Oceanic Vega Solas Training Manual

SOLAS Training Manual
SRV OCEANIC VEGA
SOLAS TRAINING MANUAL

SOLAS TRAINING MANUAL
According to SOLAS Chapter III / Regulation 35

According to SOLAS Chapter III / Regulation 35
SRV OCEANIC VEGA WesternGeco Vessels
Properietary Notice
This information is confidential and is the trade property of Shearwater.
Do not use, disclose, or reproduce without the prior written permission of the owner.
Properietary Notice
This information is confidential and is the trade property of Schlumberger WesternGeco.
Do not use, disclose, or reproduce without the prior written permission of the owner.
©Copyright 1995 Schlumberger unpublished work. All rights reserved under copyright laws.
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Manual Title Manual Number Custodian (position)
SOLAS TRAINING MANUAL Captain
Revision History
Rev.No Effective Date Description Prepared by Reviewed by
00 18.12.2020 Made Vessel Specific K.Kudriavcev B.Hasle
Latest revision approved by Signed : Captain K.Kudriavcev
Proprietary Notice
This information is confidential and is the trade property of Shearwater. Do not use, disclose, or reproduce
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without the prior written permission of the owner. Copyright Shearwater. Unpublished work. All rights
reserved under copyright laws.
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PURPOSE
The purpose of this manual is to provide all crewmembers with instructions and information on the life-saving
appliances provided in the ship and on the best methods of survival.
RESPONSIBILITY
It is the responsibility of the Master to insert all ship specific data at appendix 7 and make copies of this manual
available at all public places onboard, especially the mess room and recreation areas. In addition he should ensure
that all personnel have read and understood the contents of this manual. The Master is also responsible to ensure
that the copies are controlled on Form M3ISM/ F007 and in a manner that the latest revision is always in use and
obsolete manuals disposed.
COMMENTS AND SUGGESTIONS
Readers’ experience is of great value to the Company in deciding the contents and layout of documentation.
If you have any comments, no matter how trivial you may think they are, please write them down and return them to
the custodian of this manual.
Please indicate the document number, release level and date.
Please indicate paragraph numbers, figure or table numbers and page numbers as appropriate.
(A photocopy of the relevant pages would be useful).
Please provide your name, title and work site identity.
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SRV OCEANIC VEGA Solas Training Manual
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ii Table Of Contents
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Table of Contents
SECTION 1 Introduction
1.1 Introduction
1.2 References
SECTION 2 Mustering at Assigned Stations

2.1 General information on mustering and drills
2.2 Personal responsibility
2.2.1 Joining a vessel
2.2.2 Attitude
2.3 Basic helicopter safety
2.3.1 When approaching and boarding a helicopter
2.3.2 When enroute in a helicopter
2.3.3 When disembarking from the helicopter
2.3.4 Loading equipment
2.4 Ship abandonment
2.5 Abandon ship station bill
2.6 Action on hearing fire alarm
2.7 Fire station bill
2.8 Action when man overboard
2.8.1 Recommendations to the man overboard
2.9 Manoverboard station bill
2.10 Ship safety plan
SECTION 3 Personal Lifesaving Appliances on Board

3.1 General information
3.2 Lifejackets and workvests
3.3 Donning of lifejackets
3.4 Survival suits
3.4.1 Survival suits on board
3.5 Thermal Protective Aids (TPA)
3.6 Lifebuoys
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3.6.1 Method of operation
SECTION 4 Survival Crafts and Rescue Boats

4.1 Lifeboats
4.2 Use of Engine and Accessories
4.3 Liferafts
4.3.1 Liferaft casing
4.3.2 How to inflate the liferaft
4.3.3 Using the liferaft
4.3.4 Activating the liferaft
4.3.5 Getting into the liferaft
4.3.6 Immediate action
4.3.7 Subsequent action
4.3.8 Aids to survival
4.3.9 Care of liferaft
4.3.10 Action on arrival of rescue unit
4.3.11 Preparations for being taken in tow
4.3.12 Rescue by helicopter
4.3.13 Approaching land and breaching raft
4.3.14 On board maintenance requirements
4.3.15 Servicing requirements
4.3.16 Instructions for emergency repair of life-saving appliances
4.4 Rescue boats
SECTION 5 Surviving at Sea

5.1 Proper use of survival craft
5.2 Equipment in a survival craft
5.2.1 Sea anchor
5.2.1.1 To deploy the sea anchor
5.2.2 Oilbags
5.2.3 Boat hooks
5.2.4 Buckets and bailers
5.2.5 Bilge pump
5.2.6 Tiller
5.2.7 Painter
5.2.8 Hatches
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5.2.9 Knife
5.2.10 Heaving lines
5.2.11 Magnetic compass
5.2.12 Fire extinguhser
5.2.13 Radar reflector
5.2.14 Tool kit
5.2.15 First aid kit
5.2.16 Fishing kit
5.2.17 Food rations
5.2.18 Drinking water
5.2.19 Water and food
5.3 Survival craft visual location aids
5.3.1 Waterproof signal torch
5.3.2 Heliograph mirror
5.3.3 Pyrotechnics
5.3.4 Smoke signals
5.3.5 Hand held flares
5.3.6 Parachute rockets
5.4 Survival craft audio location aids
5.4.1 Whistle
5.4.2 Radio transmitting devices
5.4.3 Personal location devices and EPIRB’s
5.4.4 Emergency radios
5.4.5 Free-float emergency beacon
5.4.6 Use of radio life saving appliances
5.4.6.1 Composition of component
5.4.6.2 Components of transceiver unit
5.4.6.3 Portable lifeboat radio equipment
5.5 Hypothemia
SECTION 6 Rescue at Sea

6.1 Emergency helicopter operations
6.2 Means of evacuation
6.2.1 Rescue sling
6.2.2 Rescue basket
6.2.3 Rescue net
6.2.4 Rescue lifter
6.2.5 Rescue seat
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6.3 The retrieval stage

6.4 Hoisting Signals
SECTION 7 Appendices
Appendix A EMERGENCY PLAN
-abondon ship station
-action on hearing fire alarm
-fire station bill
-man overboard stations plan
Appendix B SHIPS SAFETY PLAN

Appendix C DONNING OF LIFEJACKET
Appendix D DONNING OF SURVIVAL SUITS
Appendix E DONNING OF TPA
Appendix F LIFEBOAT ENGINE & ACCESSORIES
Appendix G LIFERAFT
-type of liferaft onboard
-inflating instructionms
-instructions for emergency repairs
Appendix H PARTICULARS OF MAN OVERBOARD BOAT
Appendix I PARTICULARS OF FREE FLOAT BEACON
Appendix J PARTICULARS OF RADIO LIFESAVING EQUIPMENT
Appendix K PARTICULARS OF MOB LIGHT & SMOKE BUOY
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BLANK SPACE
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SECTION 1 INTRODUCTION
1.1 Introduction
1.2 References
1.1 INTRODUCTION
Welcome onboad this Shearwater Vessel
The purpose of this Training Manual is to familiarise you with the ship's life saving equipment, their function and
location. It contains instructions and information in easily understood terms on the life saving appliances provided
on this ship and on the best methods of survival. Most importantly, it will tell what YOU must do in case of an
emergency.
These life saving appliances are all of standard design with only slight variations depending on maker. The
minimum requirements are also same for all vessels. Seismic operations are of a round the clock nature and
involving sea launched gear. A seemingly ordinary situation could very easily develop into an emergency. We
have to therefore pay special attention to all routines and equipment on back deck. In this manual we shall be
looking into the lifesaving equipment keeping in mind our nature of work.
The Safety Officer will take you on a safety tour of the vessel within 24 hours of your arrival. This will give you a
general idea of the vessel layout including lifesaving appliances, fire fighting equipment and emergency escapes.
He will also give you a "Safety Awareness Questionnaire". This should be filled up in the first few days of your
arrival and handed back to the Safety Officer. Admittedly, all this may seem confusing as everything cannot be
covered in one brief session. So what do you do now?
You must follow up on what you saw during the tour, start with the following:
a) Memorise the fire and general alarm signals.
b) Note your muster point and duties in case a fire alarm or general alarm signal is given.
c) Note the location of all safety equipment and emergency escapes closest to your workplace and cabin.
You are advised to go through the Emergency Plan and Safety Plan in detail and familiarise yourself with the
following:
a) Locate the storage of both your own and spare lifejacket.
b) Locate the position of all the fire alarm points and the positions of all the portable fire extinguishers, hoses and
fire hdyrants.
c) Locate the stowed position of all the lifejackets on board and their embarkation positions.
You should by now be ready to complete the Shearwater Safety Questionnaire. Please hand it over to the Chief
Officer. If you are on board a ship for the very first time, more effort will have to be put in for familiarisation. If
you have already been on a ship before, then it requires only re-orientation. But do not be callous about it, as it is
your exact knowledge of the finer details of a vessel which can help you in an emergency.
1.2 REFERENCES
Whilst every effort has been made to make this manual as informative as possible, there is still a lot of detailed
information that you can get by making reference to the following:
a) The various makers manuals for lifeboats, liferafts, rescue boats etc.
b) Perils At Sea (Lloyds Publication)
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c) Helicopter Rescue (Lloyds Publication)

d) SOLAS ‘74, amendment of 1992
SECTION 2 MUSTERING AT ASSIGNED STATIONS

2.1 General information on mustering and drills
2.2 Personal responsibility
2.2.1 Joining a vessel
2.2.2 Attitude
2.3 Basic helicopter safety
2.3.1 When approaching and boarding a helicopter
2.3.2 When enroute in a helicopter
2.3.3 When disembarking from the helicopter
2.3.4 Loading equipment
2.4 Ship abandonment
2.5 Abandon ship station bill
2.6 Action on hearing fire alarm
2.7 Fire station bill
2.8 Action when manoverboard
2.8.1 Recommendations to the man overboard
2.9 Manoverboard station bill
2.10 Ship safety plan
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2.1 GENERAL INFORMATION ON MUSTERING AND DRILLS

SOLAS regulations require drills to be held at intervals of not more than 1-2 weeks. Whenever more than a
quarter (25%) of the crew are changed in a port, a drill shall be held within 24 hours of leaving that port.
The Emergency plan for this ship is on display inside the accommodation areas . You will be shown these locations
during the safety tour which is normally given within 24 hours of you joining the vessel.
The Emergency Plan specifies the general and fire alarm signals and the action to be taken by all persons on board
when the alarms are sounded. It shows the duties assigned to the different members of the crew.
Musters and drills have the objective of preparing a trained and organised response to situations of great difficulty
which may unexpectedly threaten loss of life at sea. It is important that they should be carried out realistically,
approaching as closely as possible to emergency conditions.
The emergency plans is also supplemented by individual cards affixed to each crew member’s bunk. This card
indicates:
a) your duties in the event of fire or emergency
b) your duties in the event of a fire
c) muster signals
The timings of these drills are varied so that personnel who have not participated in a particular drill may take part
in the next exercise. Any defects or deficiencies revealed during drills and the inspections should be discussed in
form of a debrief and made good without delay.
At each drill the equipment for fire fighting and life saving shall be operated, tested and checked to see it is in
place, good condition and that it works. More important that you know how it works and how to use it. Boats
must be swing out at least once a month and be lowered into the water at least once every three months, if
practical. Hoses must be under pressure at least once every two months.
The success of any drill depend on the people involved as much as it does the people in charge. You as an
individual and as part of a team must want to know what is provided, see how it works and become familiar with
its operation. You must work at gaining experience with the equipment available, refresh your memory about
survival and other aspects of a disaster. You must work as part of the team to save the ship (the best floatation aid
you have) and your life. You must work at getting that experience and teamwork at the drills, not treat them as a
nuisance.
Preplan for disaster, work out escape routes from all parts of the ship you may be in at any time, select clothing
suitable for survival, know what you want to pocket and where it is, obey orders and keep calm.
"THE SHIP WILL ONLY BE ABANDONED WHEN THE MASTER GIVES THE VERBAL ORDER TO
DO SO."
Apart from the mandatory boat and fire drills, man overboard drill will be carried out at least once every trip (4 to
6 weeks). The operations involved in the handling of sea launched equipment can easily develop into hazardous
conditions. Special attention should therefore be given to all work routines on the back deck. Such routines
should be clear to all personnel involved and safety spot briefings should be held at regular intervals in order to
maintain high awareness to personnel safety. The risk of losing a man overboard is ever present, the life of
anyone falling overboard depends on the quickest possible recovery, particularly in cold or rough weather.
Darkness or reduced visibility cannot be allowed to hinder rapid and efficient rescue.
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It is of paramount importance that everyone is trained in the man overboard procedures so that recovery can be
effected in the shortest possible time. The man overboard station bill is also posted close to the emergency plan.
2.2 PERSONAL RESPONSIBILITY
2.2.1 Joining a Vessel

On joining a vessel READ THE EMERGENCY PLAN.
a) Ascertain the various signals.
b) Ascertain to which boat you have been allocated and for what task you are responsible in the event of having
to abandon ship.
c) Ascertain your fire station and your duties in the event of fire.
d) Locate the stowed position of your boat, your muster station and the place from which the boat will be
embarked.
e) Locate the stowed position of all the liferafts on board and their embarkation positions.
f) Locate the position of all the fire alarm points and the positions of all the portable fire extinguishers, hoses
and fire hydrants.
g) Locate the stowage of both your own and the spare lifejackets. Decide where you will keep your warm and
waterproof clothing and keep it there when not in use, so that it will always be available if you should need
it.
h) Ascertain the shortest route from your cabin to the muster station. If you are responsible for placing stores,
an EPIRB or portable radio in your survival craft, ascertain how you can most easily and quickly obtain them.
2.2.2 Attitude
Everyone is confident that they will never have to abandon ship and most people never have to. However, in the
event of an unexpected emergency, you may have no time to go searching for warm clothing, your lifejacket, or
time to read the muster list. It is absolutely essential to know what to do and how to do it beforehand.
When the signal for "General Alarm" is sounded, it is a signal for everyone to go to their emergency station. Bring
your lifejacket or immersion suit if near by, but additional lifesaving devices are provided at the muster area for
the entire crew. Thermal aids are normally fragile, be very careful not to tear it. Members of the crew will carry
out the duty allocated to them in the emergency plan, then wait for orders.
Remember that the ship herself is always your number one life-saving unit, the ship's damage control and
firefighting organization should be efficient, so as to be able to overcome any emergency, and you will be trained
by frequent drills to learn to make the best possible use of the ship's equipment.
MANY LIVES HAVE BEEN LOST BY PREMATURE AND UNNECESSARY ABANDONMENT OF

