internal communic ation within the boat. It must be possible for the helmsman to hear VHF communications. Repeaters can be considered, as can curly cords and headsets. Where the boat has only a single battery or no battery, a hand held torch and a portable VHF must be carried on board. The torch must have a Morse Code button. Battery minimum duration /capacity should be stated in order to meet the operational demand. NAVIGATIONAL EQUIPMENT Appropriate navigational equipment must be carried. Where navigation lights are fitted, they shall comply with the Merchant Shipping (Distress signals and prevention of collisions) Regulations 1996, SI 1996 No. 75 or Local/Navigation Authority requirements, as appropriate. Requirements for navigation lights and sound signals are detailed in Small Commercial Vessel and Pilot Boat Code. The boat must be provided with the equipment required to allow operational compliance with the requirements of the Merchant Shipping (Distress signals and prevention of collisions) Regulations 1996, SI 1996 No. 75. Navigational equipment must be provided such that navigation is not solely dependent on an electronic means. The following should be carried or fitted as a minimum: 42.5.1 Appropriate charts to reflect the operation of the boat. Charts must be adequately waterproofed. An efficient magnetic compass (and deviation card if necessary). A hand bearing compass, or similar equipment for taking bearings. An echo sounder 42.6 43 43.1 43.1.1 A back up compass A distance-measuring log. A GPS may fulfil this role.
42 42.1 42.2
42.2.1 42.3
42.4 42.5
The following should also be considered:
It must be possible to manually override any Autopilot or computer controls, if fitted. TOWING All Rescue Boats must have a towing capability, however, see 57.5.6 Design of the towing system must reflect the Rescue Boat size and horsepower, size and types of craft that may be towed and the conditions in which tows may take place. Bollard pull should be determined and used to assist the towing gear specification. The range of towing capabilities must be communicated to the operators. Towing limitations must be determined, and guidance must be provided. All Rescue Boats shall be fitted with at least two mandatory strong points, one forward and one aft, capable of taking a tow.
43.2 43.3

43.3.1 Strong points designed for towing can also be used for anchoring, mooring etc. Reference can be made to: 43.4 43.5 ISO 15084, Small craft Anchoring mooring and towing, strong points. Towing equipment, must be kept on board at all times, and be kept ready for immediate use. The design and operation of the towing arrangement and gear must minimise the detrimental effect on stability. Guidance must be provided on how to fit and rig a tow given the equipment provided. A quick release option must be demonstrated. This could be a nearby knife or a dedicated unit. The towrope should be buoyant, high visibility, and of a type appropriate to the operation of the boat. If the boat has a night-time capability it must be possible to illuminate the tow. Towing shapes and lights are not required for use on board rescue boats. The carriage of a casualty drogue should be considered. All boats shall also be able to be towed, and must have a suitable strong point for securing a towline. ANCHORING It must be possible to safely stabilise the boat to allow appropriate corrective maintenance, including post capsize. This could be implemented through provision of an anchor or alternatively a sea anchor. All boats must carry an appropriate anchor warp and chain suited to the operating conditions. Category B boats should consider carriage of an appropriate kedge anchor in addition to the main anchor. Guidelines for anchor selection can be found in the Small Commercial Vessel and Pilot Boat Code. If considered excessive, mitigations for their reduction should be determined. The anchor should be provided with dedicated stowage and be ready for easy access and deployment at all times. It must also be adequately secured in its stowage to ensure that it cannot become a hazard in rough conditions, or after capsize There should be an anchor strong point in an appropriate place and a practical fairlead. Reference can be made to: 44.6 ISO 15084, Small craft Anchoring mooring and towing, strong points. The anchor and associated equipment can be tested through submission to full power astern in a realistic anchoring scenario. PYROTECHNICS Illumination flares should be carried when operating at night.
43.6 43.7 43.7.1 43.8 43.9 43.9.1 43.10 43.11
44 44.1 44.1.1 44.2 44.2.1 44.2.2 44.3
44.4 44.5
45 45.1

45.2 45.3 45.4 46 46.1 46.2 46.3 46.4 Appropriate emergency flares should be carried. See Small Commercial Vessel and Pilot Boat Code for guidance The stowage of pyrotechnics should prevent degradation and premature activation of flares. Flares must have a suitable stowage in the boathouse as well as on the boat. ADDITIONAL EQUIPMENT REQUIREMENTS An appropriate First Aid kit should be carried and be easily accessible in all conditions. Appropriate equipment must be carried to aid survivor recovery from the water, without putting the crew at risk. An appropriate knife should be carried. The knife should be secured and covered. Appropriate damage control equipment (to stabilise either a casualty boat or the Rescue Boat) should be carried. The following should be considered for carriage: 46.5 46.6 A puncture repair kit and pump on board an inflatable boat or RIB. Spare drainage bung(s).
The boat storage design must reflect the operational list of additional equipment that has been specified. If additional equipment is to be carried, it must be included in the relevant load cases of the stability section. The carriage of additional equipment could be as a result of supernumerary crew. Equipment carried should be as compatible as possible with interacting authorities. This is particularly the case with medical equipment such as stretchers, but may also apply to equipment relating to rescue helicopters, cliff rescue, etc. A buoyant heaving line should be carried. Its design must minimise potential injury to crew and survivors. . Bolt croppers / wire cutters should be considered for carriage, particularly for the rescue of sailing boats. If night operations are anticipated, it must be ensured that all necessary equipment is visible (lit, or glow in the dark). If the boat is to operate at night, it should be provided with an efficient waterproof and robust ele ctric torch. This torch must be suitable for Morse signalling. If the boat is to operate at night, it should be provided with a searchlight. MoB EQUIPMENT STOWAGE All equipment must be securely stowed to withstand the operating conditions for the boat, including capsize. Equipment selection and stowage must reflect the boat design, its operation and the equipment itself, i.e. no sharp edges on inflatable boats or RIBs. Essential equipment stowage positions must be clearly labelled.
46.6 46.6.1 46.7 46.8 46.9 46.10 46.11 47 47.1 47.2 47.3

47.4 47.4.1 Equipment stowage should be designed for access in all likely situations, including capsizes. 47.5 47.6 The inverted waterline should be determined and used to position critical equipment such as righting controls, radios, sea anchors etc. The position of righting controls should be clearly marked on the outside of the hull to allow rapid access. It should be ensured that these markers are above the inverted waterline and that the equipment can be accessed with the boat upside down. The provision of a grab bag may allow additional equipment to be carried and stowed acceptably. Any grab bag should be 3-point secured. Any grab bag should preclude the contents falling out when the bag is upside down.
It must be ensured that non-watertight stowages are able to drain, and are ventilated.
48 48.1 48.1.1
FIRE The type of equipment installed and the layout and design of the boat shall reduce the risk and spread of fire wherever possible. In doing so the following must be addressed: Naked flames Hot areas, engines and auxiliary machines Oil and fuel overflows Uncovered oil and fuel pipes Positioning of electrical wiring. Sources of ignition on the boat Use of fire retardant materials in high risk areas Stowage of combustible material s, including cleaning rags. Storage of the boat ashore Provision of warning systems where appropriate
48.2 48.3 48.3.1
Smoking must not be allowed on board a Rescue Boat. The boat should be provided with efficient fire fighting equipment, appropriate to the fire hazards, both on and off the boat. The following can be referenced: MCA Small Commercial Vessel and Pilot Boat Code
48.4
Where there is an enclosed machinery space, unless there is a fixed fire extinguishing system, provision should be made i n the boundary of the space for discharging a fireextinguishing medium into the space. Fixed fire extinguishing systems in machinery spaces should be an MCA or equivalent approved type appropriate to the space to be protected.
48.4.1

48.5 48.6 48.7 48.8 48.8.1 Crew safety on having to abandon the rescue boat as a result of fire must be demonstrated. If any fire detection and suppression system is automatic, the extinguishing system must also be able to be activated manually. Appropriate secondary manual fire extinguishers must be provided for inboard and outboard propulsion installations. Adequate fire extinguishers for outboard engines must be provided and stowed appropriately. Where fitted, portable fire extinguishers shall be readily accessible and one shall be so positioned that it can easily be reached from the main steering position of the boat. PROTECTION OF PERSONNEL BY DESIGN All aspects of the boat must be designed to minimise the risk to all persons on board during operation, including survivors, up to the operational limit of the boat. The provision, specification, positioning and attachment of the following should reflect this: Seating Bulwarks Guard rails (if fitted) Handholds Footholds Padding Hazard signs Lighting Rounded edges Appropriate recovery access for survivors Personal protective equipment etc.
49 49.1 49.1.1

49.2 49.2.1 49.3 49.4
Personnel protection measures should have minimal interference with the operation of the boat, both routinely and following capsize. Guard rails etc. should not present a hazard of the crew becoming entangled following capsize. Grab handles or lifelines should be provided to allow the crew to move fully around the perimeter of the boat when capsized. The provision of restraints and harnesses should be on the basis of a local risk assessment.

49.4.1 In a harness risk assessment, the following should be addressed: MoB Level of PPE worn by the crew. Crews are to be fully trained in MoB procedure (both as the rescuer and the MoB). There is a risk of propeller injury if MoB is wearing a harness. There is a risk of entanglement if the boat capsizes and crew are attached.
In certain cases it may be ju dged more hazardous to suffer MoB with a harness than without. 49.5 49.6 49.6.1 The boat must be designed to minimise the risk of a MoB. All surfaces that may be stepped on should be designed to reduce slipping. The following should be addressed: 49.7 49.8 Areas where hydraulic fluid or fuel may leak or be spilled. The surface finish of hatch covers on a working deck. If the boat is righted through the crew standing on the upturned hull, non-slip patches should be considered. The provision of non-slip boots. The upper surface of an inflated buoyancy tube should be provided with a non-slip finish. Areas where engines may be hand-started.
The location of any recesses must minimise the risk of tripping. The boat must be designed such that the ergonomics of operating the boat minimises any potential chronic and acute crew injury risks. Seating and posture should be addressed. Issues associated with buoyancy tube riding or riding within the boat should be investigated where relevant. The boat must be designed to minimise manual handling risks at all time, particularly during survivor recovery. The boat must be designed to avoid injury to survivors and crew whilst recovering people from the water The boat is to be designed to minimise danger to persons during normal movement about the boat, with due regard being paid to moving parts, hot surfaces and other hazards. Snags and hooks where PPE webbing can catch are to be avoided Machinery must be suitably guarded to prevent injury. LIFE SAVING APPARATUS EQUIPMENT (PPE) General Requirements PPE must be provided to adequately protect the crew at all times, particularly in the water. INCLUDING PERSONAL PROTECTIVE
49.9 49.9.1 49.10
49.11 50 50.1 50.1.1

50.1.2 If no liferaft is provided with the rescue boat, PPE must provide an alternative haven. One of the following should be chosen: 50.1.3 An approved immersion suit A dry suit A wet suit Any other efficient garment to reduce the likelihood of hypothermia should the wearer enter the water.
Liferafts, carried should be to a recognised standard, and be serviced at a service station approved by the manufacture at appropriate intervals (including its hydrostatic release unit where fitted). The Small Commercial Vessel and Pilot Boat Code provides guidance on acceptable types of liferaft, their stowage location, and service intervals. PPE must not detract from the capability of the crew and should, if possible, enhance it. Waders should not be worn. Lifejackets Rescue Boat crew must wear appropriate lifejackets at all times whilst aboard the Rescue Boat or in the water. The only exception to 50.2.1 is where the encumbrance of a lifejacket would preclude safe operation in the Rescue Boat environment. This dispensation must be applied for and will only be granted if mitigations are acceptable to the Rescue Boat Certifying Authority. 1. Crews engaged in underwater operations 2. Surf: The rationale for a surf dispensation is that there is evidence to suggest that a lifejacket may inhibit the ability of such crew to swim through a breaking wave. It is noted from the Surf Life Saving Association of Great Britain, that fit, trained crew stand a better chance of survival by swimming through large breaking waves, rather than remaining on the surface. This dispensation will not be granted l ightly and mitigations must include the following as a minimum: The crew must be sufficiently physically fit and trained to cope with the environmental conditions of surf. The crew must be able to handle the boat in surf. The Rescue Boat must be visually monitored from the shore by appropriately qualified staff. The shore support must have access to emergency communication facilities. There must be an emergency procedure in place.
50.1.4
50.2 50.2.1 50.2.2
50.2.2.1 Examples may be as follows:
50.2.3 50.2.4
Gas inflatable lifejackets must be serviced annually at a service station approved by both the manufacturer and the Rescue Boat Certifying Authority. Lifejackets should be MCA or Marine Equipment Directive approved (wheelmarked) or comply with BS EN 396 of 150N or BS EN 399 of 275N and be fitted with a minimum of whistle, light and retro-reflective devices. Where the lifejackets are of the inflatable type, they must be fitted with a compressed gas inflation system.

