3

Proficiency in fast rescue boats

Index

CHAPTER SUBJECT PAGE

1 Course introduction and learning objectives. 6
2 Use of fast rescue boats. 8
3 IAMSAR manual. 10
4 Requirements imposed on Fast Rescue Boats FRB (SOLAS/LSA). 12
5 Various types of FRB. 16
6 Engines and propulsion. 20
7 Inspection and maintenance of the boat. 24
8 Engine trouble and trouble shooting. 32
9 Equipment of an FRB. 36
10 Capsize and re-righting of the FRB. 38
11 Correct use of the Marine Porto phone. 42
12 What to do in a man overboard situation. 44
13 Launching the FRB. 46
14 Retrieving the FRB. 52
15 Waves. 54
16 Water tides plus current. 58
17 Manoeuvring. 60
18 Retrieving a man overboard, transport and recovery net. 62
19 Transfer of casualties. 64
20 Man overboard (direct/indirect). 66
21 Other purposes of the FRB. 70
22 Compass. 72
23 74
Appendix Abbrevations. 75
Appendix MSC/Circ.809 76
Appendix MSC/Circ.809/Add.1 80
Appendix MSC.1/Circ.1392 81
Appendix MSC.320 (89) 92
 5

Location Den Oever

Location Maasvlakte - Rotterdam

6 Proficiency in fast rescue boats.

Chapter 1

Course introduction and

learning objectives.

On completion of the training, the trainees will

have knowledge of:

Constructi
Equipment in the FRC
Maintenance and maintain the FRC
Handle a capsized FRC
Recover and transport casualties
Take charge of a FRC
Manage FRC during launch, SAR and recovery
Operating VHF, PLB, GPS, SART, EPIRB

Standard Training Certification and Watchkeping

Code.

The minimum specification for the competences for Fast Rescue Boats can be found in Annex 9 Part
A to the STCW Code: Table A-VI/2-2: (adopted on 18 May 2006)
Understand the construction, maintenance, repair and outfitting of FRB
Take charge of the launching equipment and appliance, as commonly fitted during launch and recovery
Take charge of the FRB as commonly fitted during launch and recovery
Take charge of a FRB after launch
Operate a FRB engine

Specification for minimum knowledge and skills in Fast rescue boats: According to table A-VI/2-
2 (adopted on 18 May 2006)

Construction and equipment and outfit of FRB and individual items of their equipment
Knowledge of maintenance, emergency repairs of FRB and the normal inflation and deflation of buoy-
ancy compartment of inflated FRB
Assessment of readiness of launch equipment and launch appliance of FRB for immediate launch and
operation
 7

Understanding the operation and limitations of

winch, brakes, falls, painters, motion com-
pensation and other equipment as commonly
fitted
Safety procedures during launching and reco-
very of FRB
Launching and recovery of FRB in prevailing
and adverse weather and sea conditions
Assessment of readiness of FRB and
rela-ted equipment for immediate launch
and operations
Particular characteristic, facilities and limitati-
ons of FRB
Procedures for righting of a capsized FRB
How to handle a FRB in prevailing and
adverse weather conditions
Navigational and safety equipment available
in a FRB
Search patterns and environmental factors
affecting their executions
Method of starting and operating a FRB engi-
ne and its accessories.
IMO Model course.
8 Proficiency in fast rescue boats

Chapter 2

Use of fast rescue boats

Ship Contingency Plans

Ship Contingency Plans will describe the actions, relevant for the type of vessel and equipment used, to
take in the event of a calamity on board a vessel. One of the topics covered is the e mergency procedure/

The emergency procedure will describe initial actions to take by the Master, FRB coxswain and crew before,
during and after launching a FRB. Another topic will be the rescue, treatment of and transfer to safety of
casualties after recovery.

Crew needs to be trained accordingly and the procedure/plan will be revised when there are changes in
legislation or best practices.

The reason for the presence of fast rescue boats on ships is the value of these boats in various
conditi-ons, such as:
A man overboard situation
A general evacuation
A combined rescue operation
Transport of the injured or medical
assistance
Assistance in searches.

In the first instance, the man overboard

boat is installed on board to be able to
guarantee rapid transport capacity in a man
overboard situation. The casualty who falls
overboard may be faced with:
Injuries as a result of the fall
The risk of drowning
Hypothermia

Man overboard.
 9

The man overboard boat must also be suitable for

deployment in the event of a general evacuation of

lifeboats boats together, in a safe area. It is also

possible you will be asked to provide assistance in
a combined rescue operation.

This could for example include an emergency lan-

ding by a helicopter on the water. The man over-
board boat is also suitable for transferring the in-

assistance is delayed, or completely impossible.

The man overboard boat may then be requested to
provide assistance in a search.

General evacuation.

This could for ex

possible to initiate a search pattern, involving a

series of different ships. Details on these search
patterns and how to respond are available in the
IAMSAR Manual Volume 3.

Safe transfer of personnel in regular or emergency

situations. For example a medic needs to be trans-
ferred from a platform to a fishing ship. Workers
needs to be transferred from a ship to a pontoon.