SHIPS.
Should you have to abandon ship, bring warm clothing if nearby and TRY AND KEEP DRY. Wet clothing is far better
than no clothing. In cold weather in a survival craft, remove and wring out the top layer of wet clothing and put it
on again as quickly as possible. If you have to go into the water, never go in without a lifejacket and an immersion
suit or thermal aid, if you have one. However, warm clothing will trap air and air provides warmth. You cannot
swim far in heavy clothing, neither can you swim far in a lifejacket. Do not try to swim unnecessarily, it uses vital
energy and assists hypothermia to set in. Try and take something buoyant with you into the water to assist you to
keep afloat. .
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2.3 BASIC HELICOPTER SAFETY

The main rotor rotates in an almost horizontal plane. It provides the lift required for flight and, therefore, creates
a strong rotorwash on takeoff and landing. This blast of air can blow hard hats, plywood, sheetmetal, or any other
lightweight material around a landing area causing injury to people and damage to the helicopter. On slopes, the
main rotor may come very close to the ground on the uphill side of the helicopter, making a departure to the
uphill side extremely hazardous. On a rolling ship, the main rotor blades can also "droop" dangerously close to
the landing deck and when the helicopter is being shut down.
The tail rotor is a high-speed propeller and, and is almost invisible when operating. It operates perpendicular to
the deck at chest height and has its own rotorwash. All these factors, plus the fact that people are not accustomed
to a propeller on the tail of an aircraft, make the tail rotor extremely hazardous. Approach the helicopter from
the front, never from the rear, and stay in direct eyesight of the pilot at all times.
Adequate preparation of helicopter landing areas allows for both efficiency of operations and safety:
a) The pilot's judgement as to suitability for flight is final.
b) Landing areas must be kept clean and clear of all obstructions to allow the manoeuvring of helicopters.
c) Keep the approach and departure paths into a landing zone (LZ) clear of people and material. Wind direction
indicators should be set up at all frequently used LZs.
d) All equipment to be carried externally out of a main LZ should be placed away from obstructions. Pilots should
be able to approach or depart the LZ without flying over people, ships antennas, or masts with the external
load.
e) Follow the instructions of the vessel’s Helicopter Landing Officer (HLO) who will be in charge of loading and
unloading cargo and passengers.
Transporting passengers in a helicopter can be dangerous when crew members are not familiar with boarding and
disembarking procedures. No one should ride in a helicopter without a previous briefing from the pilot or viewing
a safety briefing recorded on video.
2.3.1 When approaching and boarding a helicopter, take the following precautions:
a) While the helicopter is landing, stay in one group. Do not approach the craft until the pilot or HLO motions
you to do so.
b) Hold your hat in your hand, unless you are using a chin strap, and securely hold any small or loose articles.
Never carry loads over your shoulder.
c) Approach or leave the helicopter from the side or front in full view of the pilot; never leave or approach from
the rear.
d) Open and close the helicopter doors gently. Never let the doors swing freely. They should always be hand-
held while open.
e) When all passengers are buckled in and all doors closed properly, signal the pilot that all is secured.
f) Any crew members near the LZ, but not boarding the helicopter, should ensure that all doors and panels are
fastened with no loose lines or gear hanging from the helicopter.
g) Long lines or any other external line must not be attached to a helicopter while it is carrying passengers.
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2.3.2 When enroute in a helicopter, follow these safety rules:

a) Seat belts must remain fastened at all times, and passengers must not change seats.
b) Crew members should inform the pilot of any hazards in flight, such as other aircraft, something caught on
the skids, etc.
2.3.3 When disembarking from the helicopter, follow the correct procedure:
a) When the helicopter is approaching for landing, remain seated and do not unfasten seat belts until told to do
so by the pilot.
b) When exiting the helicopter, refasten the seat belts and close the doors properly.
c) Stay together and depart in the pilot's field of vision. If on uneven terrain, exit to the downhill side and
toward the front of the helicopter.
d) The last crew member to depart the helicopter should ensure that all doors are closed properly and that no
loose tiedowns or equipment are hanging from the helicopter. He should also signal the pilot that all
personnel are clear.
2.3.4 Loading Equipment

Loading equipment takes planning and caution. It must be directed by the pilot according to the following rules:
a) Poles or tall objects should be carried horizontally with all maneuvering of the object done parallel to the
ground and main rotor.
b) If the equipment is loaded into a cargo compartment, it must be secured so that it will not move around in
flight. (When working around cargo compartments, be very careful of engine exhaust and the close
proximity of the tail rotor.)
c) Any equipment carried in the cabin must be tied down or securely held by crew members.
d) Never load any volatile or explosive substance without the pilot's permission and never carry blasting caps
and blasting agents (powder) in the same helicopter. When carrying any explosive substance, make sure it is
in a proper container and marked properly.
e) After unloading equipment, ensure that all tiedowns are properly re-secured. External operations (longline)
require experienced people who thoroughly know the equipment used and have a working understanding of
proceudres employed.
f) Never use more than the absolute minimum number of people to hook lines and loads to the helicopter. All
other people should be well clear of the area in use to allow room for the helicopter to land in case of an
emergency. Always let the hook touch the deck before handling it.
g) One person at each side should be designated as signal personnel.
h) People working under the helicopter must wear a hard hat with chinstrap. The personnel handling the hook
should carry a radio to inform the pilot of the type of load and any special conditions.
i) After hooking a load to a long line, do not turn your back or take your eyes off the load. As the load is being
carried away, do not walk underneath it and be sure to inform the pilot of any difficulty you may see, such as
catching on limbs or loads coming loose. Watch your footing.
j) If assistance is needed to unhook a load, always let it touch the deck first. If the load must be guided before it
touches the deck, use a tag line. Do not approach the load if it is swinging excessively and never get under it.
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Again, use only the minimum number of people under the helicopter when unhooking loads, and never take
your eyes off the load.
k) Static electricity is always present with helicopters and the amount of charge carried depends on the size of
the helicopter and the atmospheric conditions. Always let the hook or load touch the deck first to dissipate
the charge. Never use long lines when thunderstorm activity is in the immediate area.
l) All tag lines must be of a length that will not be drawn up into the rotor blades.
m) No person should ride the sling for any reason other than a life or limb emergency situation. Suitable
emergency litters must be available for long-line evacuation of injured persons.
2.4 SHIP ABANDONMENT

a) Ships may sink in less than 15 minutes. This affords little time to formulate a plan of action, so careful pre-
planning is essential to be ready in an emergency. Here are some pointers for you to remember when
abandoning ship.
b) Put on as many layers of warm clothing as possible, including foot protection, making sure to cover head, neck,
hands and feet. Fasten, close and/or button up clothing to prevent cold water flushing through the clothings.
c) Put on a lifejacket over the warm clothing.
d) Put on your immersion suit if in water temperature below 25°C.
e) If time permits all persons should, before boarding the survival craft or in any case immediately after boarding
take some recommended anti-seasickness medicine in a dose recommended by manufacturer. Seasickness
will interfere with your survival chances as vomitting removes precious body fluid, and seasickness in general
makes you more prone to hypothermia and impairs your will to survive.
f) Avoid entering the water if possible, eg board davit-launched survival craft on the embarkation deck. If davit-
launched survival crafts are not available, use over-side ladders, or, if necessary, lower yourself by means of a
rope or fire hose.
g) Unless it is unavoidable, do not jump into the water from a height greater than 5 metres. Try to minimise the
shock of sudden cold immersion. A sudden plunge into the cold water can cause rapid death, or an
uncontrollable rise in breathing rate may result in an intake of water into the lungs. On occasions, it may be
necessary to jump into the water; if so, you should try to keep your elbows to your side and cover your nose
and mouth with one hand while holding the wrist or elbow firmly with the other hand. Avoid jumping into a
liferaft canopy, or jumping into the water astern of a liferaft in case the ship has some remaining headway.
h) Once into the water, whether accidentally or by ship abandonment, orientate yourself and try to locate the
ship, lifeboats, liferafts, other survivors, or other floating objects. If you were unable to prepare yourself
before entering the water, button up clothing now. In cold water, you may experience violent shivering and
great pain. These are natural body reflexes that are not dangerous. You do, however, need to take action as
quickly as possible, before you lose full use of your hands, button up clothing, turn on signal lights, locate
whistle, etc.
i) While afloat in the water, do not attempt to swim unless it is to reach a nearby craft, a fellow survivor, or a
floating object on which you can lean or climb. Unnecessary swimming will "pump" out any warm water
between your body and the layers of clothing, thereby increasing the rate of body heat loss. In addition,
unnecessary movements of your arms and legs send warm blood from the inner core to the extremities
(arms and legs) and thus, to the outer parts of the body. This can result in a very rapid heat loss. Stay calm
and take up a good position to prevent drowning.
j) The body position you assume in the water is also, very important in conserving heat. Try to float as still as
possible - with your legs together, elbows close to your side, and arms folded across the front of your life
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jacket. This position minimises the exposure of the body surface to the cold water. Try to keep your head
and neck out of the water.
k) Try to board a lifeboat, raft, or other floating platform or object as soon as possible in order to shorten the
immersion time. Remember: You lose body heat many times faster in water than in air. Since the
effectiveness of your insulation has been seriously reduced by water soaking, you must now try to shield
yourself from wind to avoid a wind - chill effect (convective cooling). If you manage to climb aboard a
lifeboat, shielding can be accomplished with the aid of a canvas cover, a tarpaulin, or an unused garment.
Hudding close to the other occupants of the lifeboat or raft will also conserve body heat.
l) Keep a positive attitude of mind about your survival and rescue. This will improve your chances of extending
your survival time until rescue comes. Your will to live does make a difference.
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2.5 ABANDON SHIP STATION (SAMPLE ONLY REFER SECTION 7 APPENDIX A FOR THE STATION DUTIES
APPLICABLE TO YOUR SHIP)
Cabin Rank Duties Rank Cabin
Lifeboat 1 Lifeboat 2
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2.6 ACTION ON HEARING FIRE ALARM
(SAMPLE ONLY REFER TO SECTION 7 APPENDIX A FOR THE APPLICABLE INSTRUCTIONS FOR YOUR VESSEL)
a) Master relieves officer on the bridge and is overall incharge.

b) Squad 1 proceeds to Fire Station 1, squad 2 to Fire Station 2. Chief Officer ascertains location of fire taking VHF
radio. Prepare firefighting equipment with messmen 1 & 2. Chief Engineer, fire leader in case of engine
room fire, directs squad 2 to seat of fire and reports headcount to Bridge.
c) Party Chief musters seismic crew at muster station gives headcount to Bridge.
d) Engine room party to start emergency fire pump, report to bridge and keep engine room watch. In case of
engine room fire, as directed by Chief Engineer.
e) Technical squad shuts ventilators, fans, blowers, fire flaps, quick closing valves as applicable. Report to bridge
and assist fire leader.
f) First aid party proceed to location of fire with stretcher and resuscitator. Report to Chief Officer who will
report their headcount to bridge.
g) Fireleader informs bridge before smoke divers make entry giving time of entry and air bottle pressure. Bridge
to note down same.
h) If need arises for Halon or CO 2 to be released fire leader to evacuate the persons sent in for firefighting.
Report headcount to bridge. Close all access.
i) Halon or CO2 to be released only on the orders of the Master.
The above are only guidelines for a systematic approach. Alternatives approaches should also be considered in
case of incapacitation of any person or parties during drills.
( THIS IS A SAMPLE ONLY REFER TO SECTION 7 APPENDIX A FOR THE APPLICABLE INSTRUCTIONS FOR YOUR
VESSEL)
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2.7 FIRE STATION BILL
( REFER TO SECTION 7 APPENDIX A FOR YOUR SHIP SPECIFIC FIRE STATION BILL)
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2.8 ACTION TO BE TAKEN IN EVENT OF MAN OVERBOARD

a) Throw a life buoy with light overboard, towards the person in the water.
b) If on the back deck, release the emergency liferaft, push the emergency gun firing override button or order
stop of gun firing.
c) Activate the MOB alarm if provided on the vessel. Contact the bridge via the intercom from the same location.
Repeat the message “man overboard, man overboard” then say where you are calling from.
Keep your eyes on the man in the water at all times. Do not look away for any
reason at all, and keep one arm fully extended to point to the man.
d) Officer on duty on bridge will sound the general alarm, and reduce the ship speed. The ship will be turned to
provide lee for the MOB boat. Another lifebuoy and a smoke float will be thrown overboard from the bridge.
e) Off duty crew will report to the boat deck on hearing the alarm.
f) Start hydraulic system to winch/davit, then join the crew to operate/assist the MOB boat launch.
g) MOB boat crew put on survival suits and report to the MOB launch position boat deck.
h) The MOB boat is launched by order of the ship's Master.
i) The driver turns on the VHF radio to two (2) predetermined channels.
j) The MOB boat is directed towards the man in the water by radio or by searchlight, or both.
2.8.1 Recommendations to the Man Overboard

a) Stay clear from gunarrays and other in-sea equipment.
b) Do not attempt to grab any in-sea equipment except the life buoy/liferaft.
c) Minimize movements in water, taking emergency position.
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2.9 MAN OVERBOARD STATIONS PLANNING
(REFER TO SECTION 7 APPENDIX A FOR YOUR SHIP SPECIFIC MAN OVERBOARD STATIONS)
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2.10 SHIP’S SAFETY PLAN
(REFER TO SECTION 7 APPENDIX B FOR YOUR SHIP SPECIFIC SAFETY PLAN)
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SECTION 3. PERSONAL LIFESAVING APPLIANCES ON BOARD

3.1 General information
3.2 Lifejackets and workvests
3.3 Donning of lifejackets
3.4 Survival suits
3.4.1 Survival Suits on board
3.5 Thermal protective aids (TPA)
3.6 Lifebuoys
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3.1 GENERAL INFORMATION
OWNING A LIFEJACKET OR BUOYANCY IS NO GUARANTEE OF SAFETY UNLESS YOU KNOW HOW TO USE THEM
AND WHERE THEY ARE KEPT.
In this chapter we shall look at the different types of personal life saving appliances provided on this ship, their
properties and where they are stowed.
Lifejackets are of the inherently buoyant type. One for each bunk is provided in the cabins. Equal number of
spares, 1 for each person are provided in separate stowage boxes placed on Bridge deck. It is generally
understood that for practise boat drills you use the lifejackets kept in the stowage boxes. All the same, please
inspect your cabin lifejackets on joining the ship and if any deficiencies are found bring it to the attention of the
safety officer.
Additionally workvests of the inflatable type are provided. Please ensure that you have one on when working in
the designated zones, backdeck, overside or in the MOB/WORK boats. These have automatic inflation capsules
and will inflate when in contact with water. They can further be manually inflated by a CO 2 cartridge or manually
by mouth inflation.
Lifebuoys are a buoyancy aid for the man who fall overboard and they are also a position indicator. They are
placed all over the ship and are shown in the ship's safety plan (section 7, appendix A). They have lifelines and/or
lights. Man overboard buoys shown in the safety plan are fitted with light and smoke devices.
3.2 LIFEJACKETS & LIFEVESTS