50.2.5 50.2.6 Where boats are operated at night, each lifejacket must be provided with Day/ Night flare(s). Crew wearing buoyancy aids may operate Rescue Boats on inland waters during daylight if a local risk assessment proves this to be appropriate. Operationally specific PPE The following should be carried if appropriate: 50.3.2 50.3.3 50.3.3.1 Gloves Helmets Personal locator beacons
50.3 50.3.1
Rescue Boats must carry appropriate provision of PPE for survivors and should reflect operational survivor handling protocol. If it is likely that a crewmember will transfer to a casualty vessel, appropriate PPE must be provided. A harness should be provided so that the crewmember can clip on to the casualty vessel. Bulky kit may need to be avoided to facilitate escape from a casualty.
50.3.4 50.3.4.1
Appropriate PPE must be provided if it is anticipated that the crew will enter the water in the course of service. It may be that a crewman must operationally enter the water to carry out the following: Assist a survivor into the rescue boat Boarding a casualty Going ashore etc.
The following may assist this process: 50.3.5 50.4 50.4.1 Swimming lines Additional communications equipment
A local risk assessment must be carried out to determine appropriate PPE to be worn by shore crew. Use of Retro-Reflective materials on Life Saving Appliances The reflective tape used should comply with the requirements of the European Directive 96/98/EC on Marine Equipment (although the wheelmark need not appear on the tape itself). Buoyant Apparatus: Buoyant apparatus should be fitted with retro-reflective materials in the same manner as liferafts without canopies, always depending on the size and shape of the object. Such materials should be visible both from the air and from a ship.
50.4.2

50.4.3 Lifejackets: Lifejackets should be fitted with patches of retro-reflective materials with a total area of at least 400cm2 distributed so as to be useful for search from air and surface craft from all directions. In the case of a reversible lifejacket, the arrangement should be complied with no matter which way the lifejacket is put on. Such material should be placed as high up on the lifejacket as possible. 50.4.4 Immersion Suits Immersion suits should be fitted with patches of retro-reflective material with a total area of at least 400cm2 distributed so as to be useful for search from air and surface craft from all directions. For an immersion suit that does not automatically turn the wearer face up, the back of the suit should be fitted with retro-reflective material of at least 100cm2 . 51 51.1 51.2 LAUNCH AND RECOVERY EQUIPMENT Appropriate equipment is to be designed and constructed to allow safe launch and recovery of the boat and safe access to the boat in all conditions required for operation. The design and operation of the launch and recovery equipment will be affected by the unique local conditions and must therefore be subject to local risk assessment and consultation with the relevant local authorities. Launch and recovery equipment must be subject to a local risk assessment if new equipment is being used, or if existing equipment is being used in a new way Launch and recovery equipment should comply with relevant legislation and BS, EN and ISO standards. 51.4 51.5 51.6 51.7 51.8 SOLAS (Safety of Life At Sea Convention) LOLER (Lifting Operati9ns and Lifting Equipment Regulations) Health and Safety at Work Act.
Advice 51.3
Service connections should be designed with weak links that can easily part. Davits must be referred to a recognised engineering consultant or davit supplier. Launch and Recovery equipment should have an acceptable number of handholds. Operators and crew must be made aware of any inherent instability of the boat as a result of the launch and recovery method. Retro-reflective materials should be fitted on top of the gunwale as well as on the outside of the boat as near the gunwale as possible. The materials should be sufficiently wide and long to give a minimum area of 150cm2 and should be spaced at suitable intervals (approx. 80cm from centre to centre). POLLUTION The need to control possible pollution emissions from the rescue boat is to be established with the relevant Local and National Authorities. The design of the boat and systems is to appropriately reflect these requirements.
52 52.1

52.2 The following issues to be given special consideration: 53 53.1 53.2 54 54.1 54.2 55 55.1 55.1.1 Fuel Storage, containment and dealing with leakage Containment and disposal of spillage during charging and emptying of fuel containers Disposal of used cleaning agents
BOAT STORAGE A dedicated and appropriate boat storage facility should be provided. Boats should be stored where environmental degradation can be minimised. OWNERS MANUAL An owners/operators manual must be provided with the boat. Instruction for writing the manual can be found in ISO 10240. MAINTENANCE A Rescue Boat Organisation must be able to provide a maintenance and survey plan. The plan should cover the following aspects of maintenance: 1. Planned 2. Preventative 3. Unplanned 4. Corrective On this basis t he maintenance and survey plan should determine the approach of the Rescue Boat Organisation, taking into account the following: Manufacturers maintenance instructions Operation Equipment storage Risks associated with different maintenance approaches for each item
The maintenance plan is likely to involve elements of both planned routine preventative maintenance and unplanned corrective maintenance (at sea or ashore). A routine maintenance plan can vary from a simple (yet inconvenient) collection of manufacturers maintenance requirements, to a specific maintenance schedule incorporating perhaps daily, weekly, monthly and larger periodic job cards. The corrective maintenance plan can be used to determine the tools and spares to be carried at sea, and assoc iated training requirements. 55.2 55.2.1 All aspects of the boat, systems and equipment must be designed to allow specified routine maintenance and anticipated corrective maintenance to take place. Rescue Boats should carry a basic tool kit and an appropriate level of spares to allow for corrective maintenance at sea. Floating tools are beneficial, and lanyards should be used.

55.4 As a minimum, the following corrective maintenance should be considered: 56 56.1 Post immersion/ capsize engine restart Emergency engine re-start (manual/electric) Spark plug replacement (kit in sealed container) Water repellent spray Propeller clearing and replacement address engine lock-up pin Emergency buoyancy tube or hull repair Steering repair and emergency steering Fuel line repair Oil/filters change Aerial replacement Light bulbs and fuses
Testing In addition to the survey regime, the following should be applied during the life of the certificate for inflatable / inflatable collar craft:Annually by the Rescue Boat Organisation an airtightness test as follows: Inflation of the boat to 120% of working pressure Check of the integrity of tubes and seams with soapy water and, in the case of RIBs, the integrity of the joints between the tubes and hull Check that after 30 minutes the pressure is still 120% After 24 hours, the check that the pressure is not less than 100% of working pressure A declaration to be kept in the rescue boats maintenance record for inspection by the MCA or an authorised agent.
57 57.1 57.1.1
Operations
Applicability of Other Codes of Practice
If the rescue vessel is covered by another code for other reasons (such as the MCA Small Commercial Vessel and Pilot Boat Code or the IMO High Speed Craft (HSC) code), the operational requirements of that code must be adhered to in addition to the requirements of the Rescue Boat Code. General Requirements The operational procedures adopted are to take full account of the design of the rescue boat and associated equipment (including launch and recovery equipment and shore interfaces) to ensure that the risks posed to crew, shore crew, the general public and equipment are minimised. The operation of rescue boats and associated equipment will be affected by unique local conditions and must therefore be subject to local risk assessment and consultation with the relevant Local Authorities. In addition to local risk assessments appropriate to the operation of rescue boats the rescue organisation is to demonstrate compliance with each section of the following code, either by following the requirements of the text or by offering an acceptable alternative mitigation(s) for approval by the Rescue Boat Certifying Authority in each case. Issues to be considered in local risk assessments are typically: For launching: Off a trolley: - Crew safety in water around trolley/boat interface, controlling third parties and shore crew, hazards due to change of balance on trolley as boat floats off Alongside mooring:- influence of tides, currents, passing traffic, adequate moorings (including alternative moorings), slips and trips, access times, service connections Offshore mooring:- exposed environment for boat transfer, boat accessibility from water, different operational/daylight limitation for boat transfer, fitness levels for water/boat transfers, mooring design Davit: - man-riding requirements, design limitations, operational expertise. Beach: - propeller protection, access to boat, crowd control, damage to boat and injury to personnel on launch Transit to launch site Road Traffic Act regulations. Compliance with Health and Safety at Work Act Effect on operations of local conditions (sea/weather, obstacles, traffic, surf) Coping with emergencies (such as loss of power and/or steering, collision, capsize, swamping, man overboard, fire, equipment failure, worsening conditions, grounding) Carriage of non-crew members on rescues.
57.2 57.2.1
57.2.2
57.2.3
57.2.3.1
For under way:-

Reliability of navigation, communications (internal/external) and search methods. Operations with external bodies, including helicopters Crew/survivor injuries during survivor recovery or landing Minimum number of crew members to retain effective control of the boat during rescue operations PPE, procedural and training requirements if crew leave the boat during a rescue operation (in water, to another boat or ashore) Specific landing sites for survivors (i.e. to meet helicopter/ambulance)
For rescue: -
For towing:Assessment, implementation and monitoring of tow Training and procedures for range of conditions Operating conditions Specialist/local training requirements Similar range to launching, taking into account non-crew members on board, crew fatigue, faster moving boat entering shallow water, following seas etc.
For operation in surf:-
For recovery operations
57.3 57.3.1
Manning
The minimum number of crew required will be determined by the requirements of 57.2 above but will never be less than two. It is appreciated that there may be occasions during operations where only one crew member is left in the boat. This is sometimes an operational necessity; however, all missions are to begin with the requisite number of crew in the boat. Appropriate training is to be provided to the rescue boat crew and the shore crew so that they may safely launch, recover and operate the boat in all anticipated conditions. The training provided should aim to ensure the greatest availability of appropriately skilled crew. The rescue boat operator is to have policies and procedures to ensure that boat crew and shore crew meet appropriate medical and physical fitness standards. No crew or shore crew member who is unfit to perform the duties expected of them is permitted to assist in the launch, recovery or operation of the rescue boat. Further specific training requirements are noted in the relevant following sections. Launch of Rescue Boat on Service Pre-launch Requirements
57.3.2
57.3.3 57.3.4 57.3.5 57.3.6 57.4 57.4.1

57.4.1.1 57.4.1.2 57.4.1.3 57.4.1.4 A primary and secondary means of communication must be available to assemble crew and helpers for launching the boat on service. A procedure must be in place to guide the request for launch. Each member of the shore and boat crew is to be assigned specific roles prior to a launch. Authorisation to assemble is not to be treated as an order to launch the rescue boat. The decision to launch the rescue boat lies with the Launching Authority and must be made with due consideration of the following points, for which an operational procedure must be in place: The minimum number of adequately trained, fit crew to safely operate the rescue boat in the conditions to be encountered has been assembled. Once authorised to launch by the Launching Authority, the helmsman shall have the final decision whether to launch or not. The minimum number of adequately trained, fit shore crew to safely launch and recover the rescue boat in the conditions to be encountered has been assembled. The launch site has been selected from the list of nominated sites available. Alternative launch sites are to be drawn up in advance as a result of local knowledge and liaison with Local Authorities, and training at the selected site is to have been undertaken. The prevailing and forecast weather/sea conditions are within the operational limits of the Rescue Boat, both at the launch site and area of passage to and from the casualty. Operating a boat above its stated operating limit will place crew and boat at increased risk and should only be considered in exceptional circumstances, and should be a joint decision by the Co-ordinating Authority, the Launching Authority and the helmsman who should all be in agreement. The helmsman has the final decision.
Conditions affecting the operation of the boat may include sea state, air temperature, the likely service duration, distance of casualty from launch site, visibility, and daylight hours remaining. 57.4.1.5 The points in 57.4.1.4 above should always be fully considered and fully adhered to, other than in exceptional circumstances where there is direct knowledge of immediate danger to life and where any delay would substantially increase the risk of life being lost. In some organisations, the Launching Authority may be the duty coxswain or the Duty Officer. The following must be addressed during training: Identification of operational limits.
57.4.1.6
Possible consequences of operating beyond operational limits. Appropriate action to be taken to reduce risks to crew and survivors.

All assembled crew and shore crew to wear appropriate, serviceable personal protective equipment (PPE) for launching and operating the rescue boat in the conditions to be encountered All equipment required for launching and operating the rescue boat in the conditions to be encountered is to be serviceable, properly located and stowed. The boat is to be fully fuelled, or have sufficient quantity of fuel in the boat fuel tanks to successfully complete the service. All boat and essential equipment batteries to be fully charged, or sufficiently charged to successfully complete the service. All applicable service connections to the boat to be disconnected.
57.4.1.7
A procedure is to be in place to ensure that serviceable PPE is always available for crew to operate the rescue boat and that unserviceable PPE cannot be picked up in error. The serviceability of PPE is to be checked following each time it is used, or at the start of each shift, and returned to its dedicated stowage. A procedure is to be in place to ensure that all appropriate rescue boat equipment is available and properly stowed and secured ready for use. A procedures is to be in place to ensure that only fuel of the correct specification, free from contaminants and correctly mixed where appropriate, is put into the fuel tanks of the rescue boat. Portable fuel tanks should be appropriately marked to reflect fuel type/mixture held. Fuel procedures are to take account of national legislation, including the Road Traffic Act and the Health and Safety at Work Act. The number of crew onboard the rescue boat, when launched, is to be communicated to the Co-ordinating Authority. Transit to Launch Site The Rescue Boat Organisation is to develop and adhere to a launch procedure. As far as practicable, a nominated person from the shore crew is to ensure that the route from the boat stowage to the launch site is clear and remains clear of obstructions and the general public. Assistance from an outside body (e.g. Police) may also be considered necessary as it is recognised that the rescue boat organisation may not possess the necessary authority to enforce such a requirement. Locations that are likely to be congested and difficult to keep clear will require visual/audible warnings such as signs, signals, sirens, flashing lights between the boat stowage facility, and the launch site. Route and contingency planning, with involvement from Local Authorities, may assist in speeding progress to the launch site. Due consideration should be given to the location of the boat stowage facility to minimise launching delays. The Rescue Boat Organisation is to ensure that all personnel are made aware of their obligations to comply with the relevant road traffic regulations. The boat and shore crew must have a working knowledge of the launch site (in and out of the water) and transit areas to the launch site.
57.4.1.8 57.4.1.9 57.4.1.10
57.4.1.11 57.4.1.12 57.4.2 57.4.2.1 57.4.2.2
57.4.2.3
57.4.2.4 57.4.2.5 57.4.2.6

57.4.2.7 A nominated person is to be responsible for the transit of the rescue boat and launching equipment from stowage to the launch site. Where this person is not the helmsman, there should be a specified instant from which the helmsman of the rescue boat shall assume command of the launching operation on completion of transit until the boat is completely clear of the launching equipment. The launching equipment should then pass to the responsibility of one shore crew member for the preparations for recovery of the boat.
57.4.3 57.4.3.1 57.4.3.2
Launching
The operation of launching equipment is to be subject to local risk assessment. The crew are to be made aware through training of any inherent instability in the boat as a result of the launch and recovery method. Suitable practices to avoid potential difficulties are to be adopted. Rescue Boat Under Way
57.5 57.5.1 57.5.1.1
Communications
The Rescue Boat Organisation is to develop a communications procedure with the Co-ordinating Authority and any other relevant bodies. The procedure is to address at least the following: As soon as possible after launch the Rescue Boat is to inform the Co-ordinating Authority. The Rescue Boat should continue to report its position and intended movements as agreed with the Co-ordinating Authority. Any incident resulting in a reduction in operational effectiveness should be reported as soon as practicable. A secondary means of communications must be available if the primary means fails. Appropriate training and procedures must take account of any changes in operatin g procedures due to the use of the secondary means of communications. Should 57.5.1.2 to 57.5.1.4 not be appropriate to the operational circumstances, such as surf rescue, of the Rescue Boat Organisation, alternative safety measures must be demonstrated. Radio watch is to be kept throughout the service in accordance with the communications procedure. Effective communications within the boat must be maintained. The procedure is to ensure that effective communications can be established and maintained with casualty vessels and other relevant nominated external bodies. Effective portable communications equipment must be available for crew operating off the rescue boat ashore or on board a casualty vessel. The Co-ordinating Authority is to have an agreed procedure to follow if communications with a launched rescue boat are lost. Additional communications requirements are covered in the following sections. Boat Handling The helmsman is in command of the rescue boat at all times and has responsibility for the safety of all on board and for the boat. The requirements of the Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREGs) are to be met. Consideration is always to be given to other water users.
57.5.1.2 57.5.1.3
57.5.1.4
57.5.1.5
57.5.1.6 57.5.1.7 57.5.1.8 57.5.1.9 57.5.1.10 57.5.1.11 57.5.2 57.5.2.1 57.5.2.2 57.5.2.3