Start a Search and rescue after the team gathered

enough information to determine a datum so they
can choose a search pattern and launch the FRB

Assisting during a Search And Rescue SAR opera-

tion is possible if the coastguard or the On-Scene
Coordinator asks for the help of your rescue boat.
IAMSAR Manual. You are now part of a team of units that follows
orders from an OSC. It is possible that you search
together with other rescue boats, vessels, helicop-
ters, air planes, divers, navy, etc
10 Proficiency in fast rescue boats

Chapter 3

IAMSAR Manual.

the Interna-tional Civil Aviation Organization (ICAO). The publication consists of three volumes, one about the
Organisa-tion and Management, secondly the Mission coordination and thirdly mobile facilities.

SOLAS Chapter V Safe navigation demands that an up-to-date copy of Volume III of the International Aero-
nautical and Maritime Search and Rescue (IAMSAR) Manual must be available on board.

The IAMSAR also describes which actions should be taken in assisting with a Search and Rescue operation,
together with a series of checklists with information about:

Method for replying to emergency signals.

Immediate action to be taken.
Travelling to the emergency area.
Preparations on board.
Rescue equipment
Signalling equipment
Medical equipment
Additional equipment

MS Hui Long (2005).

 11

By way of an example, the combined search pattern by 5 or more ships, with an air-
craft. Parallel courses are sailed in the drift direction. The distance between the ships
is weather-dependent. In the IAMSAR, a description is provided of how this can also
be carried out using 1, 2, 3 or 4 assisting vessels

IAMSAR search pattern.

12 Proficiency in fast rescue boats
13 12 Proficiency in fast rescue boats

Chapter 4

Requirements imposed on Fast Rescue Boats

boats (SOLAS/LSA).
We are faced with a series of international, European and national rules. These rules have arisen from various
treaties on saving human life at sea. These rules are laid down in the SOLAS (International Convention for the
Safety of Life at Sea, 1974 Convention; Regulation 34 of Chapter III of SOLAS refers to the Life -Saving
Appliances (LSA) Code, which in principle contains all applicable requirements for life-saving appliances. In
addition MSC/Circ.809 contains futher specific requirements for fast rescue boats.

Part A General and subsequent definitions:

Regulation 3.18: Recovery time Time to retrieve an FRB: this is the time necessary to retrieve the FRB,
until the persons can step onto deck. Included in this time is the time necessary for preparations such as
passing on and fixing the painter line, attachment of the hook and the lifting of the FRB. This time does
not include the time for preparing the hook for suspension above the water, for retrieving the FRB.
Regulation 3.19: Rescue boat: a boat designed to rescue people in emergency situations, and to marshal
life rafts.
Regulation 3.20: Retrieval is the safe recovery of
survivors.

Part B Requirements on ships and life-saving

equipment Passenger ship and Cargo ships:

Regulation 7.3 Personal life-saving appliances; an

immersion suit shall be provided for every person
assigned to the crew of a fast rescue boat.
Regulation 14 Stowage of rescue boats:
1. Ready to operate, and launch within not more
than 5 minutes.
2. For launching and retrieving in the correct
position.
3. That both the FRB and the launching device do
FRB STena Discovery.
not hinder the launching device of a rescue
boat and the rescue boat itself.
4. If it is also a lifeboat, this too must comply
with requirement 13.
 13

Regulation 17 Rescue boat embarkation, launching and recovery arragements:

The launching device of the FRB shall be in

such a way that the boat can be manned and
launched in the shortest possible time.
If the FRB is also used as one of the lifeboats,
it must also comply with the requirements laid
down in regulations 11 and 12.
The launching device must comply with regu-
lation 16; all FRBs must be capable, with or
without painter line, of being launched at a
travelling speed of 5 knots, in calm weather.
The recovery of the FRB with a full crew and
equipment may not take longer than 5 minu-
tes, with moderate seas.
It must also be possible to have a stretcher
removed from the boat, without creating
problems.
When using heavy sub-blocks, foul weather re-
covery straps must also be available.

Section II Passenger ships

(additional regulations).
Regulation 21.2 Rescue Boats; Passenger ships of Rescue Boat.

500 gross tonnage and over shall carry at least

one rescue boat complying with the requirements
of section 5.1 of the Code on each side of the ship.
Passenger ships of less than 500 gross tonnage
shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code. A
lifeboat may be accepted as a rescue boat provi-
ded that it and its launching and recovery arran-
gements also comply with the requirements for a
rescue boat.

Marshalling life rafts. Regulation 21.3.1 and

21.3.2:
The number of lifeboats and rescue boats that are
carried on passenger ships shall be sufficient to
ensure that in providing for abandonment by the
total number of persons on board not more than six
liferafts need be marshalled by each lifeboat or
rescue boat.
The number of lifeboats and rescue boats that are
Pride of Rotterdam. carried on passenger ships engaged on short inter-
14 Proficiency in fast rescue boats

national voyages shall besufficient to ensure that in providing for abandonment by the total number of per-
sons on board not more than nine liferafts need be marshalled by each lifeboat or rescue boat.

Regulation 23.2: Survival craft and rescue boat embarkation arrangements.

Rescue boat arrangemets shall be such that the rescue boat can be boarded and launched directly from the
stowed position with the number of persons assigned to crew the rescue boat on board.