Lifejackets of inherently buoyant type are provided one for each bunk in cabins and also supplemented in stowage
boxes as described in this section. The buoyancy material, cover, seams and straps must all fulfill special
requirements with regard to quality and workmanship in order to be approved for use on board. The lifejacket is
equipped with retro-reflecting tape, a signalling whistle and a light. The energy source for the light is a sea cell
battery which is activated by the wearer who, by pulling the battery plugs, allows water to enter the cell.
The lifejacket must be able to turn over an unconscious person lying in the water, to ensure that he is floating in
the correct position i.e leaning backwards with the face above the water and the head supported to prevent it
from falling to the side. Buoyancy material is therefore placed under the neck and over the chest. To ensure a
correct position in the water the lifejacket must be put on correctly. In regards to lifejackets in cabins, please
ensure that they are always ready for use and easily accessible.
When jumping overboard with a lifejacket on, beware of the danger of being hit on the chin and neck by the
lifejacket when hitting the water. Before jumping, the straps should be tightened as firmly as possible. Place one
arm across the chest, get a firm grip of the shoulder strap and pull the lifejacket down. Use your other arm to
squeeze your nostrils together to avoid water being pressed into your nose when hitting the water. Also keep
your head slightly bent forward to avoid being hit in the back of your head. Jump feet first with your feet together
and keep your arms close to your body. Maintain this position until you have surfaced. Jumping from a height of
3-4 metres does not represent any risk when properly carried out. Even if you can't swim, the lifejacket will
prevent you from drowning - provided you have put it on correctly.
If the situation forces you to jump directly into the sea, this should be done from the lowest accessible part of the
ship. If the ship is listing badly, it is best to jump from the bow or the stern to avoid hitting the hull and thus
running the risk of injury. If the ship is drifting fast, it is best to jump overboard on the windward side as this gives
you the opportunity to swim clear of the vessel.
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With a lifejacket on, the most efficient way of swimming is on your back. If there are several survivors, try to stay
together. Swim well clear of the wreck to avoid being hit by wreckage shooting up to the surface. Try to get hold
of floating wreckage. If you observe a lifeboat, a raft or a light, use the whistle to attract attention. The whistle
will be heard better and demand less effort than shouting.
Regardless of the water temperature, try to put on as many clothes as possible before jumping. Thick woollen
clothes under oilskin, in addition to rubber boots and gloves or mittens are recommended. Clothes will prevent
water from circulating directly against the skin and transporting heat away from your body.
If possible bring along the emergency beacon and the communication set, both of which are equipped with
lanyards. When you land in the water, you will observe that breathing will become more difficult. All unnecessary
strain should therefore be avoided and after a while your breathing will return to normal. There is no point in
swimming or making other movements in the water to keep warm as this will increase the loss of heat from your
body. Avoid all unnecessary movements, do not take off boots or clothes or try to swim towards distant targets.
The water close to your skin will then warm up and loss of body heat will be reduced as long as this water is not
circulating.
With a lifejacket on, there will be no risk of drowning. The major danger is loss of heat from your body, and you
should therefore act in the correct manner to reduce this loss to a minimum.
3.3 DONNING OF LIFEJACKETS

The lifejacket is designed to keep the wearer in a safe floating position, and support the head above the water, a
whistle, intended to draw attention of rescuers, is permanently attached to the lifejacket. To put on the lifejacket,
refer to section 7 for your ship specific type of lifejacket and donning instructions.
(REFER TO SECTION 7 APPENDIX C FOR YOUR SHIP SPECIFIC LIFE JACKET DONNING INSTRUCTIONS)
3.4 SURVIVAL SUITS

A survival suit is an important part of your personal life-saving equipment and gives excellent protection against
cold. A person dressed in a set of standard winter underwear and a survival suit should be able to withstand water
of a temperature of 0°C for one hour with a loss of body temperature of not more than 0.75°C. If there is a fire,
the survival suit will give protection aginst heat radiation as well as flames.
The survival suit should be of a "dry suit" type, with fixed hood, fixed gloves and fixed solid footwear with a heavy
duty sole.
The survival suit should be equipped with a strap or similar arrangement for lifting operations. The suit itself and
its lifting arrangement should be able to withstand a load of at least 200kg.
The wearer of a survival suit should be able to jump overboard from a height of at least 5 metres without
damaging the suit. If the wearer is pushed beneath the surface, the air within the suit should be able to escape so
that there are no more than 5 litres of air left in the suit after 10 seconds.
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A survival suit should keep an unconscious person in a stable position on his back with his head out of the water
with a freeboard to his mouth of at least 10 cm. One should be able to assume this stable position from any initial
position without any effort or assistance.
The survival suit should be orange coloured and be equipped with at least 9 strips (5 x 10 cm) of light reflecting
material. The survival suit should also be equipped with a signaling whistle and the suit and transport bag should
both be clearly marked with:
a) Survival Suit
b) The maker's name
c) Model number
d) Serial number
e) Production date
f) Name of the vessel
g) Approved by.....
Under normal conditions you should be able to unpack and get into the survival suit in one minute. The suit is
supplied in a minimum of three different sizes. A survival suit should offer as little hindrance as possible to normal
movement on board when walking, climbing, entering a rescue craft from the water, being hoisted up to a
helicopter and the like.
3.4.1 Survival Suits on Board
Location :________________________________________________________________________
Total Nos :________________________________________________________________________
Make :________________________________________________________________________
Date of Man :________________________________________________________________________
(Refer to Section 7 APPENDIX D for your vessel specific Survival Suit donning Diagram/Photo)
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3.5 THERMAL PROTECTIVE AIDS

In certain arrangements TPAs are required, as per SOLAS rules, for all persons in open lifeboats who have not been
equipped with survival suits or immersion suits. On our ships we may have both survival suits and TPAs, one for
each person. Survival suits, which have to fulfill very stringent requirements should always be the first choice.
Use the TPA as supplements.
TPAs, are lightweight bags which cover the whole body except the face. They are waterproof, of a highly visible
colour and are easily donned (refer to section 7, appendix B). Their function is to reduce both convective and
evaporative heat loss from the wearer's body. They are capable of removal in water quickly should the wearer
find himself immersed in water.
Stowage : Dry Storage Required.
Donning : i. Graps tabs and pull apart.

ii. Remove TPA from package.
iii. Open out fully.
iv. Ensure drawstring is at front and pull over feet.
v. Pull TPA up to chest and over lifejacket.
vi. Place hood over head.
vii. Close neck opening by pressing spring loaded button on drawstring and slide to
tighten with arms inside.
Removal in Water : i. Loosen drawstring by pressing spring loaded button on draw string and slide
outward.
ii. Free arms and remove hood swim out of TPA.
Swimming : To swim remove TPA as mentioned above.
Inspection : i. Visual inspection of package at regular intervals.

ii. Damaged TPA must be replaced.
(Refer to Section 7 APPENDIX E for your ship specific type of TPA and its location onboard)
3.6 LIFEBUOYS

The signal operates automatically when lifebuoy is released and has separate ignition system for light and smoke.
The lights are operated by integral power source and need no maintenance during the product life of 3 years.
The smoke is activated mechanically by two uncocked strikers which ignite the starting fuse. These are operated
when the especially weakened "T" shaped head is broken off by the action of the signal dropping past the
horizontal position when the lifebuoy is released overboard. After release, orange smoke is emitted for at least 15
minutes. Two electric lights will operate for not less than 45 minutes.
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SECTION 4. SURVIVAL CRAFTS AND RESCUE BOATS

4.1 Lifeboats
4.2 Liferafts
4.2.1 Liferaft casing
4.2.2 How to inflate the liferaft
4.2.6 Immediate action
4.2.7 Subsequent action
4.2.13 Approaching land and beaching raft
4.2.15 Servicing requirements
4.2.16 Instructions for emergency repair of life-saving appliances
4.3 Rescue Boat
4.4.1 Coxswain be aware
4.4.2 Work and MOB boat in work operations
4.4.3 MOB boat equipment list
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4.1 LIFEBOATS
(Refer to Section 7 APPENDIX E for your ship specific location onboard)
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4.2 LIFERAFTS
Typical drawing and parts of a liferaft can be found below.
(For your ship specific type of liferaft, refer to Section 7 APPENDIX G of this manual)
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1. Observation Port 13. Operating Head

2. Sea Anchor 14. Inflation Hose Assembly
3. Painter Line 15. Drawstring Bag (Emergency Pack)
4. Topping-up/Deflation Value (Arch) 16. Boarding Handle
5. Pressure Relief Valve 17. Knife Pocket
6. Topping-up/Deflation Valve (Floor) 18. Battery Pocket
7. Topping-up/Deflation Valve (Chambers) 19. Canopy
8. Deflation Point 20. Outer Entrance Cover
9. Integral Baler 21. Rainwater Collector Tube
10. Lifeline 22. Rescue Line and Quoit
11. Stabilizing Pocket 23. Interior Light
12. CO2 Cylinder 24. Exterior Light
25. Handline
4.2.1 Liferaft Casing
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a) The liferaft is encased in a container made of glassfibre reinforced polyester, so that it is protected from
mechanical damage and weathering.
b) The container comprises two tightly fitted halves (the upper and lower cases). The projecting
edges of the two cases form a firm, non-slip fastening of the two cases and at the same time act
as grips for carrying purposes.
c) The gap between the two cases is sealed by a cellular rubber section.
d) The painter line is fed out of the container between the two cases. In this way the cases can be
freed from the painter line and from the container while the liferaft is being inflated.
e) The two cases of the container are held together by universal-strap tensioning tapes with pre-
determined breaking strips which snap when the liferaft is inflated in the container.
4.2.2 How to Inflate the Liferaft
(refer to section 7 APPENDIX G)

Illumination In Launching Areas
It is a requirement that there is sufficient illumination at the launching areas of lifeboats and liferafts. The source
of supply to lightings at lifeboat and liferaft embarkation points will be from the emergency generator or the
emergency batteries.
Liferaft that can be thrown overboard.
Before throwing the liferaft overboard ensure that the end of the painter line is firmly secured to the hydrostatic-
release unit. Otherwise the liferaft in the inflated state will immediately drift away.

a) Manual Activation
i. Open the slip hook of the lashing belt.
ii. Throw overboard the encased liferaft in the container.
iii. The painter line automatically pulls out of the container as the liferaft falls.
iv. Pull the rest of the painter line out of the container until resistance becomes apparent.
v. A sharp pull on the painter line activates the inflation mechanism of the liferaft.
b) Automatic Activation (if ship is sinking)
If there is insufficient time to proceed manually as above, the lashing belt will snap automatically at a depth of 2-4
m through the action of the hydrostatic release unit. The container is release and floats to the surface. Depending
on the depth of the water, the inflation mechanism is then triggered wither automatically by the force of the pull
exerted by the sinking ship on the painter line or by the people swimming in the water. The inflated liferaft
possess sufficient buoyancy to ensure the snapping of the breaking strip connecting the painter line to the ship.
The liferaft is no longer attached to the sinking ship.
If the liferaft is inflated upside down, it can be righted by one person as follows:
i. To facilitate the uprighting procedure, turn the liferaft with the canopy into the wind.
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ii. Swim to the place marked "RIGHT UP HERE" where the gas cylinder is located, get hold of the loops in the
righting belt and place your feet on the red lowest rung of the ladder. By working your hands up the loops of
the righting belt and at the same time climbing the ladder you can get to the top of the floor.
iii. Stand on the gas cylinder, hold on the righting belt and lean back.
iv. The body weight is to be shifted back until it is no longer necessary to pull. (At this stage the liferaft turns over
and falls to the surface of the water in correct position). If necessary, by working your hands along the loops
of the righting belt, shift the centre of gravity further back.
v. As soon as you feel the liferaft is about to correct itself, take a deep breath, keep hold of the righting belt and
in a backstroke swimming position let the liferaft fall on you and dive away from underneath the liferaft with
quick swimming strokes.

The entrance to 6-person and 8-person liferafts and the two entrances to the 10 to 25 person liferaft are marked
"BOARD HERE". People in the water should get into the liferaft as follows:
a) In the case of the 6 person and 8 person liferafts via the boarding ramp.
b) In the case of the 25 person liferaft at the same time through both entrances via the boarding ladders and
ramp.
Enter the liferafts in an orderly fashion one after the other (do not push). People awaiting their turn to board
should hold on to the grabline attached to the outside of the liferaft.
Once on board, people should move away from the entrances thereby allowing access to others. The weight
should be distributed evenly on board.
4.2.6 Immediate Action

a) Cut the painter line.
As soon as everybody is aboard, cut the painter line with the knife. Check if upper and lower buoyancy as well as
centre strut are inflated.
b) Get away from sinking ship.
Using paddles and drogue. Throw drogue on drogue line into required direction and then haul drogue in again.
c) Look for and rescue survivors.
Throw quoit attached to line to survivors and haul them to the raft. Lift unconscious survivors under armpits and
pull backwards into the raft.
d) Stream the drogue. And check if it functions properly.
e) Close entrances in cold weather.
f) Open emergency pack and read through survival instructions.
g) Issue anti-seasickness tablets as soon as possible.
4.2.7 Subsequent Action
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a) Appoint someone to be in charge.

The person appointed should be the crew member with the longest experience and should be the one to hand out
emergency rations and signalling devices.
b) Emergency pack. Familiarise yourself with the contents.
c) Keep rescue rafts together.
To get to other rafts use paddles and drogue as described under item 3.2.
d) Keep floor of raft dry.
Use bailer (emergency pack or bellow bag), one of the sponge pads (emergency pack) and paddle (as if shovelling).
e) Inflate floor in cold conditions. Remove bung from valve in floor. Inflate using bellows (bellows bag).
f) Adjust entrances and ventilators to ensure adequate air supply. Yawning and lack of energy indicate the need
for fresh air.
g) Check raft lighting on canopy outside as well as inside.
The lighting is switched on automatically when the raft is inflated (remove plug from battery). Save light
during daylight hours. Put plug attached to the battery into battery opening.