57.5.2.4 57.5.2.5 Handling and manoeuvring of the rescue boat should be modified to suit the sea conditions, visibility and local traffic conditions. Appropriate training should be given to and experience should be gained by all crew to enable them to cope with the anticipated operating conditions, manoeuvres, emergencies and rescue scenarios. Boat Handling training should include : 57.5.3 57.5.3.1 57.5.3.2 57.5.3.3 57.5.3.4 57.5.4 57.5.4.1 Tight turns Propeller Cavitation, aeration and ventilation Loss of power and/or steering Broaching Collision Capsize Swamping Man Overboard Fire Equipment failure Worsening conditions Grounding Change of crew roles when underway Procedures to maintain the watertight and structural integrity of the boat (particularly when needed for righting the boat following capsize)
57.5.2.6
Navigation
The rescue boat is to be equipped with appropriate navigation equipment for the area of operation and anticipate operating conditions. Crew are to be trained in the use of the navigation equipment carried and have experience relative to the area of operation. , appropriate to their role. The rescue boats position is to be continuously monitored by the crew. Reliance is not to be placed entirely on electronic aids to navigation (e.g. GPS). Search Search procedures are to be appropriate to the area and conditions of operation and interfacing external organisations. Reference should be made to the Merchant Ship Search and Rescue Manual (IAMSAR). Appropriate training in search procedures is to be given. Search procedures should take account of flank stations and air assets where appropriate as these may be needed in relation to crew fatigue Rescue Boat handling for the approach and rescue of survivors in the water is to receive specific training.
57.5.4.2 57.5.4.3 57.5.5 57.5.5.1

57.5.5.2 Training is to be given in recovering survivors from the water safely. This training is also to take account of the requirements of the Stability Section of this code (including damage scenarios) and the changes in handling characteristics of the rescue boat during and after survivor recovery. Specific procedures (and any appropriate physical fitness requirements) are to be developed and training given if crew are expected to enter the water to assist in survivor recovery. Appropriate equipment is to be provided and properly used. Consideration should be given to procedures for survivor recovery by manual handling. Specific procedures and communications requirements are to be developed and training given if crew are expected to come alongside and board a casualty vessel to assist in survivor recovery or towing. Appropriate PPE and equipment is t o be provided and properly used. At least one member of the rescue boat crew is to be appropriately trained in First Aid. The rescue boat crew is to ensure that survivors wear PPE as appropriate. Survivors are to be briefed on how and where to hold on/brace themselves while the rescue boat is under way and prior to the boat being recovered/beached. Handling of the rescue boat is to be moderated to reflect the carrying of survivors, particularly if injury has been sustained. The rescue boats capacity as stated on the capacity plate is to be adhered to in normal operation. If exceptional rescue circumstances require that any of the capacity figures specified on the plate are exceeded, this act is at the discretion of the helmsman. This must be stated explicitly in all associated boat documentation. The well-being of survivors should be regularly monitored until they are handed over to the appropriate authorities ashore. The Rescue Boat Organisation should have a survivor-handling plan. Crew and shore crew should train to fulfil the plan.
57.5.5.3
57.5.5.4
57.5.5.5 57.5.5.6 57.5.5.7 57.5.5.8 57.5.5.9
57.5.5.10 57.5.5.11 57.5.6 57.5.6.1
Towing
The danger of deck edge immersion generally makes an open boat unsuitable for towing other vessels or objects. However, if there is no other viable option then provisions should be made as follows: The towing capabilities of the rescue boat, in terms of vessel size and type are to be documented and the rescue boat crew trained in the boats capabilities. The effects of towing on the stability of the rescue boat are to documented and communicated to crew. Towing procedures are to be developed in conjunction with the design of the towing system. Training in these procedures is to be undertaken in a controlled environment.

57.5.6.2 Contingency planning and training should be carried out to reduce the risk of injury or damage during towing operations and should include as appropriate 57.5.6.3 57.5.6.4 Recovery from a range of likely towing failures. Adjusting the length of the tow whilst underway. Planning for getting casualty into a safe haven and alternative havens, given a change in conditions. Transferring the tow from astern to alongside and vice-versa
Effective communications with the casualty vessel before and during the tow must be maintained. The most effective and safe manner to establish and maintain a tow is to be determined prior to a casualty being taken under tow. This should be undertaken in conjunction with the crew of the casualty vessel. Training should ensure that the following are considered prior to commencing the tow (this is not an exhaustive list): Size (length, beam, draft, displacement), type and stability of casualty Prevailing weather conditions Capability of crew on casualty need to transfer personnel to and from the casualty Manner of tow (alongside tow appropriate?) Means of communication throughout tow. Nominated personnel for particular tasks (look out, communications, etc). Manner of quick releasing tow in emergency (if safest thing to do)
57.5.6.5
57.5.6.6 57.5.7 57.5.7.1 57.5.7.2
The location and safety of personnel aboard the rescue boat and towed casualty is to be monitored throughout the towing operation.
Operation in Surf
Engine operating techniques for rescue boats operating in surf should be designed to minimise the risk of loss of power or engine failure. Taking into account anticipated surf conditions, training is to address the following: The position and movement of crew for safe transit through surf (i.e. dynamic ballasting) Throttle control Manoeuvring and timing in surf Bailing Assessment of conditions Deployment and recovery of sea anchor Capsize and recovery Operating in surf with survivors on board Training due to any surf-specific features of the engine, such as no engine lock down and in-gear inhibit

57.5.7.3
57.5.7.4 57.5.7.5 57.5.8 57.5.8.1
The helmsman of an outboard engine must never let go of the throttle/steering arm, when in gear, except to prevent capsize by dynamic ballasting. Observation by and communications with the shore crew / Co-ordinating Authority are to be maintained when operating in surf. Operational limitations for rescue boats operating in surf conditions are to be specified separately to those developed for open sea conditions. Helicopter Operations
Standard operational procedures are to be adopted for operating with helicopters in consultation with the relevant helicopter operator(s). RNLI Standard Operating Procedures for helicopter operations are included at Annex D of this Code Specific training is to be undertaken in controlled conditions.
57.5.8.2 57.5.9 57.5.9.1
Cliff/Cave Rescue Procedures and training are to be developed specifically to suit the local conditions if cliff or cave rescue is to be undertaken or supported by the crew of the rescue boat. The Rescue Boat Organisations communications procedure is to reflect the need to liaise with external bodies and the Coordinating Authority (see para. 57.5.1) Carriage of Passengers
Passengers may only be carried on a rescue boat carrying out a rescue or training if explicitly covered by the operational procedures of the Rescue Boat Organisation. These procedures are to consider the following requirements (subject to local risk assessment): training with outside organisations requirement for briefing contingency planning need to change handling of boat to take into account non-crew members on board carriage and stowage of equipment brought on by passenger type of PPE to be worn capacity reduction
57.5.10 57.5.10.1
57.5.10.2
The maximum number of personnel shown on the capacity plate is not to be exceeded. If exceptional rescue circumstances require any of the capacity figures specified on the plate to be exceeded, this act is at the discretion of the helmsman. This must be stated explic itly in all associated boat documentation. Rescue Boats undertaking commercial activities are required to operate in accordance with the appropriate legislation. Attention is drawn to 3.2.1. Whilst it may be necessary or desirable for rescue boats to carry passengers as part of fundraising work, this is classed as commercial activity FUEL MANAGEMENT AFLOAT Fuel is to be managed afloat to ensure that the engine is never starved of fuel. The minimum endurance of the rescue boat in terms of time and distance due to fuel capacity is to be documented and communicated to all crew.
57.5.10.3
57.5.11 57.5.11.1 57.5.11.2

57.5.11.3 The rescue boat should not operate with less than 10% fuel remaining. Where more than one tank is used, it is considered advisable to alternate the supply between the tanks rather than running each until empty Measures to prevent and fight fire during all routines involving fuel are to be included in the Rescue Boat Organisations procedures. Procedures and train ing is to be in place to safely shut off fuel supply to the engine and from the tank(s) in an emergency.
57.5.11.4 57.5.11.5 57.5.12 57.5.12.1
Battery Management Afloat

During any operation, the battery capability should be managed to ensure that the craft can complete its mission with all essential systems (that require battery support), still functioning.
57.5.13 57.5.13.1
Maintenance Afloat
Procedures are to be developed for equipment that may require emergency maintenance at sea, appropriate to the conditions encountered. Procedures may cover: Lost buoyancy emergency buoyancy tube or hull repair Lost steerage steering repair, emergency steering Change of spark plugs Propeller change / blade Shear pin replacement Fuel line repair Post immersion engine restart Emergency engine re-start (manual/electric) Oil/filters change Spare aerial fit Light bulbs and fuses. Circuit breakers are best served with trip switches rather than fuses.
57.5.14 57.5.14.1 57.5.14.2 57.5.15 57.5.15.1 57.5.15.2
Pyrotechnics
There is to be a procedure for the safe stowage, operation, inspection, disposal and replacement of pyrotechnics. Appropriate training is to be provided.
Ballasting
Appropriate procedures are to be developed to ensure that ballasting is undertaken in a safe manner. Where crew are the primary means by which the rescue boat is ballasted, they are to be trained and briefed to ensure that they are aware of their appropriate position within the boat and the subsequent effect on stability. Where other means of ballasting are used, operational scenarios and limitations for using the system are to be clearly defined and communicated to crew. Appropriate training in the use of the ballast system is to be given.
57.5.15.3 57.5.15.5 57.5.16
Anchoring and Veering

57.5.16.1 57.5.16.2 Maintenance, operating procedures and training is to be provided for anchoring and veering equipment Equipment dedicated for anchoring and veering should not be used for other purposes. Rescue boats operating in surf may have to dual-role some equipment due to weight and stowage considerations.
57.5.17 57.5.17.1
Operation of Equipment
Training and procedures are to be in place to cover the safe operation of all equipment and systems on the rescue boat.
57.6 57.6.1 57.6.1.1 57.6.1.2
Emergencies Capsize
Appropriate procedures are to be developed and trained for to recover the crew and boat following capsize. Procedures are to cover : Access to equipment when in the water Securing the boat (i.e. sea anchor) Righting the boat (operating righting system) Recovering crew and survivors Crew and survivor separation Trapped crew Communications Re-starting the engine(s). What to do if the system doesnt work
57.6.1.3 57.6.1.4 57.6.1.5
Crew must be trained in the Rescue Boat Organisations policy and procedures on the wearing and use of harnesses and/or safety lanyards. Training in a realistic but controlled environment is to be undertaken to enforce capsize procedures. All crew must be able to: Assist in righting the boat, Get back in the boat, Assist in the recovery of other crew, Re-start the engine. Use a radio to communicate the capsize to the Co-ordinating Authority Use pyrotechnics Deploy a sea anchor
57.6.1.6
The minimum number of crew required to right the Rescue Boat is to be determined. This number will help determine the minimum number of crew required to operate the Rescue Boat.

57.6.1.7 The boat should be stabilised head to sea during post capsize recovery to reduce the risk of a second capsize, or separation from the boat. In surf conditions wave action can be utilised to help right the boat but crew must be practised in this technique to avoid injury.
57.6.2 57.6.2.1 57.6.2.2 57.6.2.3 57.6.2.4
Engine Failure
Procedures are to be developed to ensure that engines in rescue boats are operated to reduce the risk of propulsion failure on service. Procedures are to be developed to ensure that rescue boat engines can be adequately correctively maintained on service and training undertaken to achieve this. Where a rescue boat is equipped with two engines, it must be capable of safe operation to the limit of its permitted operating conditions on one engine. Procedures to safely stop the engine in an emergency must be developed and the case for run stop versus engine stop chords should be explored. Refer to the Equipment Section of the Code for a fuller explanation In the event of total engine failure, the boat must be adequately stabilised prior to work commencing on the engine afloat. This could be by such as an anchor or sea anchor. Any engine failure is to be communicated as soon as practicable to the Coordinating Authority.
57.6.2.5
57.6.2.6 57.6.3 57.6.3.1 57.6.3.2
Man Overboard (MoB)

Procedures for recovering MoB (crew or survivors) must be developed and communicated to all crew (see also section 57.6.5). Procedures should include: keeping contact with the MoB (use of equipment) manoeuvring to reduce the risk of losing MoB mitigating for the helmsman being the MoB bringing the MoB back on to the rescue boat
57.6.3.3 57.6.3.4 57.6.3.5
At least two crew embarked on a rescue boat are to have been trained in handling that particular craft. Training in MoB procedures must be undertaken in controlled conditions and with the appropriate PPE/safety equipment being used. Training must take place with the full knowledge and participation of all crew on board the rescue boat. A trained and experienced crew member should remain on board the rescue boat during MoB training if live personnel are to enter the water. Procedures are to be in place to minimise the risk of MoB, these may include: Training crew and briefing survivors on the correct way to sit/kneel in/on the boat and where to hold on. Avoiding sudden or violent motions. Communicating with all on board prior to an unavoidable sudden/violent motion. Agreeing and designating positions in the boat for crew and survivors. Monitoring crew and survivors.
57.6.3.6