Regulation 26.3 additional requirements for RORO passenger ships for FRBs.
At least one of the FRBs o
recommendations of the IMO. This also applies for the launching device. Also for these FRBs, it must be
possible for them to be launched and retrieved in worsening weather conditions. At least, the two staff

teams (2x3) therefore 6 people must be trained ac-

cording to the STCW treaty. If the RoRo passenger
vessel is built before 1 July 1997, the FRB can be
placed at the position of an existing lifeboat.

Rescue equipment.
Every RoRo passenger vessel must be provided
with efficient equipment to enable the rapid res-cue
at sea of people in distress and any such casu-alty
must be quickly brought back on board using any
rescue equipment and rescue boats. The res-cue
method may be part of the Marine Evacuation
System MES, or a system designed for rescue pur-

Marine Evacuation System MES.

poses. If the MES is used, then they must be

equip-ped with grappling hooks or ladders, to climb
onto the deck.

Chapter V - Additional requirements for fast

rescue boats.
Fast rescue boats shall be so constructed
as to capable of being safely launched and
retrieved under adverse weather and sea
conditions.
Fast rescue boats shall be provided with suf-
Markings on a FRB.
ficient fuel, suitable for use throughout the
temperature range expected in the area in
 15

which the ship operates, and be capable of manoeuvring, for a period of at least 6 hour, at a speed of at
least 20 knots in calm water with a crew of 3 persons.
And at least 8 knots when loaded with its full complement of persons and equipment.

Section III Cargo ships (additional require-

ments). Regulation 31.2 Rescue boats
Cargo ships shall carry at least one rescue boat
complying with the requirements of section 5.1 of
the Code. A lifeboat may be accepted as a rescue
boat, provided that it and its launching and reco-
very arrangements also comply with the require-
ments for a rescue boat.

Life-saving appliance (LSA) Code; Chapter V

- Rescue Boats.

A lifeboat may be deployed as an RB, if both

the boat and the launching device comply with Lifeboat and rescue boat.
the requirements laid down in the LSA code for
testing.
Requirements are also laid down here on floating equipment attached to FRBs, also in terms of sufficient
protection against impact and forces.
RBs must have an inflatable hull or a rigid hull, or a combination of both.
Not shorter than 3.8 metres and not longer than 8.5 metres.
The capacity must be such that at least 5 people can sit and 1 person can be laid on a stretcher. Not
coun-ting the gangway or the inflatable chambers.

also subject to the LSA code, if we look at the construction.

Unless the boat has sufficient shear, the FRB must be fitted with a tube cover which is not less than 15%
of the length of the boat.
a period of 4 hours.

the water, to marshal life rafts and to tow the largest life raft on board, at a speed of at least 2 knots.
An RB may be equipped with an outboard or inboard motor, the rudder and the tiller may be part of the
motor.

against fire and explosion.

Possibilities for towing must be permanently fitted, for the marshalling or towing of rafts.
Every RB must be self-bailing, or have a bailing pump system, to be able to bail effectively. This may also
be automatic.
-tight compartment, in which small objects and the equipment can be
stored.
16 Proficiency in fast rescue boats. 16 Proficiency in fast
rescue boats

Chapter 5

Different types of FRB

There are various types of FRB boat, which differ in design and capabilities. The choice of FRB will depend on
the purpose for which the boat is to be deployed. However, they can be broken down into three versions,
namely:

Inflatable
Rigid
Rigid inflatable

All three boats have advantages and disadvantages in respect of one another. The inflatabl e FRB generally
consists of wooden or aluminium floor panels, held in position by air chambers. The inflatable boat is rela-
tively small, as is the number of air chambers. The stern plate is extra strengthened, in order to suspend an
outboard motor. Rescue lines are attached around the inflatable chambers, and the chambers also feature

a number of handholds. There are strengthened lifting

eyes fitted in the boat, to allow them to be lifted by three
or four-point cradle.

Inflatable boat.
These boats are subject to additional requirements in
respect of the air chambers, in the LSA code:

An inflatable FRB must be constructed in such a way

that when lifted by a three or four-point cradle, the
FRB provides sufficient strength and rigidity to be
launched and retrieved with full crew and equip-
ment at 20 +/ 3°C, with overpressure valves not
functioning; a strength test with a load test of 1.1;
30°C with overpressure valves operating.
The inflatable boat must still be able to sail in va-
rious sea conditions, after 30 days on deck exposed
to various weather conditions.

Inflatable.
 17

The inflatable boat must be additionally equipped with serial number, the name of the maker, brand name
and date of manufacture.
The buoyancy of the inflatable shall consist of at least 5 separate chambers of equivalent volume.
The floatation bodies must have sufficient residual buoyancy for the number of persons specified (aver-
age weight 75 kg) that in the event of the front compartment or floatation chambers on one side beco-
ming punctured, there is still sufficient freeboard.