The person in charge has to ensure the following:
a) Attend to injured survivors.
Keep survivors as warm as possible. If an emergency pack is fitted, a first aid kit with instructions will be inside.
b) Appoint a watch.
Appoint 2 watchmen for two hours at a time. One should act as a lookout for rescue vehicles, the other should be
responsible for checking the raft and fresh water supply. The watchmen should alternate their duties during
the two-hour period.
c) Drinking water.
Recommended
Allow 1/2 litre of water per person per day. Open one sachet at a time. If supplies are low, reduce amount issued.
Collect rainwater in plastic bags.
Not Recommended
Never drink seawater - not even diluted.
d) Food Ration.
Recommended
Allow one item per person every 6-8 hours. (Chew well!)
Not Recommended
Avoid salty or sweet foods taken from aboard ship. Both increase thirst, and salty foods in particular speed up the
dehydration process in the body. If fish are caught, these should only be eaten if sufficient water is available.
e) Signalling devices
Signalling devices (handflares, parachute rockets, smoke signals etc.) should be kept dry and should only be
used when they are likely to be observed. Instructions for use are attached on to the signalling device.
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a) Take care not to damage the skin of the raft with sharp of jagged objects.
b) Test pressure in buoyancy tubes (they must not feel soft). If necessary, top up tubes through valves using
bellows.
c) Leaks.
If one buoyancy tube is punctured, the other one will keep you safely afloat. Repair material can be found in
the bellows bag. Repair leaks with leak stoppers, sticky tape or patches from the repair kit.
d) Repair instructions:
i. Expose damaged area, dry and clean well.
ii. Roughen damaged area with sandpaper.
iii. Apply generous amount of glue. Let solution dry (approx. 3 to 4 minutes), then repeat procedure.
iv. Select suitable patch. Patch should be at least 30 mm larger all round than affected area.
v. Remove protective foil on sticky side of patch and cover damaged area by rolling patch on, press down
with fingers and finally press down hard with a stitcher. After waiting a few minutes, top up with air.

All rafts should continue to stay as close as possible in order to facilitate rescue operations. All possible means to
attract attention should be used. It should however be kept in mind that there is only a limited number of
pyrotechnic signals available and these should only be used when they are likely to be observed.
In daytime, handflares and smoke signals should be used and at night time parachute rockets. The heliograph
(mirror) should be used as frequently as possible. It may even be used at night for producing reflections against a
search light. Signalling should be kept on until the rescue unit has clearly indicated that the signals have been
received.
It is important to keep in mind that the minimum of pyrotechnic signals should be used in order to attract the
attention of a wing aircraft as the remainder of these signals will be of great need when guiding the actual rescue
unit to the raft.

If the painter line or the drogue is in good condition either one may be used as a towline. Care should be taken to
ensure that any line used for towing is attached to the strong point as shown in the sketch under "towing".
The person in charge must make certain that all activities are carried out by as few persons as possible in order to
keep the raft in balance. During towage he should keep the raft in balance. During towage he should keep the
towline under observation and, if possible, establish a simple communication system with the towing vessel.
Pull the droque in if it is streamed.

An indication of wind direction is useful. Pennants, flags or a strip of cloth may be used for this purpose. The
portable radio aerial, if it has been erected, should be taken down. In no case should a parachute rocket be used
in the presence of a helicopter.
All persons in the raft should assist in the rescue operation by lying down and keeping still. In order to keep the
raft in balance, people should spread out evenly around the raft. The lifting device of the helicopter, when being
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lowered, must not be attached to any part of the raft. Care should be taken to prevent any part of the raft from
getting entangled with the lifting device.
If a stretcher is lowered from the helicopter in order to recover an injured person, the stretcher should be
detached from the lifting device during the strapping procedure. All operations in connection with rescue by
helicopter should be carried out in accordance with possible orders given from the helicopter.
Persons should abandon the raft in such a way that the balance of the raft is not endangered. Only the person
whose turn it is to be lifted and those necessary to assist him should stand up if such action is required.
4.2.13 Approaching land and beaching raft

Use paddles to guide liferaft clear of obstructions, rocks, etc. Try to pick a beach that slopes gently. Pull liferaft
well clear of higwater mark and leave.

a) Check that the container is standing unhindered by any obstacles - otherwise remove them.
b) Check if the container has any holes in it. If so, seal them provisionally and have the container serviced as
soon as possible.
c) Check that the section of the painter line paid out of the container is undamaged and secured so that it
cannot be torn off. If necessary, fasten line firmly. If the line is damage, pull enough of the line out of the
container to permit the defective piece to be cut out. Singe new end of line and recover it. Have container
serviced as soon as possible.
d) Check that the sleeve protecting the painter line is undamaged and firmly fits into and seals the opening.
Have container serviced as soon as possible.
e) Check if the container is firmly fastened in its storage position and the fasteners are undamaged. If necessary,
tighten fasteners and repair strap. Lubricate adjustable tensioning tape. Replace defective strap as soon as
possible.
f) Check if sliphook of the strap and the release mechanism activated by water pressure both function properly.
If necessary adjust.
g) Check if the strap tensioning tapes of the container, in particular their pre-determined breaking strips, are
undamaged and taut. If not in perfect working order, have container serviced as soon as possible.
4.2.15 Servicing Requirements

Do not attempt your own repairs.
The liferaft must be serviced regularly by an authorized service station every 12 months from the date of delivery.
The label on the front of the container shows the date the next service is due.
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4.2.16 Instructions for Emergency Repair of Life-saving Appliances

Emergency repair of inflatable life raft:
a) Dry perfectly and clean the spot to be repaired.
b) Apply rubber cement in the repair outfit with a brush to the repairing spot and also to a patch. Make three
application of the rubber cement. Each subsequent application shall be made after the previous one being
thoroughly dried.
c) When the rubber cement is dried up, stick the patch to the repairing spot.
d) On completion of the sticking, rub the patch with a spatula from the centre toward the periphery so as to
remove air between the two surfaces.
(Refer to Section 7 APPENDIX G for instructions on the use of your ship specific liferafts)
4.3 RESCUE BOAT - MAN OVERBOARD BOAT (MOB BOAT)

The MOB boat is especially suitable for rescuing persons who have fallen overboard.
The requirements regarding material and hull construction are the same as for the totally enclosed lifeboat. A
large MOB boat should be at least 6 metres in length (small type, 4 metres). The boat should be seaworthy and
have sufficient buoyancy, freeboard and stability. If should be seaworthy at full speed with 9 adults on board,
even if the open parts of the boat are filled with water.
At full speed with a full complement, the MOB boat should be self-bailing. It should have a strong forecastle or
the like to give protection from the seas. The boat should be so constructed that a person can be brought on
board and transported in a prone position. The MOB boat should be equipped with a diesel engine of approved
type, which will give the boat a speed of 8 knots fully loaded. Its fuel capacity should be sufficient for at least 3
hours at full speed. The propeller should be protected so that it does not represent any danger for personnel in
the water. The boat should be equipped for towing operations as well as for being towed. With the boat fully
laden, the towing bollards should be able to withstand towing or being towed at a speed of 10 knots in rough seas.
Releasing the boat from the lifting arrangement, steering the boat and operating the engine are to be controlled
from a central place on board with a full view of the situation. The boat should be constructed so that it can be
launched and retrieved with a full complement on board. The fenders should give effective protection to the boat
and personnel on board against any blows to the ship's side.
A safety line and a short ladder should be installed to enable personnel to enter the boat from the water.
The particulars of the MOB boat and MOB davit onboard this vessel is enclosed
(refer to section 7 APPENDIX H)
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4.3.1 COXSWAIN BE AWARE!

a) Concentrate on running the boat.
b) Do not leave the control position without being relieved by another competent person.
c) Perform the checks given on the checklist yourself.
d) The boat should not be attached to any towed object. However, during attachment and detachment of
tailbuoys from the streamer, the boat should be towed by the streamer from a fixed towline in the bow of
the boat. Ref: Tailbuoy attachment and detachment procedures. The boat shall not be left unattended
alongside anywhere.
e) The boat must not be maneuvered in the immediate front of any surface towed equipment.
4.3.2 Work and MOB Boat in Work Operations

Tips on proper operation:
a) Start the engine immediately before the boat is seaborne.
b) Check for leakages when the boat reaches water.
c) Watch the instrument on the panel board for normal reading.
d) Run the engine at low rpm (eg between 900 and 1200 rpm) for 5 to 10 minutes for warming up.
e) Reduce the engine rpm when engaging clutch and waterjet coupling.
f) Before stopping engine, let it run idle for a few minutes to avoid coolant boiling.
REMEMBER
Cold oil flows less rapidly and will not reach all parts immediately. Do not race the
engine when it is cold.
Always listen for unusual noise or smell. These are the first signs of defects.
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4.3.3 MOB Boat Equipment List

a) Two Paddles................................................................................................................................ ( )
b) One First Aid Kit.......................................................................................................................... ( )
c) Two Buoyant Heaving Lifeline with quoit.................................................................................. ( )
d) Tool Kit for Emergency Repairs .................................................................................................. ( )
e) Fire Extinguisher......................................................................................................................... ( )
f) One Waterproof Signalling Torch............................................................................................... ( )
g) Knives (mounted 1 forward and 2 aft each side) ....................................................................... ( )
h) Drinking Water 5 litres............................................................................................................... ( )
i) One Sea Anchor with 10mts tipping line.................................................................................... ( )
j) Two Mooring Lines (one at least 50mts) .................................................................................... ( )
k) Radar Reflector........................................................................................................................... ( )
l) Two Thermal Protective Aids..................................................................................................... ( )
m) Navigation Lights........................................................................................................................ ( )
n) Flare Gun and Flares................................................................................................................... ( )
o) Sun Glasses................................................................................................................................. ( )
p) Sun Cream Factor 10 or higher................................................................................................... ( )
q) Swimming Goggles..................................................................................................................... ( )
r) One Boat Hook............................................................................................................................ ( )
s) Pyrotechnics 4 rockets, 6 hand flares, 2 smoke floats............................................................... ( )
t) One Buoyant Bailer..................................................................................................................... ( )
u) One Bucket................................................................................................................................. ( )
v) Compass...................................................................................................................................... ( )
w) Whistle or Equivalent Sound Signal ........................................................................................... ( )
x) Search Light................................................................................................................................ ( )
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SECTION 5 SURVIVING AT SEA

5.1 Proper use of survival craft
5.2 Equipment in a survival craft
5.2.1 Sea anchor
5.2.1.1 To deploy the sea anchor
5.2.2 Oilbags
5.2.3 Boat hooks
5.2.4 Buckets and bailers
5.2.5 Bilge pump
5.2.6 Tiller
5.2.7 Painter
5.2.8 Hatches
5.2.9 Knife
5.2.10 Heaving lines
5.2.11 Magnetic compass
5.2.12 Fire extinguishers
5.2.13 Radar reflector
5.2.14 Tool kit
5.2.15 First aid kit
5.2.16 Fishing kit
5.2.17 Food rations
5.2.18 Drinking water
5.2.19 Water and food
5.3 Survival craft visual location aids
5.3.1 Waterproof signal torch
5.3.2 Heliograph mirror
5.3.3 Pyrotechnics
5.3.4 Smoke signals
5.3.5 Hand held flares
5.3.6 Parachute rockets
5.4 Survival craft audio location aids
5.4.1 Whistle
5.4.2 Radio transmitting devices
5.4.3 Personal location devices and EPIRB’s
5.4.4 Emergency radios
5.4.5 Free-float emergency beacon
5.4.6 Use of radio life saving appliances
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5.4.6.1 Composition of component

5.4.6.2 Components of transceiver unit
5.4.6.3 Portable lifeboat radio equipment
5.5 Hypothemia
5.1 PROPER USE OF SURVIVAL CRAFT
The equipment supplied in various types of survival craft have been designed to provide assistance to survivors,
who will have to face 3 kinds of difficulties:
a) Keep the survival craft afloat.
b) Prevent and treat health hazards.
c) Get the best chance of being rescued.
For each task, following equipment will be available on board the survival craft:
a) Keep the survival craft afloat
i. Sea anchor and storm oil
ii. Manual pump (lifeboat only)
iii. Repair outfit (lifeboat only)
iv. Balers and buckers
v. Topping up pump or bellows (liferaft only)
b) Prevent and treat health hazards

i. Food ration
ii. Fresh water tanks
iii. Dipper and graduated drinking vessel
iv. First aid outfit in watertight case
v. Jack knife with tin opener
vi. Set of fishing tackles
vii. Anti sea-sickness tablets
viii. Exposure cover
c) Get the best chance of being rescued

Following equipment could enable survivors to navigate the lifeboat in an attempt to reach the shore or a
busy shipping route:
i. Set of oars and crutches
ii. Engine (motorized lifeboat only)
iii. Rudder
iv. Masts with sails
v. Compass in binnacle
Following equipment should be used to increase the chance of being detected:
i. Lamp with oil and matches (lifeboat only)
ii. Masts with orange sails (lifeboat only)
iii. Pyrotechnic signal
iv. Waterproof electric torch with batteries
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v. Daylight signallying mirror

vi. Whistle
vii. Cover of highly visible colour (lifeboat only)
viii. Portable radio apparatus
5.2 EQUIPMENT IN A SURVIVAL CRAFT
5.2.1 Sea Anchor

The sea anchor is carried to slow down a boat's drift rate and keep it heading in a particular direction relative to
the wind/current. The size of the boat dictates the size of the sea anchor but the hawser it is on should be at least
three times the length of the boat and the tripping line about four meters longer than the hawser. The lines
should be coiled down and lightly lashed to the sea anchor so it stays as a neat package. It is usually stowed
forward in the boat.
In the event of a survival craft being disabled, action must be taken quickly to prevent the situation becoming
more dangerous than it need be.
Almost immediately the craft will begin to take up a position where it will present its largest face to the weather.
This means that the craft will be broadside on with the risk of capsize in large seas, or in moderate sea conditions
the craft will roll heavily causing discomfort to the personnel. It is possible to prevent the craft from adopting this
position and bring the craft end on to the sea again, by streaming the sea anchor.
This sea anchor will orientate the craft so that it points head into the weather. It will stablilise the craft and
reduce its drift rate, keeping it closer to the main search area. These three things are achieved by the sea anchor
causing a drag on the bow of the craft which therefore drifts down wind more slowly than the stern until an
attitude is achieved in which the craft points upweather.
The sea anchor is constructed of with either canvas or similar material, in the shape of a cone or pyramid. The
mouth of the anchor is held open by a strengthening ring in the cone shape or two bars in the pyramid shape, one
of which floats, the other sinks. At the mouth is a bridle on to which a painter is attached which will take the strain
when the sea anchor is deployed. At the apex is a rope of a smaller diameter which acts as a trip and recovery
line. This line is at least 4 meters longer than the painter. When deployed the anchor is pulled through the water
mouth first. This will create the necessary drag.
5.2.1.1 To Deploy the Sea Anchor

Attach the painter to the front hook in the Watercraft or Harding via the front hatch. In the Whittaker the line is
attached to the pad-eye below the forward door. The trip line can be attached to a convenient handrail via the
same exit as the painter. Stream the painter on the windward side, lower the sea anchor into the water using the
trip line and continue to pay out the rope until all the line is streamed. The painter will take up the strain and the
craft will come round into the weather.
5.2.2 Oilbags
An oilbag is used in combination with the sea-anchor. When it spreads on the surface, the oil will break the waves
and make life for those on board safer and easier. Fish or whale oil is most commonly used. The oil should be
kept in an oilbag, so constructed that the oil spreads as a thin film. The oilbag should be attached to the sea-
anchor or the line so that the oil film will spread between the sea-anchor and the lifeboat. The oil should not flow
out too quickly as a thin film has the same effect as a thick layer of oil. There are 4/12 litres of oil stored on board
the lifeboat and the oil film will be drifting at the same rate as the lifeboat.
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5.2.3 Boat Hooks