57.6.3.7 Crew placed on board casualty vessels are to be suitably equipped, protected and trained to overcome their unfamiliarity with the vessel to reduce the risk of MoB occurring. Communications are to be retained with the Rescue Boat at all times when operating on board a casualty vessel. All MoB incidents are to be communicated as soon as practicable to the Coordinating Authority.
57.6.3.8 57.6.3.9 57.6.4 57.6.4.1 57.6.4.2 57.6.4.3 57.6.4.4
Fires
Procedures are to be developed and training undertaken to minimise the risk of fire in all operational and maintenance scenarios, whether ashore or afloat. Procedures and training is to be given to safely tackle or react to fire in all operational and maintenance scenarios, including boat houses. Procedures are to include evacuation (i.e. abandoning the boat house or rescue boat). If the rescue boat s i expected to operate in an environment where fires are anticipated or if the rescue boat crew are expected to tackle fires off the rescue boat. Appropriate equipment selection, boat design and training and procedures will need to be developed, risk assessed and referred to the Rescue Boat Certifying Authority for special consideration and approval. Operators are to be aware of the performance of their boat when exposed to fire. No smoking is permitted on a rescue boat.
57.6.4.5 57.6.4.6 57.6.5 57.6.5.1
Crew Disablement
Adequate procedures and training are to be in place to ensure that the risk of chronic and acute injury to boat crew and shore crew is addressed. These could include attention to manual handling regulations, appropriate posture, etc Adequate procedures and training are to be provided to minimise the risks of boat and shore crew suffering medical conditions due to exposure to the environment. These could include use of PPE, medication and first aid training and how to avoid or combat sunburn, sunstroke, hypothermia, debilitating seasickness and fatigue. The rescue boat crew must be able to function safisfactorily with the loss of capability of any one crew member.
57.6.5.2
57.6.5.3 57.6.6 57.6.6.1
Collision and Damage

The requirements of the Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREGs) are to be followed to ensure that the risk of collision with other water users is minimised. Additional procedures are to be developed and training given t o suit the operational profile of the rescue boat. Departures from the regulations to undertake essential rescues are at the helmsmans discretion, who should be aware of the potential liabilities associated with such actions. Damage procedures and training are to be provided to suit the operating environment, boat design and equipment carried on board. Any collision or damage affecting the performance of the rescue boat is to be communicated as soon as practicable to the Co-ordinating Authority.
57.6.6.2 57.6.6.3 57.6.7
Operating in Shallow Water and Grounding

57.6.7.1 Adequate procedures and training are to be provided if grounding or beaching is anticipated. These may address the following: 57.6.8 57.6.8.1 Grounding/beaching techniques for crew, Assessment of conditions for manoeuvring, Changes required to engine configuration, Re-launching, Safe disembarkation, Communications protocol, Assessment of damage to boat and equipment, Reduced stability and damage control
Operation during pollution incidents.

Rescue boats may be called to incidents involving hazardous substances (Hazchem incidents). In such cases the rescue boat should stand off up-wind and seek urgent advice from the Co-ordinating Authority. Procedures and training are to be in place to cover the safe operation of a rescue boat in a polluted environment. This should include: Communications with the Co-ordinating Authority, Go/no go to entering polluted area, Identifying hazards associated with pollution types, Use of adequate PPE, Need for inoculations before and after operating in the polluted area, Administering First Aid to those exposed to hazardous pollution covering the range of likely pollutants, The need to modify operation in polluted areas.
57.6.8.2
57.6.9 57.6.9.1
Alarms
Procedures and training is to be in place to ensure that the meaning of alarms and the subsequent action to take is known by all crew and shore crew.
57.7. 57.7.1 57.7.2 57.7.3
Boat Recovery
The operation of recovery equipment is to be subject to local risk assessment. Procedures to cover all nominated means of recovering the boat are to be developed and training provided to all personnel involved. Contingency plans are to be in place to cover alternative recovery sites. Training to meet the contingency plans is to be undertaken.
Restoring
57.8.
the Boat to a Ready Status

57.8.1 57.8.2 Maintenance and operational procedures and training are to be in place to ensure that the rescue boat is made ready for service, following an operation or shift. These procedures should include: 57.8.3 Cleaning and protection of boat and equipment from environmental degradation (UV, temperature extremes, salt water, pollution etc), Checking buoyancy tube pressures (in changing weather conditions), Equipment checks, Watertight/structural integrity checks, Refuelling , Re-charging batteries.
Defects and missing equipment and any necessary reduction in the operational capability of the rescue boat are to be logged and effectively communicated to the Launching Authority. The Co-ordinating Authority is to be informed of the operational state of the rescue boat, crew and shore crew. Records of Service/Patrol are to be completed at the earliest opportunity. An inventory of standard parts and items and the quantities for which spares are to be held at the rescue boat facility is to be prepared and procedures put in place to ensure that the inventory is maintained.
57.8.4 57.8.5 57.8.6
Annex A Inflatable Boat Stability Trials

Trial Ref.
1 PREPARATION
Trial details
The following preparations must be carried out prior to commencing trials.

1.1 1.1.1 1.1.2 1.1.3 1.1.4 General The trial should follow an agreed plan. Appropriate trials flags must be flown. A hose and water should be provided on the pontoon. In the case of boats with dynamic drainage systems, a pump or other means of draining the boat must be available. Site The trials site must have adequate depth of water to allow for both capsize of the boat and personnel in the water. Conditions are to be calm, with no significant wind, tide or current.
1.2 1.2.1 1.2.2

1.2.3 1.2.4 1.2.5 1.2.6 1.3 1.3.1 There must be easy egress for personnel from the water at the trials site. The boat must be able to float with adequate clearance from obstacles in all direction. The boat must be able to come alongside. There must be convenient places for rope handlers (positioning the boat) to stand. Boat All equipment and ballast on board the boat at any point in the trials must be secured appropriately, in particular to withstand capsize. The equipment will be that most likely to be carried on a service operation. Equipment required for righting the boat must be operational and accessible to crew in the water following capsize. Masses equivalent to equipment and engine may be substituted if necessary providing they are adequately secured for the capsize condition. Each crewman may be substituted by a mass of 100kg and each survivor by a mass of 75kg if required. If an engine is not substituted by an equivalent mass, it should be able to be immersed without damage. If appropriate the engine must be locked down prior to the trials commencing. If fuel is used, precautions must be taken to avoid spillage. If water is used instead of fuel, measures should be taken to avoid subsequent contamination.
1.3.2 1.3.3
1.3.4
1.3.5 1.3.6 1.3.7 1.3.8 1.3.9 1.3.10
Dynamic drainage systems, such as drainage socks, should be closed. Bungs should be in place.
Correct buoyancy tube and keel pressure should be ensured at the start and where applicable, throughout the trial. The boat should be dry prior to the trial commencing. Throughout the trials the boat is to be kept in place (allowing adequate clearance and depth of water) using ropes attached to the bow and stern of the boat. The shore ends of the ropes are to be held by trials personnel, not tethered, but cleats should be available to ensure that the ropes can be secured quickly if necessary. The boat is to be secured alongside during any change to its condition. Personnel The minimum number of personnel which can carry out the trials is as follows: Trials manager/safety officer. 1 Diver. 1 Divers assistant. 2 line handlers. 1 Recorder and 1 assistant. Boat personnel to make up the crew and survivors required for full load condition. If not present at the trial, a person qualified in first aid must be readily available.
1.3.11 1.4 1.4.1
1.4.2
All boat personnel must be fully trained for capsize drill, prior to commencing the tria ls.

1.4.3 If live personnel are being used they must wear appropriate PPE. For those entering the water this should be a minimum of a life jacket and helmet. The life jacket should be of the manual gas inflation type, with maximum inherent buoyancy of 20N. Sharp protrusions on the PPE must be avoided. Each crewmember is to be weighed prior to commencing trials. An average of as near 100kg as possible per crewmember should be achieved. All trials personnel are to be briefed prior to commencing the trial, including procedure to be followed in case of an accident. Trials personnel must be made aware of the position of the nearest telephone. Ambulance access to the trials area must be considered. Determination of load condition The maximum number of crew and survivors to make up the fully loaded condition must be determined, using guidance from ISO6185. A figure of 100kg must be used for crew weight. STABILTIY TRIALS
1.4.4 1.4.5 1.4.6 1.4.7 1.5 1.5.1
2 2.1 2.1
Checking the Freeboard for the following conditions

Ballast the boat to the conditions listed below and carry out theses checks for each condition:1. Ensure that there is positive freeboard right around the boat; 2. Check that there is no tendency to instability; 3. Measure the freeboard around the buoyancy tube. The minimum value should be greater than 300mm; 4. Measure the freeboard at the transom, which should be greater than 250mm. Note : All measurement of the freeboard should be done from outside the boat
2.1.1
Bare boat condition No fuel Minimum operating crew All fixed structure in place Engine mass in place All portable kit off the boat 10% fuel Minimum operating crew Full kit on board
2.1.2
Lightest operating condition -

2.1.3 Fully loaded condition 2.1.3.1 Full fuel Full crew Maximum allowed number of survivors Full kit on board
In the fully loaded condition if the requirements of positive freeboard and resistance to instability cannot be achieved the number of survivors allowed on board must be reduced until the conditions are met. Any other condition that may be worse in terms of stability or freeboard.
2.1.4 3 3.1 3.1.1 3.1.2
Checking the Intact Stability

Bring the boat to the fully loaded condition, but without the personnel on board. Ensure that any single crewmember can enter the boat unassisted from the water at any accessible point around the perimeter. Ensure the following throughout: Check that the freeboard is positive around the entire periphery of the boat. Check and record that the boat has positive longitudinal and transverse stability, i.e. the boat does not have a tendency to pitch pole or capsize, and that one side does not tend to lift unexpectedly from the water.
3.2 3.2.1
Bring the boat to the fully loaded condition with all personnel on board. Position all personnel (except the helmsman, who must remain at the steering position) to the same side, and seat half the number on the buoyancy tube. Add compensating wind heeling weight/personnel to the same side. This should be achieved by adding two additional p ersons to those seated on the buoyancy tube in each case. Alternatively, 200kg in weight could be securely tethered. Ensure the following throughout: Check that the freeboard is positive around the entire periphery of the boat. Check and record that the boat has positive longitudinal and transverse stability, i.e. the boat does not tend to pitchpole or capsize, and that one side does not tend to lift unexpectedly from the water.
3.2.2
3.2.3 3.2.4 3.2.5
If 3.2.2 is not satisfied, reduce the number of persons on b oard until successful, and update the maximum number of persons allowed on board. Record the freeboard to the top of the buoyancy tube around the periphery of the boat. Repeat 3.2.2 to 3.2.4 in the following conditions: Position all personnel except the helmsman to the opposite side, and seat half the number on the buoyancy tube. Position all personnel except the helmsman to the front of the boat, and seat half the number on the buoyancy tubes. Position all personnel except the helmsman to the back of the boat, and seat half the number on the buoyancy tubes.
3.3
Repeat the above tests for the Bare Boat and Lightest Operating conditions.
4 4.1 4.2
Checking the Stability During Survivor Recovery

Return the boat to its fully loaded condition, but with no survivors on board. Use an appropriate number of crew (the helmsman may be assumed to be at the steering position) to recover an appropriate number of persons from the water on the same side of the boat as the helm. The operational validity of the number chosen must be demonstrated prior to the trials. Compensate as before for the effect of the wind. In the case of small inflatable rescue boats, the worst case is expected to be that of the simultaneous recovery of 2 persons over the same side as the helmsman is seated. The rescued persons should feign not being able to help themselves. Their backs should be turned to the boat so as not to assist the rescuers. Each person involved should wear an approved lifejacket (inflated if not permanent buoyancy type). Check and record that positive stability is maintained throughout the recovery. Repeat 4.2 to 4.3 for an appropriate variety of survivor recovery scenarios.
4.2.1 4.2.2 4.3 4.4
5 5.1 5.2 5.3
Checking the Damaged Stability Ensure that the boat is in its fully loaded condition, including the maximum number of survivors. The boat must be brought alongside and moored securely. Air should be released from buoyancy chambers to meet the conditions specified by the following sections in a controllable and orderly manner. A pump or other suitable means e.g. wet and dry vacuum cleaner, should be used to fully deflate buoyancy chambers. Evacuation of air should not be sufficient to cause damage to the boat. In all cases, deflation of the specified chambers, and preparation of the boat in a damaged state should be completed prior to any embarkation of crew and survivors. The valve of each chamber should be closed when it has been deflated. Deflate the keel compartment. Deflate the forward buoyancy chamber. Deflate both sides if there is a central bow baffle. The shaded area illustrates this:
5.4 5.5 5.6 5.7
5.7.1
If a pontoon is to being used, the deflated side of the boat should be positioned away from it to prevent the boat from passing under the edge. The boat should still be held on ropes by hand. Demonstrate and record that the crew and survivors are supported not in the water by the undamaged remainder of the boat up to the fully loaded condition. Personnel should embark one at a time over the damaged side. Water must not be prevented from entering the boat over the deflated buoyancy tube.
5.7.2
5.7.3

5.7.4 If 5.7.2 is not satisfied, reduce the number of persons on board until successful, and update the maximum number of persons allowed on board. Disembark all personnel into water and bring boat alongside ready for next test.
5.7.5
5.8
Deflate the entire buoyancy from the centreline at the stem to the transom on one side of the boat, as shown by the shaded area of 5.8(a). For boats without a central baffle this must be achieved by deflating both the side compartments and the bow compartment as shown by the shaded area of 5.8(b). Although a five-compartment buoyancy tube has been used in the illustrations, the pr incipal must apply to all variants of buoyancy tube design.
(a)
(b) 5.8.1 5.9 5.10 Repeat 5.7.1 to 5.7.5. 5.7 and 5.8 should be repeated for the opposite side of the boat if the chambers are arranged asymmetrically. In a controlled manner and alongside, with no persons on board, re-inflate all the buoyancy tube chambers in the boat.
6 6.1
Checking the Dynamic Stability

Carry out the speed and manoeuvrability barrier avoidance tests detailed in ISO 11592 for the initial fully loaded condition (including survivors), the light condition, and any other condition previously highlighted.