Each floatation body must be equipped with a Advantages of a Rigid FRB:

shut-off valve with non-return valve, for infla-
ting or deflating the floatation bodies. A seaworthy boat (heavy).
On the bottom and other susceptible points, Unsinkable.
additional rubber strengthening must be
applied. Disadvantages of a Rigid FRB:

Advantages of an inflatable FRB are: A higher freeboard as compared with an infla-

table FRB.
The boat is not so expensive. Expensive.
There is plenty of space in the boat. Difficult to repair.
The boat is casualty-friendly. Not casualty friendly.
The boat is light and easy to handle. Heavy boat, so solid launching construction.
The boat is maintenance-friendly. Slower boat.

Disadvantages of an inflatable FRB are:

Light-weight therefore can easily capsize.

Low sitting position so poor view.
Uncomfortable in short waves.

Rigid.
These boats may be produced from fire-retardant
polyester or aluminium. These boats are built

a double hull filled with foam which ensures the

boat is unsinkable.

Rigid MP660.
18 Proficiency in fast rescue boats

Rigid Inflatable.

The combination
RIB. By combining the best characteristics of the two types, the RIB is produced. The polyester / aluminium
bottom is V-shaped, which is good for the sailing characteristics.

Advantages of an RIB:

A fast boat.
Manoeuvrable.
Average weight.
Crew-friendly.
Casualty-friendly.

Disadvantages of an RIB:

Less seaworthy.
Costly.

RIB.
 9
20 Proficiency in fast rescue boats

Chapter 6

Engines and propulsion.

In practice, there are several methods of propulsion including:

The petrol outboard motor

The diesel outboard motor
The diesel with screw propulsion
The diesel with water jet propulsion
The diesel with stern drive.

Outboard Engine.
The petrol outboard motor is to be found on light boats such as the inflatable and small RIBs. The power used
depends on the size and rigidity of the boat. Most outboard engines nowadays are 4 stroke engines, but
occasionally 2 stroke engines can still be found on board ships.
Besides petrol outboard engines, diesel outboard engines are on the market as well.

Advantages of outboard motors:

Reasonably reliable.
Cheap.
Easy to replace.
Underwater exhaust.
Low noise.
Direct steering.
Considerable space left in the boat.

Disadvantages of outboard motors:

Propeller is vulnerable.
Propeller is casualty-unfriendly.
Reversing is limited.
Petrol is highly inflammable.
Needs to be watercooled during use.

Outboard engine.
 21

Diesel engine.
The diesel engine has been specially designed for these boats. These motors are small and compact. The en-
gines generate considerable power and a generally equipped with turbochargers to increase power.

Advantages of onboard diesel:

Heavy motor offering extra stability.
Reliable.
Diesel is less inflammable.

Disadvantages of inboard diesel:

Costly
Considerable loss of space
Boat useless if engine breaks down
Noise
Little space for repairs.

Inboard engine.
Propellor or waterjet.
Propeller or water jet propulsion. This choice is made by setting advantages and disadvantages against one
another. Although in certain countries, like Norway, the propeller is not permitted.

The diesel engine with stern drive.

The advantage is that this engine has characteristics which also apply for an outboard motor, whilst the weight
of the engine can be transferred forward. Disadvantage is that if damaged, the stern drive is extre-mely costly.
What is the difference between the operation of a propeller and a water jet? The propeller works by directly
pushing away the water, whilst the water jet ejects water, which then collides with the surrounding water. A
sort action-reaction effect.

Advantages of water jet propulsion:

No risk to casualty.
Few protruding parts below the surface.
Shallow draught.
No risk of propeller damage.
Handy for rapid manoeuvrability.

Disadvantages of water jet propulsion:

Less power and loss of approx. 30 to 40%.
The intake can become blocked.
Objects may enter the pump.
Less direct steering.
More practice required.
Waterjet.
22 Proficiency in fast rescue boats

With a propeller, we must be aware whether it ro-

tates clockwise or counter-clockwise, in order to
recognise manoeuvring characteristics. Propulsion
by propeller is better than with a jet, but there are
advantages and disadvantages:

Advantages of a propeller:
More power with lighter motor.
Choice of propeller can be changed.

Disadvantages of a propeller:
Casualty unfriendly.
Damage to blades; susceptible. Propellor cage/prop guard.
Less manoeuvrable

A propeller must be provided with a protective

cage or prop guard which makes this system also
casualty-friendly. For those on board or people
who fall overboard, the risks of the propeller are
also eradicated. However, such a system is limited,
depending on power.
Proficiency in fast rescue boats 23

Chapter 7

Inspection and maintenance of the boat.

The average FRB is exposed to wind and weather throughout the day. In addition, the FRB is exposed to a
range of weather conditions. As a result, these boats must withstand a great deal, and therefore require pre-
ventive maintenance and inspections. After all, the crew must always be confident that the boat is ready for
use, and will not experience problems, when travelling at sea in high winds. This chapter deals with inspecti-

ons. A weekly, monthly and annual inspection of the

FRB must be carried out on the ship or on board the

1. the air chambers

2. the hull
3. the launch and retrieval system
4. the self-righting system
5. the electrical equipment
6. appliances
7. steering
8. the fuel system
9. the motor

FRB in bad condition.