Boat hooks in a motor driven boat must be kept ready at all times in order to fend off and keep lines clear of the
propeller. The SOLAS convention requires ALL equipment in a lifeboat EXCEPT the boat hooks to be secured to the
boat. It is good practice to have the boat hooks on the side benches, one towards the bow, the other towards the
stern.
5.2.4 Buckets and Bailers

These are provided for removing any water in the boat. It is advisable to keep one bucket clean for gathering
fresh water in. These items are generally lashed under the thwarts or at the ends of the boat. It is best to have
them so water can not stand in them and rust them out. Plastic is not a good material for this work as it becomes
very brittle in cold weather and is not strong enough to use as a spare sea anchor.
5.2.5 Bilge Pump

The pump will be self priming and must be able to be opened up and cleaned without the need for tools. The
intake pipe will be a hard hose while the overboard hose may be soft. The intake pipe may suck up things which
will block the pipe so check it first. The pump may be a push-pull type, up and down stroke or rotary type.
5.2.6 Tiller
The tiller is mounted in the stern of the boat. Should a steering cable break, the tiller can be fitted to the top of
the rudder post and the boat can be steered.
5.2.7 Painter
A painter is provided in a lifeboat primarily as a tow rope. It can also be used for the sea anchor or lashing things
in place.
5.2.8 Hatches
Hatches are provided to cut the painter should the knot jam.
5.2.9 Knife
The knife will have a marlin spike, can opener and cutting blade on it, and will have lanyard on it so it can be
secured. The knife is often stowed with other small items in a sealed plastic container.
5.2.10 Heaving Lines

Heaving lines should be 18.3m in length and constructed of a buoyant material. They should be coiled up in such a
way they can quickly be put into use. A monkey's fist is often worked into one end so it can be thrown further.
5.2.11 Magnetic Compass

The magnetic compass is carried as a direction finding aid.
5.2.12 Fire Extinguishers
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Two fire extinguishers that are capable of extinguishing an oil fire must be provided. These are usually dry
chemical and must be at least 1 kg in size. One should be near the engine, the other in an easily reached place in
view of those in the boat. It is best to shake units every month and before use as the powder may cake if left to
stand.
5.2.13 Radar Reflector

A radar reflector is carried to assist in making the survival craft more radar conspicuous to the searching craft. It is
usually of the collapsible type and can be assembled without tools. One on top of the canopy (outside) and left.
5.2.14 Tool Kit

There is also a tool kit, engine spares, and an instruction manual to facilitate minor repairs to the engine.
Should there be any doubt, there is also a survival manual and code of distress signals on board - be fully aware of
their contents.
5.2.15 First Aid Kit

The kit comes in a rust proof, watertight sealed container usually a plastic box, with a set of instructions. The
contents consist of the following:
a) 6 collapse revivers (smelling salts)
b) 50 codeine tablets
c) 6 safety pins, petroleum jelly, cotton wool
d) 17 assorted bandages, various dressings
e) 5 adhesive dressings and scissors
f) 300 seasick tablets
g) 50 motion sickness bags
Regardless of the number of people the boat is approved for, the first aid kit is the same size. In large capacity
boats some Medics, Officers or Coxswains put in additional equipment. The first aid kit is often resealed in a
plastic bag or other protecting wrapper for greater water proofing before being sealed in the equipment locker.
5.2.16 Fishing Kit

This kit consists of at least 6 assorted hooks and a line. A good coxswain will have secured each hook to its own
30m of line, added a weight then coiled them individually into a "holder" before placing them in a waterproof
sealed container which is sealed and marked fishing kit. This makes it easier to get them into operation as they
are ready, and it greatly reduces the chance of someone hooking themselves if they were stowed with the other
equipment
5.2.17 Food Rations

Rations consist of the following amounts per person:
a) 0.5kg of biscuits
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b) 0.5kg of glucose tablets or barley sugar

c) 0.5kg of condensed milk
There is also a single ration that meets SOLAS requirements, if this is used it is required that a ration of not less
than 10000KJ for each person be stowed on board. The rations should be sealed and stowed in watertight tanks,
evenly distributed between the food tanks so if one tank is lost or damaged all the food is not lost.
5.2.18 Drinking Water

Three (3) litres per person may be stored in large tanks, small cans, plastic bottles, and foil pouches are used as
well. If the water is stowed in large tanks the bung dipper with its lanyard is needed to get the water out. Taps
are not fitted to the tanks. Taps are easily damaged in a crowded boat causing valuable water to be lost. The
individual rations are preferable as they can be thawed out with body or engine heat where as large tanks can not.
The used containers from the individual ration can be useful as well, for storing rain water, etc.
The graduated drinking mug and bung dippers (if any) can be stowed in their own sealed plastic container or be
stowed in a container with other items which would not be needed right away, such as the knife.
5.2.19 Water and Food

The average healthy person may survive only a few minutes without air, possibly a few hours without heat, days
without freshwater and three or four weeks without food. Dehydration, the lowering of the body's normal fluid
level is therefore a greater danger to castaways than starvation.
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5.3 SURVIVAL CRAFT VISUAL LOCATION AIDS
5.3.1 Waterproof Signal Torch

These are part of the equipment to be found in the survival craft emergency pack along with a spare set of
batteries and bulb. The torch can be used as a means of signalling or as an aid to locating other survivors in the
water.
During daylight hours their use as a signalling device will be restricted. However, do not dismiss them, as any
signal if seen will be investigated.
5.3.2 Heliograph Mirror

These devices are stowed in emergency packs along with operating instructions. This method of attracting
attention requires a source of light (either sunlight or a searchlight) which is then reflected back on to the resuce
craft and is therefore very much dependent on weather conditions. Due to their complexity in operation, use this
device as a back up signal in conjunction with some other method of attracting attention.
5.3.3 Pyrotechnics
Pyrotechnics are the most effective and spectacular of the visual location aids. They are also the most dangerous
and must be handled with care, as horseplay or ignorance can lead to serious injury and even death.
5.3.4 Smoke Signals

Two limitations on any pyrotechnic which uses smoke as a means of attracting attention are visibility and wind
strength. There are two main types in use; one is a hand held device which will produce a cloud of orange smoke
and burns for 40 seconds; the other is dropped in the water after activation and floats upright producing smoke
for 3 minutes. Both types produce a non-toxic smoke but for the comfort of persons in a survival craft these
should always be activated to leeward.
Smoke signals are perhaps most effective when rescue is from the air. The smoke is more easily seen against the
sea than the sky, and its drift will give an indication as to wind speed and direction. This signal should only be used
during daylight hours.
5.3.5 Hand Held Flares

This type of signal can be used to indicate position if rescue craft are within reasonable proximity to the survivors,
i.e around 3 miles. The flare burns with a very bright red light which will last for 60 seconds. Not only will light be
produced but also smoke. Therefore, when using such a device, hold to leeward and do not look at the flame as it
can be painful to the eyes and lead to a temporary loss of night vision.
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If rescue is by some other waterborne craft, the effectiveness of any hand-held flare over longer distances will be
very much dependent on the height of the swell. The chances of rescue by air, however, should be greatly
enhanced by the use of these devices.
5.3.6 Parachute Rockets

For situations requiring a signal to be seen over a longer distance the parachute rocket should be used. This will
launch a flare to a height over 300m from which it will descend suspended under a parachute, burning for 40
seconds. The advantage of height is that it increases the distance over which the signal can be seen. However, a
certain amount of accuracy is sacrificed as the flare drifts with the wind. A parachute rocket should never be used
when aircraft are within the immediate vicinity as rocket pose a serious threat to their safety. They will however,
allow any vessel in the search area to take a compass bearing on which to head, bringing the vessel closer to the
survival craft, which can then use other means of attracting attention.
On all pyrotechnics, operating instructions are marked clearly and should be followed implicity. DO NOT tamper
with the firing mechanism until the signal is required, as accidental discharge inside a survival craft could prove to
be extremely dangerous. If any pyrotechnic does not fire when operated it must be ditched. Do not attempt to
dismantle or tamper with the signal in any way.
Always read the instructions written on the flare prior operation.
5.4 SURVIVAL CRAFT AUDIO LOCATION AIDS
5.4.1 Whistle
These are provided in all emergency packs and are also attached to lifejackets. Use to attract attention over short
distances, they are more effective than the human voice.
5.4.2 Radio Transmitting Devices

The most certain method of initiating a search is to transmit a radio signal. These can be divided in to categories
such as:
a) Personal Location Devices
b) Emergency Position Indicating Radio Beacons (EPIRB) stowed in or near survival craft
c) Emergency Radios
All of these devices transmit on aeronautical or marine distress frequencies and should therefore be paicked up
within a very short time after being activated.
5.4.3 Personal Location Devices and EPIRB'S

Beacons transmit a continuous warble alarm tone, or, interspersed at regular intervals during this tone the call
sign of the vessel or offshore installation, and its location. Experimental beacons are being tested which give this
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and additional information transmitted on a frequency, which can be paicked up by satellite and relayed to ground
stations. This system is proving to be more accurate and is likely to come into regular use.
5.4.4 Emergency Radios

If a radio is to be used it is imperative that only essential information is relayed as in an emergency there will be
many people using the same transmitting frequency and the possibility exists that the channels could become
jammed with non-essential or unimportant transmissions.
Emergency radios contained in lifeboats will transmit on Channel 16 VHF, on 2128 KHz. These channels are call-up
as well as emergency channels and are therefore continuously monitored. There are however, "silence periods"
of 2182 KHz lasting for 3 minutes on the hour and half hour during which only emergency transmissions can be
made.
5.4.5 Free-Float Emergency Beacon
(Refer to Section 7 APPENDIX I for your ship specific free Float Emergency Beacon)
Free-float emergency beacons should be positioned outside, as high as possible in the superstructure, so that they
can float to the surface unobstructed. The area around the beacon should at all times be kept tidy.
The beacon is installed upside down, and is kept in position by two springloaded locking pins in the top bracket
pushing the beacon against the release arm in the lower bracket. It is always ready for use.
When the release mechanism is subjected to a pressure corresponding to 2-3 metres depth, the pressure on the
membrance will release the mechanism. The release arm will be open, and the beacon will float free from the
brackets. Once the beacon is released, the distribution of its weight will turn the beacon and it will surface. The
mercury switch connected to the electronic sea water switch will then activate the transmitter.
Alternatively, the beacon can be activated manually by twisting the transmitter into position. The test lamps will
light up as an indication that a distress signal is being transmitted.
5.4.6 Use of Radio Life-saving Appliances
5.4.6.1 Composition of Component
( Refer to Section 7 APPENDIX J for your ship specific radio life saving appliances)
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5.4.6.2 Components of Transceiver Unit
( Refer to Section 7 APPENDIX J for your ship specific radio life saving appliances)
5.4.6.3 Portable Lifeboat Radio Equipment

Operation of the equipment:
a) Distress Communication
A distress communication refers to a radio communication which, being started with the distress call, is performed
by a ship’s radio station when the ship is fallen in a grave and urgent danger. It consists of all messages
required for immediate rescue of a mobile station in distress.
b) Communication Frequency
i. 500KHZ
The 500Khz is an international distress communication frequency, for which all ship’s stations are prohibited
from emitting the electric signals with a frequency ranging from 485 to 515Khz during the 1 st silence
time-a time intervals of 3 minutes from 15 to 18 minutes and 45 to 48 minutes for every o’clock of the
GMT set forth by the Radio wave low.
Excepting the case where a distress or emergency communication is to be performed or the safety
communication (excluding the messages) in the last 20 seconds of the silence time.
During the above silence time all the coast and ship’s radio stations are ready for reception of a distress call.
Specifically, in the ship’s radio stations, an automatic emergency receiver is kept in its operating condition
even when the radio operator is not on duty and ,when it receives an emergency signal prescribed
internationally, operates an alarm bell to inform the operator of reception of the emergency signal.
ii. 2182KHZ
The 2182Khz, the international distress frequency for a radio telephone, is under monitor of the on-duty
ship’s radio telephone stations of the ship’s engaging in an international navigation and the coast
stations.
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In addition, the on-duty ship’s radio telephone stations of the ships which are not engaged in an international
navigation are also obligated to monitor the 2182Khz during a time interval of 30 minutes from 10am
and 6pm in the GMT respectively and the 2 nd silence time of the on-duty time of the above mentioned
ships.
iii. 8364KHZ
The 8364Khz, another international distress communication frequency, reaches further distant points
compared with the 500Khz to allow its reception for many coasts and ship’s stations.
The coast or mobile stations receiving a distress call shall answer in accordance with the prescribed
procedure. And the mobile station, situated at the position which is most convenient to give an immediate
rescue to the station in distress, directly or indirectly informs the station in distress of its own station name,
the position, the speed voyaging to the station in distress and the rough time required to reach the station in
distress.
c) Communicating Procedure
The distress call and message shall be sent only on the authority of the master or the person in charge for the
ship.
i. Distress Signal
The distress signal of a ship’s station shall be used when the ship concerning to that ship’s station is
fallen in a grave and urgent danger and requires an immediate rescue.
 Distress signal using Radiotelegraph
When the distress communication is made using the radio telegraph, the distress signal shall be
transmitted as a train of signal code …___… (hereinafter expressed as Morse Code SOS).
The signal shall be so transmitted that the dashes and dots are discriminated evidently in the train of
signal code.
 Distress signal using Radiotelephone
When the distress communication is made using the radiotelephone, the distress signal shall be
transmitted by announcing word MAYDAY as if a french “maider”.
ii. Distress Call
A distress call has the absolute priority in its transmission to all other radio communications.
Accordingly, all radio stations monitored a distress call should immediately stop any radio
communication which may interfere that distress call and continue their monitor to the call at the
frequency employed for emission of the call.
Note that the distress call shall not be made to a specific radio station.
 Distress call using Radiotelegraph
1 Distress signal of SOS 3 times
2 Word DE (This is) 1 time
3 Station’s call sign 3 times
 Distress call using Radiotelephone
1 Distress signal of MAYDAY 3 times
2 Words THIS IS 1 time
3 Station’s call sign 3 times
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iii. Distress Information