6.2 6.3 6.4 6.5 6.6 6.7 7 7.1 7.2 Trials are to be conducted with all due regard for other water users and in the presence of a safety boat. Deflate one of the compartments following the procedures in Section 5. Attempt to propel the boat using its primary means in a generally straight line for 400m. Assess and record the success of this manoeuvre. Re-inflate the deflated compartment. Repeat 6.3 6.6 for all compartments in the boat in turn. Swamping Tests Return the boat to its fully loaded condition, including survivors. Swamp the boat 50% up the height of the transom using an external source. Equipment that may be damaged in a swamping test may be replaced by suitable weights if this is felt appropriate. Add an additional 10% of the total weight of crew, survivors and boat (in the fully loaded condition). Assess and record whether the boat provides a stable platform in this condition. Assess and record whether the boat is seriously deformed. Record freeboard around the boat. Freeboard should be positive around the perimeter. Swamp the boat fully and repeat 7.3.1 to 7.3.3. Testing the Boats Drainage Demonstrate that the boat can be drained or bailed at sea. If the boat has a dynamic system of drainage (e.g. Transom drain socks), demonstrate that the engine or drainage power system still works when the boat is swamped. If the boat has a dynamic system of drainage, some form of secondary bailing must be demonstrated.
7.3 7.3.1 7.3.2 7.3.3 7.4 8 8.1 8.1.1 8.1.2 9 9.1 9.1.1
Testing a Boats Lifting Equipment

If the boat is fitted with a lifting device, demonstrate that it is able to lift any most likely operational load with a realistic worst-case placement of people in the boat. The following must be demonstrated and documented throughout the lifting operation: The boat remains stable The boat must have positive freeboard.
10 10.1 10.2 11 11.1
Testing the Launch and Recovery Methods

Demonstrate proposed launch and recovery methods. Document any vessel instabilities during these processes.
Testing Boat Righting Method

Capsize the vessel.

11.2 11.3 11.4 11.5 Demonstrate the proposed righting method. Document the number of crew required to right the boat, and their capabilities. Demonstrate the access to critical equipment in a capsized condition. Demonstrate that the crew can re-enter the boat from the water once the boat has been righted.

ANNEX B - TRAINING
1. 1.1
General
The Rescue Boat Operator is to ensure that every person employed (including volunteers) should be aware of any risks affecting him or her and ensure that appropriate training is undertaken to minimise them. Each Rescue Boat Operator is to ensure that the training manager provides a fully auditable training regime that addresses the risks identified in the Rescue Boat Code as being mitigated by training. The Training regime of each Rescue Boat Operator is to be established using the process. The training regime is to provide training in the following areas of operation as a minimum. All crew should be trained in local Health and Safety procedures, including: Familiarisation with local Risk Assessments; Actions to be taken in the event of fire in the boathouse; Actions to be taken in the event of Fire in the rescue boat either on the slipway or on the water. Shore Crew shall be trained in the launch and recovery procedures required at the launch site. All rescue boat crew shall be trained to the following minimum standards and experience: Royal Yachting Association (RYA) Powerboat Level II in a recognised Training Centre to the national syllabus; RYA First Aid; Operation of the rescue boat to the stated operational limits of wind and wave for the operating area; The safe operation of all equipment fitted or carried on the rescue boat; Standard Operating Procedures developed for the operating area; Use and procedures for the VHF radio. Local knowledge and known hazards. Undertake exercises with local Police, Fire, Ambulance, SAR Helicopter, Coastguard and Mountain Rescue teams. All Instructors and Principals (RYA) shall be trained to the minimum standard of Health and Safety at Work and First Aid. Inshore crews are encouraged to train to Advanced Powerboat standards.
1.2
1.3 1.4
2. 2.1 2.2 2.3
3.
4. 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8
5.
6.
7. 8.
Offshore coxswains shall train to RYA Coastal Skipper standards. A Training Plan should be developed by the Training Officer / Authority to take account of the specific training needs of the particular rescue boat and shore crew and may include: Anchors and Anchoring (including veering); Approaching capsized craft; Blind navigation; Boat preparation fuel level and pumps / fast idle / choke / oil / buoyancy tubes / set radio / GPS etc; Boat handling coming alongside; Boat handling slow speed manoeuvres; Boat handling high speed manoeuvres; Boat handling holding off; Boat handling securing to a buoy; Boat handling turning in own length; Boat handling warping; Bylaws and regulations; Canoe rescue; Cardinal / Isolated danger / Lateral marks; Charts; Communications (VHF DSC); Emergency Procedures; Fire Fighting; First Aid CPR / collars / splints / suction pump / defibrillator / Oxygen / Entinox / etc; Global Positioning System waypoints / track back / MoB / OS or LatLong grid ref.; Helicopter Working formatting, winching; Launch / Recovery; Lee shore rescue; Major Incident procedures; Man Overboard (uninjured or casualty) recovery; Navigation; Onboard equipment; Operational area familiarisation; Ordnance Survey maps (used by Inland Waterways); Personal Water Craft (Jet ski) rescue; Personal Protection Equipment (PPE); Personnel fitness; Pyrotechnics; Ropes and knots; Safety equipment including First Aid kit; Sail boat rescue; Search zones and techniques (Search and Rescue); Standing off another craft / coming alongside under way; Throwing lines; Tides and Tidal streams; Towing astern;

VHF radio procedures / phonetics / Mayday and Pan Pan / International and local channels; Wind-surfer rescue.
9. 9.1 9.1.1 9.2 9.3 9.3.1
The Training Process Risk assessment Include Current Risk Assessment(s) and Risk Assessments conducted by the Management Body. Determine training needs Design training programmes Key Elements:
As outlined in Code and elements of Training determined in Risk Assessment Process.

9.4 9.4.1 9.5 9.5.1 9.6 9.6.1 9.6.2 9.6.3 Deliver training Appoint Training Provider(s) Audit training systems, process and outcomes Review and modify as required / indicated. Continuation and Recording of Training Rescue Boat Organisations should consider having a minimum period after which re-qualification must be obtained. Particular rescue skills should be practised frequently. Records should be kept of all training and qualifications.
Annex C: Risk Assessment Guidelines

1. Introduction
This report details how formal safety assessment methods can be applied to Rescue Boat, equipment and procedures. The methods described adhere to the International Code of Safety for High Speed Craft - HSC Code (International Maritime Organisation, London 1995).
2. Functional assessment
Carry out a functional assessment of the system in question. This process can be assisted by first generating a diagrammatic functional breakdown. Define systems, sub-systems and components and determine identification numbers: these items can represent not only physical equipment, but also the associated procedures and the surrounding environment. Functional flow diagrams can be created if considered useful for understanding the relationships between items in a system. Each specified system, sub-system or component must be explored and its significant features and functions documented. By carrying out both procedural and equipment assessments, a certain amount of overlap occurs between systems, helping to reduce the chance that any item will be overlooked. The breakdown of a system defines to a large extent the level of ensuing safety assessment. However there is no correct leve l: engineering judgement must be used to balance the time taken to carry out the safety assessment with the results achieved. In many cases an appropriate level will automatically be reached.
3. Failure mode, effect and criticality analysis
Failure mode, effect and criticality analysis (FMECA) is used to systematically determine and record the safety information. The standard FMECA as defined by the HSC Code has been expanded and manipulated to fit Rescue Boat requirements more accurately. The functional analysis provides a systematic structure for investigating possible failures. A methodical brainstorm involving relevant design and operational personnel can then be used to generate the information required by the FMECA.
Each item specified in the functional analysis must be studied in turn, with the initial aim of identifying all possible failure modes that could occur. A failure mode is a way in which an item can fail, and each failure mode must be given a separate row in the FMECA table. For each failure mode, immediate causes must be generated. The effects of each failure mode must also be determined. The aim is to determine the overall effect of the failure at the highest level: these final effects are named end events and must be determined at the outset of the FMECA. A qualitative measure of the severity of each event must also be determined at the outset. As such local effects can be described as all the effects that occur as a result of the failure that are prior to the end event. The appropriate end events can then be simply chosen from the list. By looking at causes and effects associated with each identified failure mode, possible failure paths (a combination of basic events which occur together to produce an end event) are being determined. The failure path leading to a specified end event is also known as a hazard. In order to facilitate the identification of hazards, key words can be used during the
Rescue Boat Code of Practice Second Draft 16th July 2004 brainstorm to trigger thought processes. A list of key words that normally form the basis of a standard HAZOP (HAZard and OPerability) assessment can be used.
The probability of each identified failure path occurring can be judged using accepted qualitative criteria. The probability is the likelihood that the failure mode will occur and lead to the end event i.e. the probability of the path, and not just the failure mode in isolation. Risk is a combination of the likelihood of a failure path occurring and the severity of consequence of the associated end event. Using a risk matrix, a measure of risk (or criticality) can be associated to each identified failure path. A failure mitigation process must be carried out whereby risks considered unacceptable by the FMECA can be mitigated to a level of at least as low as reasonably practic able. This guide details definitions for HAZOP identifiers, failure probabilities, consequence severities and risks. A spreadsheet has been created to store the FMECA information and this is also described
4.
HAZOP keywords
Key Word Parameter
Operation - No action Operation - More action
Operation - Less action Operation - Extra action
Operation - Incorrect action Environment - Wind Environment - Waves Environment - Surf Environment - Night Environment - Day Environment - Visibility Environment Temperature Effect - Stability Effect - Structure Effect - Fire Effect - Safety Effect - Training 5.
Intended action did not occur; action not possible More than intended occurs; Other actions affecting this action occur operator assumes that he is intended to conduct additional actions Action does less than intended equipment does not perform as required insufficient time to complete action. Extra actions carried out other than what was intended operator assumes that he is intended to conduct several actions. Operator conducts wrong action misses out a step in action process etc. What is the effect of wind what is the limiting speed? What is the effect of waves what is the limiting size? What is the effect of surf what are the limiting factors? What effect does night time have? Are we limited to day time only? Is visibility a limiting factor? Does heat/cold have an effect what are the limits?
Will anything have an effect on boat stability? Will anything have an effect on boat structure / fittings? Will anything induce a fire? Will anything require personal protective eqpt, etc. Requirements for specific training?
Probability definitions

FMECA Code F Frequent PROBABILITY Definition
RP
Reasonably probable Remote
Likely to occur often during the operational life of a particular craft. Unlikely to occur often but may occur several times during the total operational life of a particular craft.
ER
EI
Unlikely to occur to every craft but may occur to a few craft of a type over the total operational life of a number of craft of the same type. Extremely remote Unlikely to occur when considering the total operational life of a number of craft of the type, but nevertheless should be considered as being possible. Extremely An event that is so extremely remote that it should not be improbable considered as possible to occur.
6.
Severity definitions
FMECA Code SEVERITY Definition
M I
Minor
An event or failure which can be readily compensated for by the crew A small inc rease in operational duties or in the difficulty of performing duties. A moderate degradation in operational performance. A slight modification of the permissible operating conditions.
A significant increase in operational duties or in the difficulty of performing those duties: but not beyond their capability provided another major effect doesnt occur simultaneously.
MA
Major
Hazardous
Catastroph ic
A significant degradation in operational performance. A significant modification of the permissible operating conditions but will not preclude a safe mission. A dangerous increase in operational duties or in the difficulty of performing those duties: crew cannot be expected to cope. A dangerous degradation in operational performance and strength of the rig. Marginal conditions for crew. Injury to crew or public. An essential need for outside assistance. Crew fatality. Public fatality. Loss of the boat.
7.
End events
The following list demonstrates how end events are created prior to beginning the FMECA. Each end event is coded and a severity associated. Appropriate end events of this form must be created for each FMECA.
FMECA Code E1
End effect
Details
Severity
Boat off service, i.e. cannot embark on service, taken off station Greatly reduced operational effectiveness
Boat cannot be sent to sea

Boat cannot be recovered
Major
M A
E2
E3
Loss of boat
E4
Reduced
Boat off service due to trailer fault Boat off service due to crew fault Boat off service due to tractor fault Boat off service due to boat fault Mission threatening damage or equipment failure on boat, i.e. loss of all propulsive or electrical power, total loss of comms., man overboard, reduced stability or buoyancy, capsize Uncontrollable fire, boat sinks, boat wont right after capsize, separation from boat Equipment failure on boat but not
Hazardous
Hazardous
Minor
MI
Rescue Boat Code of Practice Second Draft 16th July 2004 operational effectiveness Death or disability mission threatening Catastrophic C
E5
E6 E7
E8
Permanent or life-threatening injury of boat crew, shore crew, public or survivors Loss of limbs Death Hospitalisation Broken limbs, Major cuts Major personnel Requires first aid and possible trip to injury casualty Time off work required Minor Small cuts and bruises personnel injury Anything that can be treated by minor first aid
Hazardous Major
H MA
Minor
MI
8.
Risk Matrix
SEVERITY
MINOR FREQUENT MAJOR HAZARDOUS CATASTROPHIC
PROBABILITY
REASONABLY PROBABLE REMOTE EXTREMELY REMOTE EXTREMELY IMPROBABLE UNACCEPTABLE ALARP 2
ALARP 1
NEGLIGIBLE
9.
Risk definitions
Code Definition
Unacceptable
A1 A2 N 10.
ALARP 1 ALARP 2 Negligible
Risk cannot be justified on any grounds Tolerable only if risk reduction is impractical or if penalties are disproportionate to the improvement gained Tolerable if penalties of reduction would exceed the improvement gained No need for detailed working to demonstrate ALARP
FMECA Spreadsheet
The front sheet has been created such that it can be printed off and filled in by hand during brainstorming. Clear the cell lines prior to beginning work. As more than one sheet is created the titles are automatically transferred. The codes shown in this document must be used to fill in probability and severity slots. End under the Failure effects column represents the end event and can be entered as the appropriate code. The risk/ criticality (C column) is then automatically created. Should the FMECA extend beyond the five pages given, drag the formula in the C column down into the additional rows.