The air chambers (sponsons) . On RIBs and inflatable

boats, these are of course vital. The material may
consist of several layers, for example:

Hypalon synthetic rubber with a long useful life, high

impact resistance, high resistance to penetra-tion
and chemical damage.
Very high-quality adhesion method to fibres.
Textile fibre with very high tear resistance.
Polychloroprene synthetic rubber with a double
seal, considerable flexibility and resistance to che-
Material sponsons. mical damage and weather.
 25

The inspection of air chambers consists of:

The chambers must be at the correct pressu-
re, as listed in the manual or indicated in the
boat. Never fill the chambers with a compres-
sor, since too much moisture will be pumped
in. Every chamber has a filler opening and
often an overpressure valve.
Surface attachments, towing eyes or grabs
must be correctly applied and may not work
free at the corners.
The seams of the various air chambers must
be carefully sealed.
The rubber bump strips must sufficiently pro-
tect the air chambers, or must be replaced. Sponson.
The connection between the air chambers
and the fixed hull must be sound, and un-
damaged. Above all the stern plate must be
carefully checked.
The air chambers must also be checked for
wear and damage.

The hull inspection consists of:

Checking whether there is damage to the
polyester.
The various attachment points, e.g.:
The suspension of the outboard motor
The tube cover is well connected to the hull.
The attachment points on the roll frame.
The points at which the steering console,
seats and motor are attached.
The points where the lifting frame is
attached.
If a double hull is used, this must occasionally
be drained.
Polyster damage.
 26 Proficiency in fast rescue boats

Inspecting the launch and retrieval system:

via a launch installation, known as a davit.

What types of davit are there:

A life raft davit, which can launch both life rafts
and the FRB.
A drop davit / gravity davit consisting of a sin-
gle arm.
A drop davit / gravity davit consisting of two
arms.
A multiple-armed davit. Liferaft/FRB davit.

In the International Code for rescue equipment and fa-

cilities, in chapter VI we find the requirements imposed
on davits:

It must also be possible to launch the FRB in poor con-

ditions such as 10 degree head or rudder load, and at
20 degree list to port or starboard.
It must also be possible to launch the FRB without
power supply. Manual or hydraulic pressure.
The davit must be easily maintainable by the crew.
The launch installation must be tested with a static
test load, with a factor 2.2 of the working load.
For all eyes and hooks, a safety factor of 4.5 must
be achieved.
For cables and blocks, a safety factor of 6 must be
achieved.
Single arm davit. This also applies for cold weather conditions.
The FRB must be retrievable with full crew.
With full crew, the FRB must be retrievable at a
speed of 0.3 m/s
Embarkation and debarkation must be carried out
safely.
It must be possible to launch the FRB from the

the launching of the FRB must be clearly visible.

Double arm gravity davit.

 27

The launching cables must consist of steel

cables which are anti-corrosion and anti-twist.
The winch and the launching installation must
be sufficiently strong to withstand a static test
load of 1.5 times the working load and
a dynamic test load of 1.1 times the working
load at maximum lowering speed.

FRB davit.
SOLAS chapter III; Regulation 36 Instructions for
on-board maintenance of life-saving appliances
Weekly, monthly, yearly and five-yearly inspec-
shall be easily understood, illustrated wherever
tions are therefore described. The following
possible, and, as appropriate, shall include the
aspects must be covered:
following for each appliance:
Wear of cables and pulleys.
Do all pulleys run smoothly.
A checklist for use when carrying out the Attachment of the launching device to the
inspections required by regulation 20.7; deck.
Maintenance and repair instructions;
If a three or four-point system is used, this
Schedule of periodic maintenance; must also have a certificate, but still be chec-
Diagram of lubrication points with the recom- ked for wear.
mended lubricants;
With a fixed lifting frame, a certificate must
List of replaceable parts;
also be present. Check attachment points.
List of sources of spare parts; and
If fasteners are used these must be checked
Log for records of inspections and
and lockable.
maintenance.
Inspection of the self-righting system consists of:
Checking whether the self-righting bag is
attached with rigging lines.
Whether the self-righting bag cannot be
prevented from inflating by objects getting in
the way, such as aerials, radar reflector, etc.
Checking whether the CO² bottle has not
been pulled. Check for the green indicator on
the bottle cap.
Is the CO² bottle well attached with a bracket
surrounded by anti-slip.
Check the inspection date. This is after all a
pressure vessel subject to corrosion.

Check self rightening system.

28 Proficiency in fast rescue boats

Inspection of the electrical equipment consists of:

Is the battery in good condition. Remember the
useful life. Is the battery protected against
water by a watertight battery compartment.
Are all electrical components tight and slightly
greased to prevent penetration by condensati-
on water and seawater.
Does the illumination of the navigation lights,
searchlight, dials and compass work.
Test the radio for transmission and reception.
Do all switches work and do the meters issue a
good indication.

Inspection of the steering arrangement consists of:

Battery compartment.

Checking whether all connections of the stee-

ring arrangement are tight and smooth.
Are all moving parts greased.
Is there any play in the steering system.
Check that the steering arrangement experi-
ences no resistance or tight running.
Is the steering wheel tightly connected and
locked.

Inspection of the fuel system:

Here we differentiate between the outboard

motor and the diesel.