 Distress information using radiotelegraph
1 Distress signal of SOS
2 Station’s call sign or identification code
3 Station’s position, distress phase and condition, rescue needed, and other necessary information.
 Distress information using radiotelephone
1 Distress signal of MAYDAY
2 Station’s call sign or identification code
3 Station’s position, distress phase and condition, rescue needed and other necessary information.
It should be noted that the station’s position shall be expressed as a rule in the latitude and the
longitude (Greenwich). The station’s position, however, may be expressed by the true bearing and
the distance in nautical mile from remarkable geographical pointy if the circumstances allow.
iv. Transmitting Order
 Radiotelegraph
1 Emergency signal
2 Distress call followed by a pause of 2 minutes
3 Distress call
4 Distress information
But, under such a situation where there is no time to be lost, the distress communication using
radiotelegraph may be made by omitting item *2 or item *1 and *2 above or by abridging or
reducing item *1 or 2-minutes’ pause of item *2 respectively.
Also, it is allowed for the ship’s station in distress to transmit two long dashes having a duration of
about 10 seconds (10-15 sec) and its call sign succeeding to the distress information *4 in order to
have a radio direction finder determine its position.
The transmission of the above mentioned two long dashes and station’s call sign may be repected,
if necessary, with appropriate intervals provided.
 Radiotelephone
*1 Emergency signal
*2 Distress call
*3 Distress information
But, under such a situation where there is no time to be lost, the distress communication using
radiotelephone may be made by omitting item *1.
v. Emergency Signal Station
 Radiotelegraph
The emergency signal shall consists of 12 long dashes (or more than 5 long dashes and less than 11
long dashes in the case noted in (1) of item *4 transmitting order to be transmitted in one minute
with the durations of each long dash and the interval between the dashes set to 4 and 1 second
respectively.
 Radiotelephone
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The emergency signal shall consists of two audio frequency tones of 2200 and 1300Hz which, each
having a duration of 250m second are substantially the sine waves transmitted alternately.
If the signal is transmitted by an auto alarms keyer, it should be continuously transmitted for 30
seconds as the shortest transmission time for 1 minute as the longest transmission time.
If it is transmitted by the method other than the auto alarms keyer, it should be continuously
transmitted for about 1 minute if possible.
vi. Cautions for transmission

 Radiotelegraph
The distress communication shall be made at a transmission speed which does not exceed a speed
of 16 words per minute, if possible.
 Radiotelephone
The distress communication shall be made slowly and in clear cut by announcing each word
distinctly in order to make its dictation easier.
5.5 HYPOTHEMIA
It is now well known that during a disaster at sea, most lives are lost by hypothermia which is actually a loss of
body heat, resulting from exposure. Man is a warm blooded animal because his normal body temperature is about
37ºC (98.6F). If the surface of the body is exposed to a colder environment, say air, water, or a solid the body will
lose heat to the surrounding environment.
As the body temperature falls the body will start to shiver to convert energy into heat. Shivering takes as much
energy as hard work. If the body continues to lose heat the shivering will be replaced by periods of uncontrollable
shaking in a desperate effort to convert any remaining energy to heat.
If the loss of heat continues the mind loses consciousness, the heart beat and respiration rate slows down and
eventually the heart stops pumping and the body dies, this is death from Hypothermia.
Body fat and surface area to weight ratio makes a difference to the rate of heat loss. An overweight person may
have a little more "insulation" about their body and so cool a little slower than a thin person.
The expected survival time for a person in water can be indicated by the table below:
SEA TEMPERATURE MAXIMUM TIME OF SURVIVAL
0ºC 15 min
2.5ºC 30 min
5ºC 1 hour
10ºC 3 hours
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15ºC 7 hours
20ºC 16 hours
25ºC 3 days or more
It is therefore very important to proceed as follows, in case of emergency:

a) Before abandoning ship, if there is time:
i. Put on extra clothing, as many as possible
ii. Put on gloves, socks, windbreaker or waterproof cloth
iii. Put lifejacket over the lot
iv. Supply extra blankets in the survival craft
b) When floating in the water, awaiting rescuer:

i. Don't swim, don't move, don't waste energy
ii. Just keep floating
iii. Gather with other survivals and keep as close as possible to each other
c) Once onboard the survival craft:

i. Don't waste energy
ii. Close all openings
iii. Arrange shelters against the weather
iv. Start working up temperature in raft through body heat
v. Distribute evenly extra clothing and blankets
Man wears clothing to trap a layer of air against his skin. This air is heated by the body and will reduce heat loss
ONLY if it can be held in place against the skin. If the warm air is "blown away" body heat is lost with it and the
next packet of air will in turn, have to be heated. If the body works hard the muscles convert a lot of energy into
heat, which is lost from the body and usually from the clothing. If the body works up a sweat then rests, the damp
clothing will, when it cools, cool the body more.
As the body has only so much energy in it, and under survival conditions you cannot replace it's source (food) you
must conserve your energy, do NOT work up a sweat when working. Strip off, or open clothing so you remain just
comfortably warm, then you can cover up when the work is done.
We have already stated, man uses clothing to keep himself warm when out of the water. Clothing will also act as
an insulator to keep him warm when IN THE WATER.
PUT ON CLOTHING, rather than take it off WHEN ABANDONING SHIP. With a lifejacket on keeping afloat should
be no problem. Experiments show that in the water a clothed person will survive twice as long as an unclothed
person.
Experiments show a body moving in the water loses heat far quicker than one that remains stationary. The
moving body will disturb the insulating layer of water against the skin and the greater circulation of warm body
caused by movement will bring more heat to the surface where it can be lost to the water. SO STAY STILL.
The main areas from which heat is lost are the head and neck, the groin and the areas under the armpits and
down the side of the chest. With a lifejacket on, your head should be out of the water so you should insulate your
groin area by drawing up the knees towards the chest, and by clamping your upper arms down the side of your
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chest. This is the heat escape lessening posture (HELP for shore). A group of you can huddle together, facing each
other to insulate each other.
Exercising "to pump the blood around and warm the fingers and toes" may do just that, but it will bring the warm
blood to the surface where it will lose its heat so in the long run you cool off faster. You will also disturb the
insulating water layer.
The body will LET the arms and legs get cold as it keeps the warm blood for the vital organs and the brain. In fact
the hands and feet may cool off by as much as 18ºC (32.5F) without there being any lasting damage done to them.
If you move about to warm your fingers and toes your brain may not be alive to tell you how warm they feel. If
you have a hood, mittens and socks on as well as other clothing you will last longer and feel warmer, than the man
who doesn't have these on.
WATER CARRIES AWAY HEAT 26 TIMES FASTER THAN AIR DOES, SO GET OUT OF THE WATER IF
AT ALL POSSIBLE.
6.0 RESCUE AT SEA

6.1 Emergency Helicopter Operations
6.2 Means of Evacuation
6.2.1 Rescue sling
6.2.2 Rescue basket
6.2.3 Rescue net
6.2.4 Rescue lifter
6.2.5 Rescue seat
6.3 The Retrieval Stage
6.4 Hoisting Signals
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6.1 EMERGENCY HELICOPTER OPERATIONS

a) A helicopter may be used to supply equipment and/or rescue or evacuate persons.
b) The radius of helicopter action usually varies between 50 and 200 nautical miles from base and lifting capacity
between one and more than 15 persons depending on the size and type of aircraft.
c) Certain rescue-operations will involve risks for the helicopter crew. Therefore it is essential in each case to
evaluate the seriousness of the situation and to ascertain the need for helicopter assistance.
d) In supplying equipment a helicopter normally comes to hover over a cleared space and lowers the equipment
by means of its winch cable. Personnel on deck need only unhook the cable.
e) During rescue operations a helicopter normally uses a special device for hoisting or lowering persons. Large
helicopters frequently lower a member of their own crew aboard the ship for assisting in the disembarkation
procedure and in the use of the equipment.
6.2 MEANS OF EVACUATION

For the evacuation of persons the end of the hoisting cable may be provided with one of the following means:
a) a rescue sling
b) a rescue basket
c) a rescue net
d) a rescue lifter
e) a rescue seat
6.2.1 Rescue Sling

The most widely used means for evacuating persons is the Rescue sling. The rescue sling is suited for the purpose
of quickly picking up persons, but it is unsuitable for patients. Rescue slings are known by several names and
come in slightly different shapes and configurations. Slings may be made of webbed belted material similar to
that used in parachute harnesses.
The sling is put on in much the same way as one puts on coat, ensuring that the loop of the sling is passed behind
the back and under both armpits. The person using the sling must face the hook. Hands should be clasped in front
as shown. One must not sit in the sling, nor should the sling be unhooked.
Some helicopter units use the double lift method which consists of a normal rescue sling, and a seating belt
manned by a helicopter crew member. This method is suitable for pick-up from the water or the deck of
incapacitated persons, not wounded badly enough so that a lifter has to be used. The helicopter crew member
puts the person into the sling and conducts the hoist operation.
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6.2.2 Rescue Basket

The use of the rescue basket does not require any special measures. The person to use the basket merely climbs
in, remains seated and hold on.
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6.2.3 Rescue Net

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

Patients will in most cases be disembarked by means of a rescue lifter. Notwithstanding a ship's lifter may be
available in most cases, the evacuation of patients should normally be done in a special lifter provided by the
helicopter. To this lifter, bridles are fitted, and it can quickly and safely be hooked on and off, for which purpose a
suitable hook is attached to the hoisting cable.
Even if the transfer of the patient from the ship's own stretcher to the lifter provided by the helicopter is painful, it
should be preferred to a risky evacuation in a lifter which is not suited for the purpose.
6.2.5 Rescue Seat

The rescue seat looks like a three pronged anchor with flat flukes or seats. The person to be hoisted merely sits
astride one or two of the seats and wraps his arms around the shank. This device can be used to hoist two persons
at once.
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6.3 THE RETRIEVAL STAGE

a) A direct radio link should be established between ship and helicopter. However, an exchange of information
and instructions about rendezvous positions etc. may be established through shore based radio stations.
When the helicopter is equipped with a suitable direction-finder, there is also the possibility of identifying a
ship and of homing on her by making use of the ship's radio transmission on an agreed frequency.
Radio communication with designated air craft should normally be possible on, 2182 KHz or the VHF frequencies
156.8 MHz and 156.3 MHz.
Ships may communicate with aircraft for safety purposes, on 3023 KHz, 5680 KHz, 121.5 MHz, 123.1 MHz, 156.3
MHz, 156.8 MHz and 243 MHz.
b) The position of the ship, as well as the course and speed to the rendezvous position should be given in the
fullest possible detail, and further the local weather situation and particulars about how to identify the ship
from the air.
Also information should be submitted of the identification means to be used, such as flags, orange smoke signals,
spotlights, daylight signalling lamps or heliograph.
c) A clear stretch of deck should be made available as a pick-up area, if possible, and marked out with a large
letter "H" in white. During the night the ship should be illuminated as brightly as possible particualry any
obstructions, eg Masts, funnels, etc. Care should be taken that such illumination will not blind the helicopter
pilot.
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IN LARGE SHIPS THE PICK-UP AREA SHOULD BE AT THE

LEEWARD SIDE OF THE VESSEL.
d) In addition to the removal of obstacles one should bear in mind the strong air-current caused by the
helicopter. Clothing or other objects lying about should be cleared away or secured.
e) Under certain circumstances the helicopter pilot may prefer a deck space other than the one prepared for
disembarkation. If the decks of the ship do not offer a suitable place, the helicopter may be able to lift a
person from a lifeboat or a liferaft, secured on a long painter.
Cases have occured of liferafts being overturned by the down draught from the helicopter.
It is therefore advisable for all persons in a raft to remain in the centre of the raft until they
are about to be lifted.
f) Portable fire-fighting equipment for oil fires should be stationed near the disembarkation space. Also, if
possible, the fire-fighting pump should be started and hoses should be connected and kept in readiness.
g) For better identification from the air and also for showing the direction of the wind to the helicopter pilot,
flags and pennants should be flown.
h) All crew members concerned as well as the person to be evacuated should wear life jackets. This precaution
may be abandoned only when it would cause unjustifiable deterioration of the condition of the patient to be
transferred.
i) Care should be taken that the patient does not wear loose clothing or headgear.
j) On no account should the lifting device on the end of the winch cable be secured to any part of the ship or
become entangled in the rigging or fixtures.
Ship’s personnel should not attempt to grasp the lifting device unless requested to do so by
the helicopter. Even in this case a metal part of the lifting device should first be allowed to
touch the deck in order to avoid possible shock due to static electricity.
k) When helicopter hoisting is to be done from carriers of flammable/explosive cargo or in the vicinity of a
flammable mixture spillage, the hoisting must be grounded clear of spillage or the carrier's tank venting area
in order to preclude a possible fire or explosion from an electro-static discharge.
l) The helicopter pilot will want to approach the ship in such a way that the helicopter will hover into the
relative wind and with the pilot's side (starboard) closest to the ship as he approaches. If the helicopter is to
approach in the usual manner, from the stern, the ship should maintain a constant speed through the water
and keep the wind 30 on the port bow. If the hoisting area is some area of the ship other than the stern, the
ship should keep the wind 30 on the starboard bow.
A free flow of air, clear of smoke, over the hoisting area is desired.
These procedures may be modified on instructions from the pilot if communications exists.
Generally, personal belonging should not be taken along. Loose gear can become entangled in the hoist cable or,
worse yet, become sucked up into the helicopter rotors with disastrous effects.
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6.4 HOISTING SIGNALS
DO NOT HOIST : Arms extended horizontally, fingers clenched, thumbs down.
HOIST : Arms raised above the horizontal, thumbs up.
If a survivor has to give the hoisting signal himself, he should raise only one arm to prevent slipping out of the
sling.
SECTION 7 APPENDICES
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Appendix A EMERGENCY PLAN

-abandon ship station
-fire station bill
-man overboard stations plan
Appendix B SHIPS SAFETY PLAN
Appendix C DONNING OF LIFEJACKET
Appendix D DONNING OF SURVIVAL SUITS
Appendix E DONNING OF TPA
Appendix F LIFEBOAT ENGINE & ACCESSORIES N/A
Appendix G LIFERAFT
-type of life raft onboard
-inflating instructions
-instructions for emergency repairs
Appendix H PARTICULARS OF MAN OVERBOARD BOAT
Appendix I PARTICULARS OF FREE FLOAT BEACON
Appendix J PARTICULARS OF RADIO LIFESAVING EQUIPMENT
Appendix K PARTICULARS OF MOB LIGHT & SMOKE BUOY
Appendix A
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EMERGENCY PLAN
-abandon ship station

-fire station bill
-Man overboard stations plan
1. ABANDON the SHIP
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NOTE: FOR LIFEBOAT AND LIFERAFT ASSIGNMENT REFER TO ON BOARD UPDATED MUSTERLIST
LIFERAFTS MUSTER LIST

PORT SIDE STARBOARD SIDE
Cabin no. Name Duties Duties Name Cabin no.
Bridge / VHF In charge / VHF
Assist Officer in Charge Assist Off in Charge
Assist launching/Prepare Ladder In charge / VHF
Assist launching/Prepare Ladder Assist launching/Prepare
Ladder
Assist launching/Prepare Ladder Assist launching/Prepare
Ladder
Assist launching/Prepare
Assist Off in Charge
Ladder
Bring extra provisions Bring SART's
Bring extra provisions Prepare ladder
Assist launching Prepare ladder
Bring 1st Aid Kit Bring extra provisions
Overall in charge Bring extra provisions
Bring GMDSS VHF's from Bridge Bring extra provisions
Prepare ladder Assist Off in Charge
assist as req. assist as req.
Bring extra provisions assist as req.
Assist Off in Charge Bring GMDSS VHF's
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LIFERAFTS MUSTER LIST

PORT SIDE STARBOARD SIDE
Cabin no. Name Duties Duties Name Cabin no.