Annex D: Guidance on Helicopter Operations Note: This guidance is reproduced verbatim and includes guidance for all-weather lifeboats that are not covered by this Code.
1.
The following gives guidance on helicopter transfers with open Rescue Boats based on the Standard Operating Procedures (SOPs) agreed between the RNLI, RAF SAR flight, Bristows Helicopters and the RNLI. TRANSFERS General. The helicopter will establish two way communications. Skyshout may be used in addition or as on alternative to R/T to direct the operation. After an initial reconnaissance of the vessel the helicopter Commander will decide on the method of transfer appropriate to the situation. TRANSFER METHODS The two principal methods of transfer are: Vertical lift Heaving-in Line (Hi-Line)
2. 2.1
3. 3.1
In general terms a clear winching area will provide a more expeditious recovery utilising the Vertical Lift methods. Hi-Line should be u sed whenever lack of visual reference, or obstacle clearance between the helicopter and vessel, is such that undue workload is placed on the crew to execute the transfer. 3.2 Vertical Transfer The Winchman will be lowered first, followed by any role equipment and either a double lift or single lifts under the Winchmans supervision carried out. The approach is carried out to a point just short of the transfer area and this position maintained while the Winchman is lowered. The position will depend on the nature of the winching area and the hover height necessary. If a clear run in is possible, the Winchman may be lowered at 15-20 units, but the presence of obstructions may necessitate delaying lowering until the hover is established over the transfer area. Use of the extended cable technique should also be considered. 3.3 3.3.1 Heaving -in Line Transfer (Hi-Line) Preparation: The transfer area should be selected to give as clear an area as possible, with unobstructed access to the deck edge. Normally, the vessels port side will be used, however, circumstances may dictate otherwise. 3.3.2 There are two methods of getting the Hi-Line to the vessel: The Hi-Line can be lowered, suitably weighted so that it will stream downwind into the transfer area.

If the Hi-Line pack is fitted with quick release fittings, the Winchman can be lowered with the Hi-Line to the transfer area, pull some of the Hi-Line out of the pack and toss it to the ships crew. They can then assist the Winchmans arrival on deck. In the case of a vessel with a high degree of movement, it may be advisable to use Method 1.
3.3.2.1
Method 1 The Hi-Line is attached to the winch hook by a karabiner and weak link assembly. The appropriate weights are attached to the lower end of the Hi-Line, which is then lowered from the cabin door. The line is hand lowered until the weight lands in the transfer area. It may be necessary to adjust the air craft position to achieve this. Once the Hi-Line is in hand on deck, the aircraft is manoeuvred into the transfer position. Method 2 The Hi-Line is attached to the winch hook by a karabiner and weak link assembly. The Hi-Line pack is attached to the Winchmans lifejacket by a quick release fitting e.g. Martin Baker clip. When the Winchman is on deck the aircraft can re-position to left of the transfer area where the pilot is visual with the vessel. The Hi-Line will run freely from the pack during this manoeuvre. It must be assumed that apart from training, vessels crews will not be familiar with the Hi-Line technique. It is therefore important that whenever possible, the vessel is briefed, either by radio or by attaching a message to the end of the Hi-Line. When on deck, the Winchman should supervise the operation and ensure that the end of the Hi-Line is not secured to any part of the vessel. NOTE: When using the Hi- Line methods, one 5lb weighted pouch should be
3.3.2.2
permanently attached to the receiving end of the Hi-Line. This will avoid deck crews removing the weight leaving an unweighted line being blown towards tail or main rotors.
3.4 Transfer Helicopter to Vessel
3.4.1
At a low hover at approximately deck height, the winchman is winched out. As he is lowered the aircraft climbs so as to maintain the winchmans height above the surface and position relative to vessel.
3.4.2
When sufficient height has been attained, gentle hauling in by the deck crew will bring the winchman to the vessel, on which he is assisted by a deck hand. Once on deck and free of the strop a thumbs up sign is given to the helicopter. Transfer Vessel to Helicopter Commence by transferring the Winchman to the vessel as above.
3.5
3.5.1
With the helicopter in the high hover position the survivor is secured in the strop and a thumbs up sign is given. The winch operator takes up the slack in the winch cable and the survivor is assisted from the vessel. The Hi-Line is paid out by the deck party, allowing the survivor to plumb under the helicopter.
3.5.2
The helicopter descends whilst winching in takes place. The height and relative position of the survivor is maintained throughout. NOTE: Excessive cable angle must be avoided.
3.6
Notes

3.6.1 3.6.2 Equipment Transfers: Role equipment, i.e. Stretchers, etc may be transferred. High Hover: A high hover position clear of the vessel provides good clearance and visual references, at the same time minimising the winch cable angle, but variations of the technique, and combination with the vertical transfer method, will be possible to suit particular situations. 3.6.3 Retrieval: On completion of the transfer the deck party should pay out the Hi Line complete with weights, and the Winch Operator or Winchman retrieve it by hand. In some circumstances, however, it may be more practical or expedient to cast-off or cut the Hi-Line from the winch hook end, bearing in mind the possibility of fouling the aircraft or the ships screws. 3.7 3.7.1 Small Vessels Transfers with Zodiac and similar craft are normally best affected by treating the vessel as a liferaft. The boat is stopped and a sea anchor deployed. A vertical or HiLine transfer may then be carried out. Under some circumstances, however, one of the following methods may be employed. Before being used operationally, the method must have been practised previously with the vessels crew concerned. The boat holds a steady course into wind at approximately 5kts, the helicopter carries out an approach to a point about 5 units to the left of the boat. Under the direction of the Winch Operator the pilot moves the helicopter over to formate above the boat, which maintains a steady speed while the lift is carried out. The helicopter carries out a normal approach, into wind but to a point 10 units left and forward of the boat. From this position the helicopter continues into wind at approximately 5kts. The boat is then brought under the helicopter and the lift is completed. The speed of the helicopter throughout the operations is critical in that if too slow, the boat will be unable to maintain steerage way, and if too fast will be unable to get into position. Once in position the helicopter must maintain a constant speed and heading.
NOTE: Before either method is used it must be clearly established who is to keep station on whom.
The following has been agreed as Standard Operating Procedure for the RNLI and by the RAF and Bristows. Other Rescue Boat operators should endeavour to follow the same procedures, where appropriate. Procedures for decked vessels (all weather lifeboats) have been included for future reference.
RNLI HELICOPTER OPERATING PROCEDURES 11. HELICOPTER OPERATIONS (ALL WEATHER LIFEBOATS & INSHORE LIFE BOATS) Objective To ensure the correct procedures are followed when carrying out Helicopter Winching to and from all classes of lifeboats. Scope Helicopter / Lifeboat Exercises Planning and Preparation Briefing Responsibilities Winching Deciding which procedure All Weather Lifeboats Procedures Inshore Lifeboats Procedures Hi Line Procedures (ALB & ILB) Night Operations Identification Precautions and Emergency Procedures Communications Lifts Involving Stretchers HELICOPTER / LIFEBOAT EXERCISES Exercises are to be carried out at least once a year in open sea conditions and form COIR 10 is to be completed and sent to RNLI Headquarters following each exercise. Only standard operating procedures are to be used on any service or exercise involving lifeboats and helicopters.
12. 12.1
13. 13.1 13.2 13.3 13.4 13.5 13.6 13.7 13.8 13.9 13.10 13.11 13.12 13.13 14. 14.1
15. 15.1
PLANNING AND PREPARATION Prior to any helicopter operations with a lifeboat, a liaison must be established between the SAR Flight and the lifeboat station. This can range from an informal visit to discuss the when, where and how of an operation or exercise, to a brief discussion on the VHF radio in the case of an on service situation.
15.1.1
In Ireland this procedure is in order for regular and routine exercises with local lifeboat stations. However, Irish Coast Guard Divisional Centres should be consulted when arranging distant exercises to enable joint
Rescue Boat Code of Practice Second Draft 16th July 2004 participation with other SRUs (IRCG/CIRS Units) in the distant locality.
15.2 Whatever the form a plan must be agreed between the lifeboats Coxswain/ILB Helmsman and the helicopter crew on the way the operation/exercise will progress. No exercise is to be arranged for the first time unless an Inspector of Lifeboats is present and has briefed the Coxswain/ILB Helmsman and crew. 15.2.1 When planning an exercise consideration must be given to the following: a) The pilot has only limited vision when a helicopter is hovering over an All-Weather lifeboat. Over an ILB he has no visual contact whatsoever. Considerable concentration is required by the helicopter pilot when hovering low over an All-Weather lifeboat. During winching the pilot must rely on positioning instructions from his winch operator. The height of hover above a lifeboat will vary depending on the operator/aircraft in use and may vary from 20 - 50 feet depending on circumstances. Helicopter radius of operation and endurance. Weather conditions including visibility. Lifeboats ability to operate safely in the selected area.
b)
c)
d) e) f) 16. 16.1 BRIEFING
The Coxswain/ILB Helmsman must brief the crew and all other necessary personnel on the type of operation and the preparations required:a) Crew to be dressed in foul weather gear, lifejackets (see 14) and protective headgear properly secured with chinstraps. The decks of the lifeboat to be cleared of all loose gear and debris that could pose a threat to the crew and helicopter in the rotor down wash. The Coxswain of an ALB will select a reliable helmsman to steer the courses ordered by him whilst he oversees the operation. The whip aerials when applicable should be lowered (see 2.11) MF Transmitter switched off (ALB only)
b)
c)
d) e)
f)
The radar is to be switched to standby (i.e. no scanner rotation) and a lookout posted (ALB only). Radio operator to be listening on the designated VHF radio channel. On the Coxswain's/ILB Helmsman's order to inform the helicopter "ready for winching" prior to each serial. The remaining crew will be briefed to stand by to assist with the transfer of persons, stretchers or to man the "hi line". The numbers of persons to be winched and the winching methods to be used if known.
g)
h)
i)
17. 17.1 17.1.1
RESPONSIBILITIES Coxswain/ILB Helmsmans Responsibility The Coxswain/ILB Helmsman is responsible for deciding whether conditions are suitable for winching, in so far as they affect the lifeboat, especially that the planned course and speed of the lifeboat will:a) Provide the most stable platform. b) Ideally have the "cone of downdraft" from the helicopter dropping astern of the lifeboat. c) Ensure safe navigation of the lifeboat and collision avoidance.
17.2 17.2.1
Helicopter Pilot's Responsibility The helicopter pilot is responsible for the overall co-ordination of the exercise and will assess the suitability of weather and sea state for helicopter operations. He will not commence winching until cleared to do so by the Coxswain.
WINCHING
18. 18.1 18.1.1
Deciding Winching Method to be used The Coxswain/ILB Helmsman and helicopter pilot will decide over the radio before winching takes place, the best methods to employ. Speed and course to steer is agreed, taking account of the prevailing wind direction/speed, the direction/height of the sea, tidal stream effect and the searoom available. One of the methods outlined in 2.6, 2.7 and 2.8 should be utilised. This should ideally all take place prior to the helicopter arrival. When the helicopter does arrive the Coxswain merely instructs the helmsman to take up the pre-arranged

course and speed. In most cases the final course and speed for winching operations will be decided by the pilot of the aircraft. The Coxswain/ILB Helmsman must ensure that it is safe to commence winching from the deck of the lifeboat before proceeding.
19. 19.1. 19.1.1
ALL WEATHERS LIFEBOATS PROCEDURES
Into Wind Procedure
The most important factor is wind direction. The Coxswain should order a course to give a relative wind direction of about 30 to 40 degrees to port and a relative wind speed of at least 10 Knots across the deck. Winching then takes place from the after end of the lifeboat. This provides the helicopter pilot with a clear view of the lifeboat, enabling him to maintain an accurate position. The Coxswain must ensure that the helmsman maintains a steady course and speed.
19.1.2
WINCHING FROM AFTER DECK
19.2 19.2.1
Downwind Procedure The most important factor is wind direction. The Coxswain should order a course to give a relative wind direction of about 30 to 40 degrees to port and a relative wind speed of at least 10 Knots across the deck. Winching then takes place from the after end of the lifeboat. This provides the helicopter pilot with a clear view of the lifeboat, enabling him to maintain an accurate position. The Coxswain must ensure that the helmsman maintains a steady course and speed.
19.2.2

9.2.3 DOWNWIND WINCHING
19.3 19.3.1
Cross Wind Procedure If necessary a helicopter can winch from a lifeboat with the wind on either the port or the starboard beam; in the latter case off the foredeck (see drawing below):N.B. For winching off the foredeck the lifeboat's speed should be as slow as possible without losing steerageway.
WINCHING FROM
FORE-DECK CROSSWIND
20. 20.1
INSHORE LIFEBOATS PROCEDURE
Lifeboat Formatting on the Helicopter

The helicopter will proceed into the wind at about 8 to 10 knots. At night the helicopter lights will be shone forward to help the Helmsman retain orientation. The lifeboat should then be positioned with the helicopter ahead and to port and at such a distance to avoid the downdraft from the rotors.
20.1.1
Start Position - in this position the Helmsman will experience exactly the same sea conditions as when under the helicopter and can therefore ask the pilot to adjust his speed in order to:(i) (ii) reduce slamming, and maintain good steerageway.
To reduce the chance of the winchman falling into the ILB or being run over should the cable break, the ILB should remain clear of the winching position until the winchman is lowered to approximately 5 feet above the sea. The ILB should then