Steering wheel.
The inspection of the fuel system for a petrol
outboard motor consists of:
Is the fuel tank fully secured.
Check for leaky joints and correct tightness.
Is the fuel tank full with the correct fuel.
If the fuel is automatically mixed, the mixer
tank must also be filled.
Using the bellows system, remove any air
from the system and apply pressure. Check
again for leaks.
If the tank cannot be pumped to a vacuum,
the vent is open.

Secured fuel tanks.

 29

The inspection of the fuel system of a diesel mo-

tor consists of:
Check the fuel volume and do not rely on the
gauges.
Fill the tank to prevent condensation in the
tank, and seal the tank tightly.
Check the pipes for leaks.
If possible, check whether there is water in
the tank. It is often possible to drain off any
water.
Before a frost period, the tank should be filled
with winter diesel. Otherwise there is a risk of
flocculation. If the diesel flocculates, you must
replace all your filters. The diesel engine will
Diesel Fuel Cap.
not start with flocculated fuel.

Inspecting the engine: Here too we differentiate

between a petrol outboard motor and a diesel
engine. The inspection of the outboard motor
consists of:
Check whether the motor is correctly atta-
ched to the stern plate.
Can the motor be tilted, and is it possible to
lock the motor in this position.
Check for any motor damage.
Inspect the propeller.
Inspection of the outboard engine. Remove the cover and inspect for damage
and loose parts. Also check whether the
motor is clean and that there are no salt
deposits.
Test the motor by starting according to the
instructions.
30 Proficiency in fast rescue boats

1. Ensure water cooling by connecting a water

hose to the motor.
2. Use the bellows to remove air from the fuel
system.
3. Use the choke if the motor is cold. Do not
flood the motor.
4. Apply throttle in idle condition (propeller
uncoupled), attach the kill cord.
5. Start the motor by using the draw cord or
with the electrical starter.
6. Allow the motor to reach operating tempera-
ture, but do not run at too high engine speed
At low engine speed, allow the motor to reach
operating temperature and stop the motor with
the kill cord. This automatically testes this
device, too.
Replace the cover correctly, and the motor
has been tested (do not forget the spare!).

A small outboard motor has the following

appearance:
(only on small motors a tiller with rotary handle)

1) tiller with throttle

2) carburettor
3) flywheel
4) cylinder (x 2)
5) sparkplug
6) crankshaft
7) drive shaft
Two stroke petrol outboard.

8) exhaust pipe
9) cavitation plate
10) trimming plate to counter wheel effect
11) exhaust via hub
12) propeller protection
13) propeller seal
14) reverse clutch
15) operating rod reverse clutch
16) cooling water pump
17) bottom bearing
18) holes and bolt for motor adjustment
19) tilting device with lock.
Kill cord.
 31

Inspection of the diesel engine consists of:

Is there sufficient coolant. If not, top up and carefully close the cap. This only applies for
diesels with an internal cooling system. If no such system is fitted, the boat can only be
started in the water.
Check for sufficient oil. Otherwise top up.
Test the engine by starting it according to the instructions.
It is important to know how the cooling system operates. Can the engine operate for
several minutes without cooling. Also consider the cooling water pump (impeller). This
can burn out within seconds.
Switch on the battery main switch.
Attach the kill cord.
Disconnect the propeller or water jet and apply the throttle slightly.
Pre-glow if necessary.
Start the engine.
If the boat is being tested in the water, check whether the coolant exits the engine.
Allow the engine to run at low speed to the required temperature, and then cool back
down.
Test the kill cord by stopping the engine.

Diesel compartment.
32 Proficiency in fast rescue boats

Chapter 8

Engine trouble and trouble shooting.

In the event of engine trouble, we may be faced with the following problems:
The engine will not start.
The engine runs irregularly or falters.
The engine runs briefly and then stops.
The engine does not run well in neutral
The engine runs faster than normal.
The engine runs slower than normal.
The boat does not achieve normal speed.
The engine runs hot.

The failure of the engine to start may be due

to:
The engine is too cold. Use the choke or
preglow.
The kill cord is not attached or main switch
is not switched on.
Is there sufficient fuel, or is the fuel supply
faulty.
If the battery is in poor condition or empty,
this will be clearly audible.
If when starting the engine does not turn
over, this may be due to the starter motor,
or the engine has become blocked.
Glowing.

With an outboard motor, the motor may be flooded, or there may be a problem with the spark plugs.

The engine runs irregularly or falters:

The first possible cause is the fuel system; if there is still enough fuel, is the engine receiving fuel? Is the
filter blocked? or is there a leak causing air to enter the system?
Wrong or poor quality fuel. Possibly flocculating diesel or a wrong mixture for an outboard engine.
A poor spark plug or the ignition is incorrectly set.
A spark plug cap may be loose.
 33

The engine runs briefly and then stops: The engine runs slower than normal:
No more fuel. The fuel supply is insufficient.
The fuel supply is interrupted due to a poor Wrong fuel or poor mix.
connection or a blocked filter. Spark plugs or ignition faulty.
If the tank is loose, the vent may be closed or The cooling system is not operating correctly,
there may be a kink in the hose. so a thermal protection is slowing down the
There may be water in the tank. engine.
The stern board is too low.
The engine does not run well in neutral: The angle of trim is incorrect.
The engine is still too cold. Wrong weight distribution.
The fuel supply is faulty.
The fuel is not well mixed. The boat does not achieve normal speed:
The wrong spark plugs are being used. The fuel supply is faulty.
Incorrect fuel or problems with mixing.
The engine runs faster than normal: Spark plugs or ignition faulty.
The propeller is damaged. The cooling system is not operating correctly.
The angle of trim is incorrect. Propeller damaged or with water jet, the
The weight distribution is wrong. filter may be blocked.
The stern board is too high (outboard) The engine is attached differently.
The wrong propeller (pitch/diameter).
The engine runs hot:
The cooling pump is not working, or faulty.
Consider the impeller.
The cooling system is blocked.
The intake is blocked.