Bring GMDSS VHF's assist as req.
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2. ACTION TO BE TAKEN on HEARING of the FIRE ALARM
2.1. EMERGENCY ALARM SIGNALS
In the event of an emergency the following signal shall be sounded on the ship’s whistle or siren and on the alarm
bells: ALL ALARMS WILL BE FOLLOWED BY PUBLIC ANNOUNCEMENT.
TYPE of ALARM SIGNAL SOUNDED ON
GENERAL
Ship’s whistle/bells & PA
ALARM Seven short blasts followed by one long blast
FIRE ALARM Ship’s whistle/Bells and PA

Continuous Ringing
2.2. ACTIONS TO BE CARRIED OUT ON HEARING THE GENERAL EMERGENCY ALARM SIGNAL
On hearing the general emergency alarm:

1. Proceed directly to your Muster Station. The direction sign to muster stations consists of the muster
station sign and an arrow pointing in the appropriate direction.
2. If you are in your cabin or close to your cabin when the signal is heard, dress warmly, collect your
lifejacket and any essential medication and follow the direction signs to your muster station.
3. Assist those who need help.
4. Follow the instructions of crew members and those given over the public address system
5. DO NOT return to your cabin to collect your property.
6. If the nearest exit is blocked, use the alternative exit as marked in the plan. This is shown by dotted
arrow.
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3. FIRE STATION BILL

BRIDGE
MASTER
2nd OFFICER
CHIEF ENGINEER CHIEF OFFICER IN

IN CHARGE if FIRE CHARGE if FIRE in ALL
ENGINE ROOM OTHER AREAS
FIRE TEAM 1 FIRE TEAM 2 TECHNICAL TEAM ENGINEROOM MEDICAL TEAM MUSTER
TEAM
3rd OFFICER 2ND ENGINEER ELECTRICIAN CHIEF ENGINEER MEDIC PARTY CHIEF
AB 1 MTM 1 CHIEF MECHANIC 3RD ENGINEER GALLEY CREW CREW not ASSIGNED
AB 2 MTM 2 HANDLING SPEC. to OTHER TEAMS
DUTIES: DUTIES: DUTIES: DUTIES: DUTIES:

MUSTER at FIRE MUSTER at FIRE MUSTER in ENGINE MUSTER in ENGINE MUSTER in
STATION no 1 STATION no 2 CONTROL ROOM. CONTROL ROOM. HOSPITAL. MISSING
BRIDGE PS, PUT ON BRIDGE PS, PUT ON ASSIST CHIEF ENG. START THE FIRE TEAM’S MEMBERS
COMPLETE OUTFIT. COMPLETE OUTFIT. STOP FANS and PUMPS. REPORT TO the
REPORT TO the REPORT TO the CLOSE AWAIT ORDERS from BRIDGE. AWAIT
BRIDGE WHEN BRIDGE WHEN APPRIOPRATE FIRE FIRE LEADER and ORDERS from TEAM
READY. AWAITE READY. AWAITE FLAPS. TURN FROM the BRIDGE LEADER.
ORDERS from ORDERS from ELECTRIC POWER REGARDING START
LEADER. IF FIRE LEADER. IF FIRE SUPPLY OFF. and STOP of
STATION is STATION is REPORT TO the ENGINES.
BLOCKED DO TO BLOCKED DO TO BRIDGE ALL
FIRE ST. no 2. FIRE ST. no 1. ACTIVITIES. AWAIT
MISSING TEAM’S MISSING TEAM’S ORDERS from FIRE
MEMBERS REPORT MEMBERS REPORT LEADER
TO the BRIDGE TO the BRIDGE
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4. MAN OVERBOARD
General Instruction
Immediate actions deck: Throw nearest life buoy towards casualty
Notify the bridge / raise the alarm
Summon assistance / keep casualty in sight
Navigator on duty: Keep track of position and update the bridge on relevant information
Bridge
Immediate actions bridge Sound General Alarm (Broadcast Man Over Board on PA)
Release bridge wing life buoy
Activate MOB button on Ecdis, Turn Bridge over to the Master
Preparation of boat & Launching

The first of the listed davit operators arriving at the FRB will prepare the boat.
Mob Boat Crew

The first coxswain and two crewmembers to arrive at the MOB station will man the FRB.
Look Outs
Lookouts bring binoculars and radios from Recording Room
SW SRV OCEANIC VEGATo :Risjad Salim Resources - 69 - Our Ref : DC/950314-143/st
Medical Team
Refer to muster list and bring the equipment to the muster deck
All Other crewmembers

Act as look out
Appendix B
OVERVIEW
BRIDGE AND HELIDECK

D-DECK
C-DECK AND B- DECK

A-DECK AND MAIN-DECK
TWEEN DECK AND TANK TOP

SAFETY PLAN LEGEND 1

SAFETY PLAN LEGEND 2

Ship’s Safety Plan

Appendix C
DONNING OF LIFEJACKET
There are 146 Life Jackets onboard, 70 are stored in a white container at the Muster
Station, two on the bridge, two in the Engine Control Room and two in the Gun
Workshop .
There is also one Life Jackets in the cabins, one for each bed.
To use the Life Jacket, follow the easy step-by-step instructions below. There are
also several wall charts showing how to put on the vest, posted around the vessel.
Make sure that the straps around the waist are as tight as possible before entering the
water, otherwise they could easily move causing the jacket to be in the wrong
position (it is very difficult to adjust once in the water)
Check to make sure the light and whistle are working.
When jumping into the water:
Make sure you are as close to the surface as possible, avoid jumping from
height greater than 10 metres.
Jump with feet first and with your body in an upright position.
Keep your upper arms against your sides, pinch your nose and hold on to the
top of the float/padding at the front, pulling the vest down to prevent it from
hitting against your chin or neck when you hit the water.
Even if the Life Jacket is damaged e.g. punctured or cut, you will still float face up
and with the upper part of your body bent backwards. It is easier to swim on your
back when wearing a jacket.
The jacket has reflective bands, which makes it easier for a searchlight to locate you
in the water.
Appendix D
DONNING OF SURVIVAL SUITS
There are a total of 70 Survival Suits. They are stored in closets at the muster
station on D-deck
There are instructions provided below on how to use the suits, as well as being
posted around the vessel.
DONNING INSTRUCTIONS
1. Remove hood and footwear
2. Enter the suit – legs first (can do in sit position or stand position)
3. Put on the hood. Tighten the foot and wrist straps.
4. Zip up front zipper and fit the Lifting becket across chest.
5. Put the lifejacket over the Immersion suit and wear the gloves.
6. Jump into the water with feet first. Hold the lifejacket as shown
L (Height: from 140 to 200cm, weight from 50 to 100kg)

XL (Height: from 170 to 210cm, weight from 80 to 160kg)
Warm clothes (e.g. long sleeved tops, trousers, overalls etc) should be worn
underneath the survival suit.
When entering the water any air within the suit is forced out through the opening for
the face, this can affect the seal and possibly allow water to get into the suit.
Therefore, check that:
The Seal around the face should be tight; although this may be uncomfortable it
is necessary in order to keep the suit watertight.
The chin flap is secured properly and the zip has been fully drawn up.
Press/remove as much air as possible from the suit before jumping into the
water.
Even if the suit fills up with water it can still provide a degree of protection by
acting as wetsuit. Water-filled suits can lead to problems, for instant making it
impossible to climb onboard rescue vessels even with help. It is then necessary to
remove or cut the suit (at the feet) allowing the water to escape.
The suit is designed so that you float on your back; this making it easier to swim on
your back rather than your front.
The suit is equipped with:

 A whistle
 Reflective bands, which makes it easier to be seen in water (especially with

the help of a searchlight)
 A ring, which can be used during rescue (generally helicopters will use
their own special rescue harness.)
Appendix E
DONNING OF THERMAL PROTECTIVE AID
Thermal Protective Aid can be found only on Port and Stbad. lifeboat and FRB.
Each lifeboat has one TPA and 2 TPA’s on FRB.
1. Remove bag from plastic envelope and unfold fully
2. Put on much clothing as possible. If wet, wringly out before entering. Don
lifejacket
3. Step into bag and cover full length of body. Close by using zipper in front and
thigntning draw sling around hood with the fastener
NOTE:
To avoide asphyxiation caused by CO2 build up. Leave airways free
ATTENTION:
DISCARD THE THERMAL PROTECTIVE AID BEFORE ENTERING THE WATER
Appendix F
LIFEBOAT ENGINE & ACCESSORIES
The lifeboat is fully enclosed, self-righting fiberglass lifeboat with a capacity of 70

persons. It is secured on a gravity davit situated on A-deck. Also access via B-deck,
starboard & port side of the vessel.
Please ensure that you know where the Muster Station is, and check the Emergency
Assignment Sheet to see if you have been allocated any duties.
In the event of an evacuation (abandon ship) the Lifeboat will be used first and
foremost.
When the Lifeboat Alarm sounds Immediately go to the designated Muster Station
Remember to place your T-Card into the correct column to indicate that you are
present (T-Card board is found at the Muster Station.
Location Muster station D-deck
Take warm clothing with you, if possible.
Embarkation and lowering of the Lifeboat proceeds in accordance with the Captain’s orders.
Launching of the boat and releasing from the davit (hook) can be operated from inside the craft.
Each individual’s tasks and duties will have been well drilled during the regular Lifboat drills,
Therefore be familiar with all the steps necessary to:

Lower the Lifeboat
Operate the Engine
Operate all equipment within the Lifeboat, especially the GMDSS-equipment.
Lifeboats
Make: 2 x SchatHarding
Type: KISS 800
Speed: 5 knots
Capacity: 2 x 70 persons
Engine Specification
Diesel Engine
HP: 30,4
RPM: 3350
Engine block no: 09008371
Gearbox type/ ratio: ZF12M/ 2,63
Gearbox serial no: 13745
Oil sump Capasaty: 3,8 Litres
Cooling system 4,6 Litres
Propeller shaft: West Mekan AS / A 779
Propeller: Mikado 17/19 / 0886173
Accessories
Ite Description No. Location

m
1 Oars 2 Celling, P & SB
2 Top light 1 Steering position
3 Inner Light 2 Steering position
4 Boat hook 2 Celling aft and fwd.
5 Powder fire exthinguisher 1 Aft
6 Compass 1 Aft
7 Radar Reflector 1 Aft
8 Lever for Manual bilge pump 1 Aft
9 GRP repair kit 1 Midships
10 Food rations 70 White Container
11 Water rations 600 Blue container
12 First aid kit, incl. Manual (APOTEK) 3 Green Container
13 Water container, 5L 1 Green container
14 Resque quoites, buoyant, w/ line 2 Green container
15 Sea anchor 1 Green container
16 Red rocket parachute flare 4 Green container
17 Red hand flares 6 Green container
18 Smoke signals 2 Green container
19 Torch w/ spare light bulb 1 Green container
20 Tool kit for engine 1 Green container
21 Sea sickness plasctic bags 60 Green container
22 Funnel 1 Green Container
23 Lifeboat manual 1 Green container
24 Life saving signal poster 1 Green container
25 Survival manual 1 Green container
26 Thermal protective aids 1 Green container
27 Water collecting tarpauline 1 Green container
28 Bailer w/line, bouyant 1 Green container
29 Anti sea-sickness tablets 1 Green container, white box
30 Jack-knife w/lanyard 1 Green container, white box
31 Signal whistle, plastic 1 Green container, white box
32 Signaling mirror w/ instruction. 1 Green container, white box
33 Fishing tackle 1 Green container, white box
34 Graduated drinking cup, rust proof 3 Green container, white box
35 Tin openers 3 Green container, white box
36 Dipper w/ lanyard, rust proof 1 Green container, white box

37 painters 2 Fwd
38 Boarding ladder 1 Fwd
39 Buckets w/ lanyards 2 Fwd
40 Hatchets w/ lanyards 2 Fwd
41 Bilge pump 1 Fwd
Appendix G
LIFERAFT
Port Liferaft station Staboard Liferat Station

MOB Liferaft Mezzanine deck

aft
- type of life raft onboard

 VIKING S30 Liferaft
Make: Viking
Type: 35DKF+30
Capacity: 4 x 35 persons
 VIKING 6DK MOB Liferaft

Make: Viking
Type: 6DK+
Capacity: 6 persons
- inflating instructions
There are 5 inflatable rafts onboard.
 Two on the starboard side (2 x 35 persons)

 Two on the port side (2 x 35 persons)
 One astern used as the Man Over Board raft (Capacity 6 persons)
Two methods of deployment
1) By crane – 2) manually
1. Cranes on both starboard and port sides of the vessel can be used in the
deployment of the Life Rafts. The crane is operated by crank, witch moves
trough the lift, slack and turn function. Red lockpin to be lifted up and a
metal ring will appear
1.1 Connect the hook and unlatch the raft
1.2 Lift the raft up and swing it out over the vessels side
1.3 Make fast the two painter lines at the lashing points on the deck
1.4 Pull out the inflating line and give it a sharp tug so that the life raft
inflates.
1.5 Tighten the two painter lines so that the raft comes flush with the
vessels side, then you can embark the raft.
There are two methods for lowering the raft
1. The brake at the crane

2. The handle hanging beside the hook from inside the raft.
2. The raft can also be manually deployed.
Before throwing the raft overboard the line for inflating it must be
secured to the ship.
The raft inflates and the container opens when the line is tugged.
If the distance from the deck to the raft is less than 2 metres, it is
possible to jump into the opening of the raft – those boarding first
should move/sit farthest
from the opening allowing others to board without injuring those
already in the raft.
Usually you will have to jump into the water in order to board the raft.
The lines attached to the vessel has a weak point, this means that the
raft will not be pulled under if the ship sinks before the line is cut.
When the raft is free of the vessel put the sea anchor out, this will help to stabilize
the raft and reduces its rate of drift from position of the vessel.
It is unavoidable that water will enter the raft during lowering/evacuation. The
water will be difficult to bail, so use the sponges to get rid of as much of it as
possible.
To retain heat in the raft, the bottom of the raft must be pumped up. This is done
manually.
The rafts can also be inflated hydrostatically should their storage area becomes
immersed if the vessel is sinking. In this case they would be released automatically
from the ship and float up to the surface.
- instructions for emergency repairs