move into the winching position. 20.1.2 Winching Position - it is essential that the lifeboat remains on the helicopter's starboard side and allows NO ERRORS to Port (see shaded NO GO AREA in next diagram). The lifeboat must not overshoot the winching position but should adjust speed to match the helicopter just short of the underwinch position before easing the lifeboat ahead into the correct position (2) in the drawing) with the forward clear deck area under the winch which is on the starboard side of the helicopter's fuselage. Once the Helmsman has positioned the lifeboat to receive the winchman or strop, it is essential that he concentrates on maintaining accurate station under the helicopter's winch.
NOTE When operating with the Alouette helicopter of the Irish Air Corps The winching position is on the port side and the no go area is on the starboard side. In section 2.11.7 Helicopter emergency the Alouette no go area will be to starboard as the Helo. would move to starboard before ditching.
20.1.3 Disengaging - on completion of winching or when the winchman is off the hook or winched clear of the ILB, the ILB Helmsman should steer sharply away to starboard before applying more power, this prevents the winchman from being struck by the aerials or mast which can occur if more power is applied to soon. If further winching is anticipated the ILB should remain in full view of the aircraft well clear to starboard until ready to move to the start position. 20.2 Drawing referred to in 10:
20.3
Stationary Winching
Rescue Boat Code of Practice Second Draft 16th July 2004 During stationary winching the lifeboat should lie stopped in the water with the engines running but in neutral, and the positioning is carried out by the helicopter. The sea anchor is only to be deployed in an emergency or if the boat is in danger of broaching.
N.B. If engine power is available this should be used sufficiently to prevent the lifeboat being blown around by the downdraft - this is effected by applying astern power against the action of the sea anchor, thus providing a brake.
21. 21.1
Hi-Line Procedure A weighted line is passed by the helicopter to the lifeboat to assist in passing the strop, help reduce any swinging motion of the winch cable and reduce the amount of time the helicopter remains directly in the overhead. One crew member must handle the line, whilst a second should coil it into a bucket or similar container clear of obstructions. This line incorporates a weak link connected to the hook to protect the aircraft if the hi line should become fouled. In normal operations the winchman holds a loop handle on the hi line to keep the strain off the weak link. It is advisable that member of the lifeboat crew handling the hi line should wear the gloves provided for this purpose to avoid rope burns. If the helicopter has to break away during winching operations the line should be paid out or, if necessary, let go completely ensuring that the line passes clear outboard. TAKE UP THE SLACK ON THE HI-LINE AND HAUL IN ONLY WHEN INSTRUCTED TO DO SO BY THE HELICOPTER CREW. THE HI-LINE MUST NOT BE SECURED TO ANY PART OF THE LIFEBOAT OR CREW. When a person has to be winched from the lifeboat, the line should be paid out under control, thus reducing any swinging motion. The end should be retained onboard until the last person has been lifted. On completion of winching operations the winch operator /helicopter crewman will recover the line. The end of the hi line must not be released until all slack line has been recovered into the helic opter. In Inshore Lifeboats this method is only to be used when carrying out stationary winching (see 10.) or exceptionally when sea conditions dictate, whilst lying head to sea or proceeding dead slow in order to maintain the ILB head to sea. It is not to be used when making way in other circumstances. ILB Crewmembers must be aware that they may be required to take charge of the hi line onboard a casualty vessel and considerable effort will be needed when pulling the winchman onboard. Diagrams showing Hi Line operations are at Appendix A to this SOP. NIGHT OPERATION The lifeboat's searchlight should be manned and shone directly forward parallel with the sea and the fore-aft-line to provide a reference point for the helicopter pilot throughout "Into Wind" winching (directly aft when winching from the foredeck). See also section 13. regarding Night Vision Goggles. IDENTIFICATION Night Identification
21.2
21.3
21.4
21.5 22. 22.1
23. 23.1

23.1.1 At night a helicopter pilot may be able to see several craft, and may not easily be able to identify the lifeboat, as the blue flashing light is not always clearly visible until the helicopter is close. In this situation the helicopter pilot will ask for identification and the lifeboat's searchlight should be shone vertically upwards until the helicopter's landing lights are flashed in acknowledgement. The searchlight should then be swung down to shine forward parallel with the surface of the sea.
23.2
WARNING HELICOPTER CREWS SEARCHING AT NIGHT ARE LIKELY TO BE WEARING NIGHT VISION GOGGLES. UNDER NO CIRCUMSTANCES ARE FLARES TO BE RELEASED OR SEARCHLIGHTS AND ALDIS LAMPS TO BE SHONE DIRECTLY TOWARDS THE HELICOPTER!
23.3
Homing MF2182kHz MF2182kHz MF2182kHz (aircraft equipment) VHF Ch. 16 & 67 VHF Ch. 16, 67 & 0 All VHF, UHF & Aero frequencies 30-409.995f MHZ bands (i.e. cover every band) All VHF, UHF & Aero frequencies All VHF, UHF & Aero frequencies 121.5 MHZ & 243 MHZ
RAF Sea King RN Sea King HMCG S61N
Irish Coast Guard helicopters Dauphin helicopters
MF2182kHz (aircraft equipment)
Belgian Air Force Alouette AIII
All SAR helicopters are capable of homing on 121.5 MHZ the International Distress + Civilian E.P.I.R.B. frequency.
24. 24.1 24.1.1
Precautions and Emergency Procedures During Winching
"Break Off" In an Emergency

The "break-off" signal by radio or the display of the RED flag by All-Weather lifeboats should be authorised in emergency by the Coxswain/ILB Helmsman. The RED flag must be kept available for use in the transfer area where it can be seen by the helicopter winch operator. Provided it is safe the helicopter will immediately recover the wire, ascend and move off to a safe distance.

In a case of Break off in emergency the lifeboat should turn to starboard (unless working with a Alouette, in which case the turn should be to port because the door and winch are on the portside of this aircraft. 24.2 24.3 Static Charge
A very heavy static charge can build up in all helicopter winch wires, but this particularly applies to Sea Kings and the Sikorsky S61N. AT NO TIME should the helicopter crewman, the strop or the winch wire be touched until they have been earthed, either by making contact with the sea or the lifeboat.
Aerials
24.4 24.4.1
Whip aerials, where fitted, should NORMALLY be folded, although experience has shown that this is not always required - local liaison should ascertain individual helicopter flights' preferred method. Whip aerials on the Severn and Trent Class lifeboats are fixed. NOTE: Lifeboats fitted with emergency slot aerials are to switch over to maintain VHF communication with the helicopter Radar aerials should be stopped from rotating and transmitting.
Winch Wire / Strop
24.4.2 24.4.3 24.5 24.5.1
If the helicopter crewman is onboard the lifeboat he will normally be responsible for the winch wire and strop. At all other times a crewmember should be detailed to hold the strop, ensuring that it does not foul the guardrails or other obstructions. SHOULD THE HOOK OR STROP BECOME FOULED THE WINCH CABLE MAY HAVE TO BE CUT BY THE HELICOPTER CREW TO AVERT A DISASTER!! Crewmembers detailed to assist a person being winched are to stand well clear of the winch cable. They should not remove the strop from the cable, nor must they restrict the free movement of the cable except momentarily when guiding the strop cable clear of obstructions. Only in date tested helicopter winching strops provided by the helicopter are to be used.
Head Protection
24.5.2
24.5.3
24.5.4 24.6 24.6.1
There is considerable risk of injuries to the head by crew members working in the winching area and helmets or bump caps MUST be worn by all on deck throughout the winching operations. All helmet and bump cap chin straps are to be secured.
Lifejackets
24.7 24.7.1
RNLI/Crewsaver lifejacket (ALB) If an ALB crewmember is to be lifted into a SAR helicopter, the automatic capsule MUST be removed from the operating head of the lifejacket prior to winching. Once the winching operations are complete, the automatic capsule MUST be replaced immediately on disembarkation from the helicopter. With the automatic head disabled both stoles can still be inflated manually. This procedure arises for the following reason, if an ALB crewmember is
Rescue Boat Code of Practice Second Draft 16th July 2004 winched up into the helicopter and should the helicopter be required to 'ditch' into the sea for any reason, the lifejacket will automatically inflate on hitting the water and the crewmember will be unable to get out of the helicopter via the escape hatch because of its inflated bulk and unwanted buoyancy.
24.7.2
RNLI/Crewsaver Lifejacket (ILB) Crew who are to be winched during a pre-planned exercise should wear either an ALB lifejacket (with the automatic activating head removed) or an inflatable survivors lifejacket. If crew are winched in unforeseen circumstances, they will be asked to change their ILB/GP lifejacket for one of the aircrafts spare lifejackets whilst in the cab of the helicopter.
24.8 24.8.1
Helicopter Emergency
If a helicopter suffers a major mechanical failure that forces the pilot to 'ditch' the aircraft then the pilot will always attempt to move the aircraft away to port prior to ditching in the sea. It is most important that at all times the sea area immediately to port of a helicopter is kept clear, especially whilst a helicopter is winching. NB Irish Stations. When operating with Alouettes of the Irish Air Corps the reverse is the case, winching will take place on the port side and the no go area is to starboard.
25. 25.1 25.1.1
COMMUNICATIONS Establishing Communication with Helicopter on Exercise
Before commencing an exercise, communication is to be established on VHF FM with the helicopter. Depending on area the following callsigns are to be used a) HELICOPTER followed by three figures. e.g. HELICOPTER EIGHT ONE TWO. or b) COASTGUARD followed by the last two letters. e.g. COASTGUARD INDIA JULIET. c) IRISH COAST GUARD HELICOPTERS use HELICOPTER
Rescue Boat Code of Practice Second Draft 16th July 2004 followed by three letters e.g. HELICOPTER M E S. For subsequent calls, but only when no other aircraft are operating in the area, the word HELICOPTER or COASTGUARD may be omitted and the number or letters only used. e.g. EIGHT ONE TWO or INDIA JULIET.
25.2 25.2.1 Communication During Service with Helicopter
During a service, communication is to be established on VHF FM with the helicopter using either the callsign a) RESCUE HELICOPTER followed by the three figure callsign. b) COASTGUARD RESCUE followed by the last two letters of the callsign.
26. 26.1
LIFTS INVOLVING STRETCHERS (See diagram at page 117)
a) The helicopters stretcher and a helicopter crewmember are transferred to the lifeboat. b) The patient (or dummy during exercise) should be fitted with a RNLI survivor lifejacket but note that where a Royal Naval helicopter is concerned they will dress the casualty for the helicopter lift. c) The patient (or dummy during exercises) is placed in the stretcher under the helicopter crew members supervision. d) The stretcher and the helicopter crewmember are then winched up to the helicopter together.
26.2 26.3
In all stretcher exercises a "dummy" only is to used, alternatively the stretcher will remain empty. The stretcher is provided by the helicopter and is usually of the basket type. In order to minimise any pain or discomfort, any survivors who require Medivac must be placed onto or in a blanket/ambulance pouch inside the RNLI basket stretcher. This will minimise the problems of transfer to the helicopter stretcher. Alternatively if the Neil Robertson stretcher has been used to evacuate a survivor this may be placed into the helicopter stretcher and lifted using the helicopter's slings. N.B. The stretcher used by the Irish Coast Guard Helicopter is called a Paraguard and is carried in a pack by the winchman and assembled onboard the casualty.
26.4
Lifeboat crewmembers should ensure that a "medivac" survivor to be lifted is warmly wrapped, including some secure head cover. The down draft from a helicopter could cause severe cooling during the time that a survivor may be exposed to it. The helicopter has a strong downdraft and the noise makes
Rescue Boat Code of Practice Second Draft 16th July 2004 conversation impossible when they hover low. For this reason, survivors about to be lifted should be forewarned, reassured and have the procedure explained to them before the helicopter arrives over the lifeboat.
26.5
Should the "medivac" survivor have been placed in a Neil Robertson stretcher in order to move him about the lifeboat, he could be placed in a basket stretcher while still contained within the Neil Robertson stretcher. This would probably be better for him than the pain or discomfort he would suffer whilst being transferred from one stretcher to another. "Medivac" survivors who are hypothermic should normally be transferred to the helicopter in a stretcher, or using a Double Strop.
26.6
Annex E: Guidance on Safety Management System and Documentation

1. The purpose of this Section is to provide guidance on how to develop an effective Safety Management System coupled with appropriate documentation. A Rescue Boat Organisation should consider and address the following subjects which should be formally documented: 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.9.1 1.9.2 1.9.3 1.9.4 1.10 1.10.1 1.10.2 1.10.3 1.10.4 1.10.5 1.10.6 2. 2.1 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.1.7 Part 1 Constitution Part 2 Management System Part 3 Health and Safety Part 4 Equipment Part 5 Interfaces Part 6 Training Part 7 Operational Area Part 8 Operations Appendix which should give details of : Safety Assessment Compliance Table Type approval Insurance Addendum showing the Standard Operating Procedures which may include: Major Incident Procedures Emergency Procedures Helicopter working Search Man Overboard and Recovery Towing Part 1 CONSTITUTION The Constitution may include: Objectives Powers Management Committee Membership Officers Termination of Membership Proceedings of the Committee Annual General Meeting

2.1.8 2.1.9 2.1.10 2.1.11 3. 3.1 Appointment of Crew Members and Boat Officers Indemnity Dissolution Amendments and Alterations to Constitution Part 2 MANAGEMENT SYSTEM The Management System shall include names, official addresses and contacts details of individuals within the organisation with special duties and responsibilities and shall include details of these duties and responsibilities and to whom they are accountable. A management structure diagram may be included to graphically represent the hierarchy of authority. The details of the following should be included as a minimum: Chairman / Officer in Charge Management Committee members (as deemed necessary) Coxswain Second Coxswain Health and Safety Officer Training Officer / Assistant T.O. Part 3 HEALTH AND SAFETY The Health and Safety Policy of the organisation shall be stated. A means of assessment of the hazards should be developed and may include proforma for the following: Risk Assessments Care of Substances Hazardous to Health (COSHH) Assessments Manuel Handling Assessments Personal Protective Equipment (PPE) Assessments PPE Inspection Records Equipment Inspection Records The responsibility for the preparation and implementation of these assessments and recommendations shall be stated and reflected in the main duties and responsibilities of the individuals as stated in paragraph 3.1. Medical All operational crew, including shore crew who may assist in launch and recovery operations, shall sign a declaration as to their current state of health and be medically examined be a suitably qualified person. No crewmember that is unable to perform the duties expected of them is permitted to assist in the launch, recovery or operation of the Rescue Boat.
3.2 3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5 3.3.6 4. 4.1 4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.3
4.4 4.4.1
4.4.2

4.4.3 4.5 If the wearing of glasses is permitted, then the wearing of an elastic safety strap shall be obligatory for helmsmen. Each site shall maintain an Accident Book in accordance with requirements of the Health and Safety at Work Act. Part 4 EQUIPMENT The major items of equipment used by the Rescue Boat, as detailed in Section 2 of the Code of Practice shall be listed with details of specification, operation and caveats as appropriate. The list may include, but is not restricted to: The Rescue Boat: The Rescue Boat Capacity and Operational limits Launch and Recovery systems Propulsion systems including associated spares. Fuel Identification Storage Connection Refuelling / Spillage Steering Electrical Batteries Protection Switches Lighting Communication equipment: VHF, stating which channels monitored Digital Selective Calling (DSC), if appropriate Any other means of communication such as Mobile phone or police carried. Navigation Equipment Compass Depth Finder RADAR GPS Charts Towing Location of strongpoints Towing equipment Emergency Release radio if
5. 5.1
5.1.1 5.1.1.1 5.1.2 5.1.3 5.1.4 5.1.4.1 5.1.4.2 5.1.4.3 5.1.4.4 5.1.5 5.1.6 5.1.6.1 5.1.6.2 5.1.6.3 5.1.6.4 5.1.7 5.1.7.1 5.1.7.2 5.1.7.3 5.1.8 5.1.8.1 5.1.8.2 5.1.8.3 5.1.8.4 5.1.8.5 5.1.9 5.1.9.1 5.1.9.2 5.1.9.3

5.1.10 5.1.11 5.1.12 5.1.13 5.2 5.2.1 5.2.2 5.2.3 5.2.4 5.3 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5 5.3.6 5.4 Illumination Anchoring Pyrotechnics carried Fire fighting equipment carried Details of additional or specific equipment carried shall also be detailed and may include: Stretcher and Spinal Board Defibrillator Oxygen and Entinox Suction Pump and Splints Personal Protective Equipment supplied for the Operational crew, Shore crew and Survivors shall be detailed and may include: Dry suit Helmet with visor Gloves Body Fleece Life Jacket Thermal blanket Equipment Maintenance the responsible person / contact for all equipment maintenance shall be detailed and records of maintenance and repair recorded in a maintenance logbook. Part 5 INTERFACES Details of all internal and external authorities who interface with the Rescue Boat during normal Operational and Training activities shall be documented. Operational interfaces may include: Ambulance Service Fire Brigade HM Coastguard (Maritime & Coastguard Agency) Mountain Rescue Teams Police Search and Rescue helicopter Training interfaces may include the above plus: Local Boating Clubs / Activity Centres / Local Authorities RNLI Royal Yachting Association Part 6 TRAINING
6. 6.1
6.2 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5 6.2.6 6.3 6.3.1 6.3.2 6.3.3 7.