Control panel.
34 Proficiency in fast rescue boats
 35
36 Proficiency in fast rescue boats

Chapter 9

Equipment of an FRB.
According to Life-saving appliance (LSA) Code, chapter V, regulation 5.1.2. the equipment must meet the
following requirements. All equipment except the boat hooks must be placed in storage areas or in special
holders on the boat. The equipment may not get
in the way of launching and retrieving the FRB. All
items of equipment must be as small and light as
possible. The equipment consists of:

ing in calm water.

uncoupling system

towing rafts.

plus spare batteries and bulb

Equipment.

metres in length.
earch light capable of illuminating an ob-
ject at night at a distance of 180 metres, over
a width of 18 metres The light must have an
operating time of at least 6 hours, of which 3
hours uninterrupted.

hermal protective aids) for 10% of the

maximum number of occupants, or at least 2.
-extinguishing equipment of an
approved type suitable for extinguishing oil
fires.
Equipment.
 37

Handsfree and watertight VHF radio- commu-

nication set (MSC./Circ. 809)

Extra for rigid boats:

A boat hook.
A bucket
A knife or axe

Extra for inflatables:

A floating safety knife
Two sponges
A hand pump
A repair set for minor damage Radar reflector.
A safety boat hook.

Painter release.

Emergency Steering
Fast rescue boats should be steered by a wheel at

emergency steering system providing direct con-

trol of the rudder, water jet or outboard motor
should also be provided. According 4.1.7
MSC/Circ. 809 see appendix page 76.

Thermal Protective Aid TPA.

38 Proficiency in fast rescue boats

Chapter 10

Capsize and re-righting the FRB.

You must always be careful to avoid the risk of capsizing. Nonetheless, always remember that it could hap -
pen. Capsizing may be caused by excessive listing, due to cross seas, sailing in waves, and flap over as a
result of waves and wind. Every type of boat has its limit. With a heavy RIB, the limit is very high. A list of up to
90 degrees is still stable. However, an unexpected curling wave will even cause this type of boat to capsize.

Good sailing behaviour is the best method of

avoi-ding capsizing !!!
To avoid capsizing, it is important to:
Sail in a controlled manner with one hand on
the tiller and the other always on the throttle.
Train regularly to learn the characteristics of
the boat, and to learn to read wave patterns.

There is always a risk of capsizing, so remain

alert and think of the following points:
Use the kill cord.
How do I use the equipment, following a
capsize.
Instructing the crew on what to do following a Inflatable righting bag.
capsize.

How can the boat be re-righted. Three methods:

1. The boat is self-righting.
2. Using a self-righting bag
3. By using your own weight. Think of re-righting
a raft (see series of photographs).

Fixed self righting system.

 39

Capsizing step by step:

At the moment of capsize:

Lower your head as far as possible towards
the deck, and lower the body.
Take a deep breath of air.
Keep tight hold of a grab point.
The driver will attempt to pull the kill cord.

Flap over or capsize.

Following capsize:
Face upwards and breathe
Check whether all crew members are present.
Try to increase freedom of movement by re-
leasing air from your suit, and when using an
automatically-inflating lifejacket, vent some of
the air.
Try to move as little as possible.
Look for equipment (see anchor/rescue line).
Make an escape plan.

Escape:
One at a time.
On the upwind side.
Maintain contact with the boat using the grab
line. Capsize - escape.
Try to avoid kicking of your legs while
escaping the FRB
Move towards the rear of the boat
Again check that all crew members are
present.

Re-righting: (assuming the boat has a self-righting

bag)
Attach a rescue line to the stern board, to
which all crew and passengers can hold tight.
The person closest to the board will use the
draw cord to activate the CO2 bottle.
Remain clear of the sides.
Climb back on board (via the stern board and
motor).
Capsize and re-righting.
Pull all lines on board and activate the sea
anchor.
40 Proficiency in fast rescue boats

Try to start engine:

Check the engine and compartments for
water.
Attach the kill cord.
Try to start in neutral, at high engine speed.
If the engine does not turn over, stop your
attempts.
Contact your base with the VHF or backup
radio (if unavailable, use emergency signals).
Leave the self-righting bag inflated.
Pass on your position in respect of the base.

Capsize and re-righting.

Boarding the FRB. Starting the engine.

42 Proficiency in fast rescue boats

Chapter 11

Correct use of the Marine Porto phone.