Appendix H
PARTICULARS of MAN OVERBOARD BOAT
LOCATION D-DECK PORT SIDE
The FRC is situated on the port side D- deck, aft of the Bridge. In the event of an
MOB, the FRC will be launched on Captain’s order. There is also two Work Boats on
board one on each side. They are used for streamer work and as emergency backup
rescue crafts.
For more information regarding launch procedures see the Vessel Safety Plan and
Posters at the launching stations
Both seismic and marine crew are assigned specific duties for MOB/Fire Alarm
Drills/Emergency situations. The Emergency Muster Duties are posted on the
bridge, muster station, hallway on C – Deck, Fire Station 1 & 2 and the Engine
controll room
MOB-Boat
Make: Mare safety

Type: FRB 700
Dimensions: LOA 7,38, BOA 2,88
Capacity: 15 persons
Engine: Steyr 236 SOLAS
Hull Dimensions
LOA: …………………………………………… 7380mm
Length hull: ………………………………... 6370mm
LWL: ……………………………………………. 5600mm
Weigth: ………………………………………. 2180kg
Weigth: ………………………………………. 3305 kg
Fuel Capacity: .…………………………….. 145L
BOA: …………….……………………………… 2850 mm
Breadth hull: .………………………………. 2420mm
Total height: …………….…………………. 2600mm
Depth: …………………….………………….. 1000 mm
Dead rise aft: ………………….…………… 24°
Engine and propulsionn

Engine type: …………………….…………. Steyr 236 SOLAS
Power: …………………………….…………. 222 hk
RPM: ………………………………….………. 3950rpm
Engine heater: ………………….………… 300W 42V AC
Cardanshaft: …………………….………… Standard FRB
Water jet: …………………………….…….. Almaran 230
Speed …………………………………………. 25 kts.
Navigation Equipment
Compass: …………………………………… Richie Explorer
VHF radio: ………………………………….
GPS: …………………………………………..
Rescue boat Accessories

Item Description No. Location
1 Fire extinguisher 1 Aft Stbd
2 Bucket with lanyard 1 Bow compartment
3 Bailers 1 Bow compartment
4 Oars 2 Aft stbd.

5 Sea Anchor and Warp 1 Bow compartment
6 Tow rope (12mm manline) 1 Bow compartment
7 Rescue Quoits 2 Bow compartment
8 First Aide kit 1 Bow compartment
9 Signal whistle 1 Bow compartment
10 1.5 Water 2 Bow compartment
11 Torch and spare batteries 1 Bow compartment
12 Thermal Protective Aide (TPA’s) 2 Bow compartment
13 Knife 1 Bow compartment
14 Boarding ladder 1 Aft PS
15 Binaculars 1 Bow compartment
16 Eyewash (Ampules) 10 Bow compartment
Tools and Spare
17 Spanners 10, 13, & 19mm 3 Bow compartment
18 Normal screw driver 1 Bow compartment
19 Fan belt 2 Bow compartment
Appendix I
PARTICULARS OF FREE FLOAT BEACON
EPIRB MOUNTED ON THE TOP OF THE WHEELHOUSE EPIRB AND SART ON BRIDGE, STBD
SIDE
Free float beacon or EPIRB can be ofound in a two defferent location .

 Bridge stdb.
 Top of the Wheelhouse Port side.
The one mounted into the top of the wheelhouse PORT SIDE is tron 40S MkII
Tron/Tron 40GPS MKII will float freely and the one mounted on stbd. Side of the
bridge right after the stbd. Entrance door is Tron 60S/Tron 60GPS and this is need to
be carry by crew who assigned to carry to the lifeboat during emergency situation.
OPERATION INSTRUCTIONS
WARNING
 USE ONLY DURING SITUATIONS OF GRAVE AND IMMINENT DANGER
 REPLACE THE BATTERY AFTER THE SATELLITE EPIRB IS OPERATED FOR ANY PURPOSE
OTHER THAN A TEST
Tron 40S MkII Manual Operation/Activation

The Tron 40S MkII is designed to be operated either manually or automatically. The
EPIRB is always armed, that is the EPIRB will automatically start to transmit when
the EPIRB is out of the bracket and deployed into water. In the lower part of the
EPIRB there is an automatic safety switch. This switch prevents the seawater
contacts from operating the EPIRB (caused by ice, sea-spray etc.) as long as the
EPIRB is placed in its bracket. See chapter 6.4 Error codes. 5.1 MANUAL OPERATION
For operation of the beacon in the bracket please follow instructions 1 to 3. (See
user manual)
OUT OF BRACKET WARNING
USE ONLY DURING SITUATIONS OF GRAVE AND IMMINENT DANGER Regarding the
3 pictures above, follow instruction bellow.
IN FLOAT FREE BRACKET (FB4):

It is not recommended to operate the beacon inside a life raft or under a cover or
canopy. Do NOT tie the lanyard to the ship in distress, as this will prevent the unit to
functioning if the ship sinks.
Option 1:
Tron 40S MkII may be activated inside the FB4 bracket. If this is desirable, follow
instructions on last page, chapter 5.1.1, pictures 1-3
Option 2:
 Pull out the locking pin on the clamp and open the retaining rod that holds
the EPIRB.
 Remove EPIRB from bracket.
 Break the seal and pull the locking pin holding the main activator switch.
 Push slider to move switch to ON position (the switch is spring-loaded and
will automatically go to the ON position)
 Tie the beacon lanyard to you or to the survival craft.
 The strobe light, located at the top of the EPIRB, will start flashing indicating
that the EPIRB is operating.
If possible keep the EPIRB in an open area, away from any metal objects (ship
construction etc.) that may limit the satellite coverage. Transmission can be
stopped by turning the switch to READY position.
IN FLOAT FREE BRACKETS (FB5, FB6)
It is not recommended to operate the beacon inside a life raft or under a cover or
canopy. Do NOT tie the lanyard to the ship in distress, as this will prevent the unit to
functioning if the ship sinks.
1. Remove the locking pin from bracket cover
2. Remove the cover
3. Take out the EPIRB from the bracket
4. Break the seal and pull the locking pin holding the main activator switch
5. Push slider to move switch to ON position (the switch is spring-loaded and will
automatically go to the ON position)
6. Tie the beacon lanyard to you or to the survival craft
7. The strobe light, located at the top of the EPIRB, will start flashing indicating that
the EPIRB is operating
If possible keep the EPIRB in an open area, away from any metal objects (ship
construction etc.) that may limit the satellite coverage. Transmission can be
stopped by turning the switch to READY position.
Tron 40S MkII AUTOMATIC OPERATION (FB4/FBH4/FB5/FB6)
1. The Tron 40S MkII will automatically release from the bracket, float to the surface
and start to transmit when the EPIRB, in its bracket is deployed into water at a
depth of app. 2-4 meters (6 - 13 feet).
2. Transmission will continue until the EPIRB is lifted out of the water, and dried off.
The transmission can also be stopped by placing the EPIRB in the bracket. (If switch
is in ”READY” position, otherwise move switch to this position).
Tron 60GPS Manual Operation/Avtivation

OUT OF BRACKET
Regarding the 3 pictures above, follow instructions from 4-5 below

Appendix J
PARTICULARS OF RADIO LIFESAVING EQUIPMENT
Portable VHF GMDSS Radio

On board we have 3 Jotron TR20 Portable GMDSS VHF Radio with 3 spare batteries
that can be found to the bridge behind forward console. it is designed as a primary
communication equipment during emergency while on board raft or a Lifeboat. And
to be carried by the assigned crew during emergency situation.
GENERAL DECRIPTION
 Tron TR20 GMDSS is specially designed for GMDSS application. It confirms to

ETS 300 225 statndard and is water proof. The housing is made from glass-
reinforced in a highly visible colour.
FEATURES:
Watertight
 TR20 is watertight to a depth of 1 meter.
Rugged design
 TR20 is made to resist a drop from 1 meter onto a hard surface. It is also
resistant to a seawater, oil and sunlight.
Handling
 TR20 is made for easy operation, with brief operating instruction printed on
the rear. It is possible to fully operate TR20 with one hand, even when
wearing gloves. Both display and keys have integrated backlighting to ease
operation in low light condition.
Housing
 TR20 is of small size (62mm x 160mm x 41mm), and has no sharp edges to
damge raft or clothing. Belt clip is standard, wrist strap (standard for
GMDSS) and carier case are available options.
Low power consumption
 TR20 has low power consumption and with transmit, receive and standby
ratio of 1:1:8 the battery lifetime is exceeding 12 hours with lithium battery.
GENERAL SPICIFICATION
GENERAL:
 Frequency range: …………………….154 – 163 Mhz
 Channel spacing: ……………………. 25kHz (12.5kHz optional)
 Operating temperature………….. -20 to + 55°C.
 Battery life: ……………………………. ˃ 12 hours (Lithium battery, 2W power
Output, 10-10-80 @ -20°C)
˃ 11 hour (1500mAh NiMH battery,
5W power output, 5-5-90 @ +20°C.
 Size, WHD: ……………………………….... 62mm x 160mm x 41mm
 Weight: ……………………………………... Approx. 350g with Lithium battery
RECEIVER
 Maximum usable sensitivity: …….. ˂ 1µV for 20dbB SINAD
 Adjacent channel rejection: ………. ˃ 70dB
 Blocking: ……………………………………. ˃ 90dB
 Spurious response: ……………………. ˃ 70dB
 Harmonic distortion: …………………. ˂ 5%

 Intermodulation rejection: ………… ˃ 68 dB
TRANSMITTER
 Rf OUTPUT POWER: …………………. 1w (Lo) 2W (Hi)
 Harmonics and spurious: ………….. ˂0.25µW
 Frequency error: ………………………. ˂ +1.5Khz
 Adjacent channel power: ………….. ˂ -70dBc
CHARGER
 Dual slot charger with trickle charging. Operates on 12 – 24 DC, or 115/230 VAC
with external mains adapter. Wall and table mountable.
 Size, WHD: ………………………………… 155mm x 69mm x 83mm
 Weight: ……………………………………… Approx. 300g
FUNCTIONAL DESCRIPTION
RADIO UNIT
Location of controls and facilities of the TR20

1. PTT (Push to talk)

2. Up
3. Menu
4. Channel
5. High / Low power
6. Channel16
7. Battery release
8. ON / OFF
9. Down
10. Squelch
11. Enter DW/TW
12. N/A
13. Antenna
OPERATING PROCEDURE
The operation of TR20 is based on function keys and menus. The display indicates
the chosen function by the arrowto return to standard screen other operating
function keys. Press ‘’ENTER’’ (11) to return to standard screen other entering the
menus, press menu (3)
Appendix K
PARTICULARS OF MOB LIGHT & SMOKE BUOY

Stbd. MOB light & Smoke Buoy Port MOB light & Smoke Buoy
There are two MOB light & Smoke bouy on board located outside the bridge deck
port and stbd and arranged to deploy manually when there is MOB situation.
On board the MOB light and smoke buoy (Comet PainsWessex brand) is a SOLAS
approved type and mounted vertically facing seaward and installed on port and
stboard outside the bridge.in a height of 10 meters and clear, unhindered to drop
into the sea surface. MOB signal is attached to the lifebuoy with a minimum weight
of 4 kgs.and the length of connection line in 3.6 meters as per SOLAS standard. It is
also installed to the side of the lifebuoy. Remember the the light signal of MOB is
limited in lifetime and to be replaced according to the date of expiration attached to
he equipment.
Operating instruction
 In case of man overboard, throw lifebuoy overboard and the signal will be
released automatically.
 Attached to lifebpouy shute: removed pin and weight of the lifebuoy will
automatically release the signal
Signal produces dense orange smoke for 15 ,imutes and white lights for 2 hours at 2
candela minimum.

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SOLAS Training Manual

SRV OCEANIC VEGA

SOLAS TRAINING MANUAL

According to SOLAS Chapter III / Regulation 35

SRV OCEANIC VEGA WesternGeco Vessels

Manual Title Manual Number Custodian (position)

SOLAS TRAINING MANUAL Captain

Rev.No Effective Date Description Prepared by Reviewed by

00 18.12.2020 Made Vessel Specific K.Kudriavcev B.Hasle

Latest revision approved by Signed : Captain K.Kudriavcev

COMMENTS AND SUGGESTIONS

Please indicate the document number, release level and date.

(A photocopy of the relevant pages would be useful).

Please provide your name, title and work site identity.

SRV OCEANIC VEGA Solas Training Manual

SRV OCEANIC VEGA Solas Training Manual

SECTION 2 Mustering at Assigned Stations

SECTION 3 Personal Lifesaving Appliances on Board

iii Table Of Contents

SRV OCEANIC VEGA Solas Training Manual

3.6.1 Method of operation

SECTION 4 Survival Crafts and Rescue Boats

SECTION 5 Surviving at Sea

SRV OCEANIC VEGA Solas Training Manual

SECTION 6 Rescue at Sea

SRV OCEANIC VEGA Solas Training Manual

6.3 The retrieval stage

Appendix B SHIPS SAFETY PLAN

c) Helicopter Rescue (Lloyds Publication)

SECTION 2 MUSTERING AT ASSIGNED STATIONS

2.1 GENERAL INFORMATION ON MUSTERING AND DRILLS

2.2 PERSONAL RESPONSIBILITY

2.2.1 Joining a Vessel

MANY LIVES HAVE BEEN LOST BY PREMATURE AND UNNECESSARY ABANDONMENT OF

2.3 BASIC HELICOPTER SAFETY

2.3.2 When enroute in a helicopter, follow these safety rules:

2.3.4 Loading Equipment

2.4 SHIP ABANDONMENT

Cabin Rank Duties Rank Cabin

2.6 ACTION ON HEARING FIRE ALARM

a) Master relieves officer on the bridge and is overall incharge.

2.7 FIRE STATION BILL

2.8 ACTION TO BE TAKEN IN EVENT OF MAN OVERBOARD

2.8.1 Recommendations to the Man Overboard

2.9 MAN OVERBOARD STATIONS PLANNING

2.10 SHIP’S SAFETY PLAN

(REFER TO SECTION 7 APPENDIX B FOR YOUR SHIP SPECIFIC SAFETY PLAN)

SECTION 3. PERSONAL LIFESAVING APPLIANCES ON BOARD

3.1 GENERAL INFORMATION

3.2 LIFEJACKETS & LIFEVESTS

3.3 DONNING OF LIFEJACKETS

3.4 SURVIVAL SUITS

3.4.1 Survival Suits on Board

Total Nos :________________________________________________________________________

Date of Man :________________________________________________________________________