7.1 7.1.1 7.1.1.1 7.1.1.2 7.1.1.3 7.1.2 7.1.3 This Part shall detail the local procedures to demonstrate compliance with Annex B of the Code of Practice and shall include: Emergency Procedures to be followed by Crew and Students during training: Fire Action in an emergency Reporting an incident Training Plan Rescue Boat training details of all Standard Operating Procedures developed by the organisation for rescue purposes shall be referenced and may include: Helicopter Working Launch and Recovery Man Overboard Major Incident Onboard equipment Search Techniques and Patterns Familiarisation with the hazards with in the Operational area. The RYAs national syllabus for Powerboat coxswains should form the basis for the Rescue Boat coxswain. Local procedures should detail: Amenities Certification Communications First Aid Location Pre use checks Safety Staffing Training Aids Training Area Vessels to be used Part 7 OPERATIONAL AREA The Operational Area of the rescue boat should be documented and should include detail of: Authorised Activitie s Helicopter Landing sites (inshore and inland only) Operational Limits Rendezvous Points (inshore and inland only)
7.1.3.1 7.1.3.2 7.1.3.3 7.1.3.4 7.1.3.5 7.1.3.6 7.1.4 7.2 7.2.1 7.2.2 7.2.3 7.2.4 7.2.5 7.2.6 7.2.7 7.2.8 7.2.9 7.2.10 7.2.11 8. 8.1 8.1.1 8.1.2 8.1.3 8.1.4

8.1.5 9. 9.1 9.1.1 9.1.2 9.1.3 9.1.4 9.1.5 9.1.6 9.2 9.2.1 9.2.2 9.2.3 9.2.4 9.2.5 9.2.6 9.2.7 9.2.8 9.2.8.1 9.2.8.2 9.2.9 9.2.10 9.2.10.1 9.2.10.2 9.2.10.3 9.2.10.4 9.2.10.5 9.2.10.6 Search Zones Part 8 OPERATIONS This Part should detail the normal operations of the rescue boat and may include: Rescue Operations for the public good Rescue boat crew training RYA Training Assistance to Police Assistance to mountain Rescue Team Include details of any other authorities that interface with the Rescue Boat during normal Operational and Training activities as detailed in Part 5. Rescue Boat Operations local instructions should include: Operational Limits including maximum wind force and wave height; Primary and secondary means of callout; Incident Report proforma including details of the Incident, Crew and Passengers (where authorised) details; Hierarchy of Authority detailing the minimum rank authorised to take charge of the rescue boat; Launching Authority, considering operational limits, forecasted conditions and potential risk to crew; Minimum Crew required to operate the rescue boat; Medical requirements of the crew, (See Part 3) Personal Protective Equipment requirements for: Crew Passengers (where authorised) Communications detail all means of communication between the Rescue Boat and all potential co-ordinating authorities: Communications detail all means of communication between the Rescue Boat and all potential co-ordinating authorities: Base via designated VHF channel HM Coastguard via VHF channel 16 SAR Helicopter via VHF channel 0 MRT via VHF channel 53 Police / Ambulance via designated communication link State any alternative / backup means of communication.

9.2.11 Boat Handling state details of any harbour restrictions or by-laws which the rescue boat is exempt in the event of an emergency and any additional precautions to be taken by the helmsman during this period whilst observing the requirements of the Convention on the International Regulations for Preventing Collisions at Sea. Detail equipment carried or to be taken to safely navigate the area of operation. Search: The Operating Area may be divided into Search Zones as detailed in Part 7. Search procedures are to be developed and may be included as an Addendum. State whether assistance may be obtained from the authorities detailed in Part 5. Make reference to Rendezvous Points as detailed in Part 7. Rescue: Develop and document local procedures for approach to a casualty/MoB including engine off/stopped and upw ind/downwind. Make reference to any local Standard Operating Procedures for rescue such as Helicopter Operations. State policy on whether the capacity of the Rescue Boat, as detailed in Part 4, may be exceeded and on whose authority. Develop and document procedures for alongside and astern towing, including means of communication and actions to be taken in an emergency. State any restrictions on the size of vessel to be towed. Develop and document procedures for operations in surf. Develop procedures for the reporting of an incident. Document post incident procedures that will return the Rescue Boat to a state of immediate readiness. Include actions to be taken in the event of the Rescue Boat being found to be inoperable or have reduced capability. Appendix A SAFETY ASSESSMENT Perform and document a Safety Assessment on the Rescue Boat equipment and procedures in accordance with the methods of the International Code of Safety for High Speed Craft HSC Code (International Maritime Organisation, London 1995) as required by Appendix D. Document the outcome of the above Safety Assessment and Mitigating Actions. Appendix B COMPLIANCE TABLE Insert completed Compliance Matrix stating how each requirement of the Rescue Boat Code of Practice is met. Appendix C TYPE APPROVAL Include all relevant manufacturer and trial for the type of craft being used as a rescue boat to demonstrate acceptability of the type as a Life-Saving Appliance and rescue boat.
9.2.12 9.2.13 9.2.13.1 9.2.13.2 9.2.13.3 9.2.13.4 9.2.14 9.2.14.1 9.2.14.2 9.2.14.3 9.2.14.4
9.2.14.5 9.2.14.6 9.2.14.7
10. 10.1
10.2 11 11.1
12 12.1
13 13.1
Appendix D DEFINITIONS, TERMS AND ACRONYMS Alphabetically list all Definitions, Terms and Acronyms used within the Report.
14. 14.1
Appendix E - INSURANCE A general outline of the organisations insurance policy for the Boat, Crew and Third Parties shall be duplicated in this Appendix and should include, as a minimum, details of: The Insured; The Insurer; Policy Number; Policy Cover and Conditions; Schedule of Vessel covered; Limits of Indemnity including Public Liability. ADDENDUM All Standard Operating Procedures to which the rescue boat operates shall be included as an Addendum to this Report.
14.1.1 14.1.2 14.1.3 14.1.4 14.1.5 14.1.6 15. 15.1
Annex F: Compliance Matrix

Section Numbe r (Page / Para) Applicable to Rescue Organisati on (y/n)? Explanation if section not considered applicable 1 Requireme How is nts met requiremen (y/n)? t met?2 Standard / Alternative. Training needs identified (y/n)?
1 2
Give reasons why section is not applicable to rescue organisation. Can be met by adherence to the text of the section or by an alternative mitigation in why case reference to a local risk assessment is required. 3 Give cross reference to training documentation. 4 Give cross reference to maintenance documentation.
Annex G: Bibliography and References

MCA Code of Practice for the safety of Small Commercial Vessels and Pilot Boats Recreational Craft Directive SOLAS SLSANZ BP IRB Training Manual RNLI Book of Regulations (Green Book) Handbook for D Class Lifeboat Stations ISO 6185-1 Draft, Inflatable boats with a maximum motor power rating of 4,5 kW. ISO 6185-2 Draft, Inflatable boats with a maximum motor power rating of 4,5 kW to 15 kW inclusive. ISO 6185-3 Draft, Inflatable boats with a maximum motor power rating of 15 kW and greater. ISO 6185:1982 Shipbuilding and marine structures, inflatable boats, boats made of reinforced elastomers and plastomers. ISO 8848: 1990, Small craft -- Remote steering systems. ISO 9775:1990 Small craft -- Remote steering systems for single outboard motors of 15 kW to 40 kW power. ISO 11591:2000 Small craft, engine-driven -- Field of vision from helm position.
ISO 7000
ISO 8845, Small craft electrical devices, protection against ignition of surrounding flammable gases ISO 13592 - Small craft - Backfire flame control for petrol engines ISO 9094 - Small craft - Fire protection ISO 13591 Portable fuel systems for outboard motors. BS 50057 detection of combustible gases, can be referenced. ISO 9775 - Small craft - Steering gear - single outboard motors 15-40 kW BS EN ISO (2)8846, Small Craft Electrical devices, Protection against ignition of surrounding flammable gases. BS EN 50057, Electrical apparatus for the detection and measurement of combustible gases. ISO 9097, Electric fans. ISO 8849, Electrically operated bilge pumps. The institution of Electrical Engineers Regulations for the Electrical and Electronic Equipment of Ships with Recommended Practice for their Implementation, 6th Edition 1990 and subsequent supplements. British Marine Industries Federation Code of Practice for Electrical and Electronic Installations in Boats, 3rd Edition. BS 6883, Specification for elastomer insulated cables for fixed wiring in ships (suitable for lighting, power, control, instrumentation and propulsion circuits). IEC 92-350, Low voltage shipboard power cables. BS 5345, Code of Practice for the selection, installation, and maintenance of electrical apparatus for use in potentially explosive atmospheres.

1972 COLREG CEVNI Merchant Shipping (Distress signals and prevention of collisions) Regulations 1996, SI 1996 No. 75. Merchant Shipping Notice M1631 Operating, maintaining and testing magnetic compasses. ISO 9094 - Small craft - Fire protection Merchant Shipping Fire Protection Regulations 1980 and 1984: SI 1980 No.544 and SI 1984 No.1218 1992 edition of Survey of fire protection arrangements in merchant ships Instructions for the guidance of surveyors LOLER Health and Safety at Work Act. Instruction for writing the owners manual can be found in ISO 10240. Road traffic act EN ISO 7840 Small craft - Fire-resistant fuel hoses EN ISO 8469 Small craft - Non-fire-resistant fuel hoses EN ISO 8665 Small craft - Marine propulsion engines and systems Power measurements and declarations EN 28846 Small craft - Electrical devices - Protection against ignition of surrounding flammable gases EN 28847 Small craft - Steering gear - Wire rope and pulley systems EN 28848 Small craft - Remote steering systems ISO 8849 Small craft - Electrically operated bilge-pumps ISO 9093-1 Small craft Seacocks and through-hull fittings Part 1: Metallic ISO 9093-2 Small craft - Seacocks and through-hull fittings Part 2: Non-metallic ISO 9094-1 Small craft - Fire protection - Part 1: Craft with a hull length of up to and including 15 m EN 29775 Small craft - Remote steering systems for single outboard motors of 15 kW to 40 kW power ISO 10088 Small craft - Permanently installed fuel systems and fixed fuel tanks ISO 10133 Small craft - Electrical systems - Extra-low-voltage d.c. installations. EN ISO 10240 Small craft - Owner's manual C384 18.12.97 EN ISO 10592 Small craft - Hydraulic steering systems C59 25.02.98 EN ISO 11105 Small craft - Ventilation of petrol engine and/or petrol tank compartments ISO 11192 Small craft Graphical symbols ISO 11547 Small craft - Start-in-gear protection C384 18.12.97 ISO 11591 Engine-driven small craft - Field of vision from helm position ISO 11592 Small craft - Determination of maximum propulsion power ISO 12215-1 Small craft - Hull construction - Scantlings - Part 1: Materials: Thermosetting resins, glassfibre reinforcement, reference laminate ISO 12215-2 Small craft - Hull construction - Scantlings - Part 2: Materials for sandwich construction, embedded materials ISO 12215-3 Small craft - Hull construction - Scantlings - Part 3: Materials: Steel, aluminium, wood, materials

ISO 12215-4 Small craft - Hull construction - Scantlings - Part 4: Workshop and construction ISO 12215-5 Small craft - Hull construction - Scantlings - Part 5: Design pressures, allowable stresses, scantling determination ISO 12215-6 Small craft - Hull construction - Scantlings - Part 6: Details of design and construction ISO 12216 Small craft - Windows, port-lights, hatches, dead-lights and doors Strength and tightness requirements ISO 12217-1 Small craft - Stability and buoyancy - Methods of assessment and categorisation - Part 1: Non-sailing boats ISO 12217-3 Small craft - Stability and buoyancy - Methods of assessment and categorisation - Part 3: Boats of up to and including 6 m ISO 13297 Small craft - Electrical systems - Alternating current installations ISO 13929 Small craft - Steering gear - Rack and pinion direct link systems ISO 14945 Small craft - Builder s plate ISO 14946 Small craft - Maximum load capacity ISO 15083 Small craft - Bilge pumping systems ISO 15084 Small craft - Anchoring, mooring and towing - Strong points ISO 15085 Small craft - Guardrails, lifelines and handrails IMO Resolution A656 (16) Fast rescue boats IMO Resolution A689 (17) Testing of lifesaving appliances

Rescue Boat Code of Practice

Uploaded by

Copyright:

Available Formats

Rescue Boat Code of Practice

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

Rescue Boat Code of Practice

Uploaded by

Copyright:

Available Formats

Rescue Boat Code of Practice Second Draft 16th July 2004

Draft Rescue Boat Code 16th July 2004