For correct use, a basic course is important and in fact required by law. The Marine Porto phone (VHF) may
only be used if permission has been issued, and there is a person on board who holds the ROC or GOC
marine radio certificate. Communication is always required. The bridge and the FRB will want to remain in
good con-tact. You can then issue a report on the situation and the condition of the casualty. Always keep
reports short and try to speak clearly. When you have finished speaking say over. The other person will then
know they can respond. If a question, notice or reply is given, the receiving party will confirm by repeating
part. Once the call is finished, end with out.

Correct use of the VHF is important, so here are the most important aspects in brief:

Be informed about your own radio, its operation and range.

Be aware of the channels.
16 Call channel
67 Search and rescue
6/15/17 Work channels
70 DSC (digital selective calling)
First listen before broadcasting (the channel may be occupied)
Think first what you want to say before transmitting;
Each message must consist of the following elements:

The station you are calling (1x) TCH

Own name (2x) THIS IS NORSAFE 1
Request reply ...... OVER
Message CASUALTY FOUND OVER
End of Message OUT
 43

Examples appear below.

I am in distress
I need assistance
Say again
Copied last Message

Repeat your last message

I have engine problems

A ALFA
B BRAVO
C CHARLIE
D DELTA
E ECHO
F FOXTROT
G GOLF
H HOTEL
I INDIA
J JULIETT
K KILO
L LIM
M MIKE
VHF Radio. N NOVEMBER
O OSCAR
P PAPA
Q QUÉBEC
R ROMEO
S SIERRA
T TANGO
U UNIFORM
V VICTOR
W WHISKEY
X X- RAY
Y YANKEE
Z ZULU
44 Proficiency in fast rescue boats

Chapter 12

What to do in a man overboard situation.

A person falls overboard. His colleague sees this happen and reacts as follows:

Throw a floating object (rescue buoy smoke/ light)

Do not loose sight of the person.
Inform the bridge / control room.

Bridge.
 45

How to respond rapidly:

The GPS Satellite navigation has an MOB

button, which makes a waypoint of the last
position.
An alarm must be issued (Man overboard
alarm / PA system).
Captain to bridge or OIM to control room.
Somebody should be sent to the bridge or
highest point with radio and binoculars.
PAN PAN PAN message to coastguard
or nearby vessel.
The decision to launch the FRB boat is the
responsibility of the captain or the Offshore Lifebouy with marker.
Installation Manager. This will of course de-
pend on weather conditions, and is reliant on
good seamanship.

The ship will manoeuvre, and will have to reduce

speed and attempt to come back onto the previ-
ous course, to approach the casualty directly.

Intercom.
46 Proficiency in fast rescue boats

Chapter 13

Launching the FRB.

The man overboard team responds as follows:

The crew members quickly change clothes.

The boat is prepared for launch.
The boat must be ready for use. Still check
everything
Start the engine before entering the water
Check the radio link with bridge /control room.
ponsible officer.

Immersion suit and lifejacket.

The crew members quickly change clothes.

If the MOB alarm is sounded, the duty crew will form the FRB team. Three or two trained people are required
as standard on board an FRB. If there are any doubts for example about the weather, it is perhaps better not
to launch. Rule number one remains think of your own safety. Some companies have in fact already drawn up
standard rules for launching. These rules relate to the weather and wave height. This can be seen as a form
of protection for the team. Some members find it difficult to refuse a call-out in spite of the risks to their own
safety.
 47

The crew must wear insulating suits. Specially designed

survival suits, complying with the SOLAS requirements, are
recommended. A lifejacket, preferably a fully automa-tic
SOLAS approved lifejacket is also recommended. There are
150N jackets for use with medium protective clothing, such as
a work overall. For heavy protective clothing, such as a dry
suit, you can best use a 275 N lifejacket. Of course, you can
also use a SOLAS approved block lifejacket. This system is
less comfortable, but you are guaranteed that the lifejacket
will keep you afloat, and it is self-righting in the event of
unconsciousness. To protect the eyes, you could wear safety
goggles. You can protect your hands with the gloves in the
suit. Some companies have special helmets with built-in
communication and face protection.

Face an eye protection.

Following kitting up, the crew check one another. Above all concentrate on buckles, straps and the lifejacket.

ver the jacket itself. Otherwise it can no longer be worn following

activation of the jacket. The zip of the dry suit must be closed, particularly in bad weather. The MOB team may
only climb on the boat following this buddy check. The team will then carry out a final boat check, prior to
launch.

MOB immersion suits.

48 Proficiency in fast rescue boats

The FRB is prepared for launch. The launching of

an FRB boat depends on the launching installati-
on used. The launching installation must comply
with MSC./Circ. 809 and LSA Code. The systems
have advantages and disadvantages over one

Fast rescue boats and their launching device. Also

see SOLAS chapert III, regulation 12 launching
stations.

Advantages of the deck crane:

The crane has more outreach, and can respond
more quickly to waves / swell. The fast rescue boat
and its launching appliances should be such as to
enable it to
be safely launched and retrieved under adverse
weather and sea conditions and should be in accor-
dance with MSC/Circ.809 (see appendix page 76).
Disadvantages of the deck crane:
A crane driver is required and this takes time. Shipping launching arrangement.

Offshore launching arrangement.

 49

A launching appliance shall not depend on any me-

ans other than gravity or stored mechanical power

to launch the survival craft or rescue boat it ser-ves

in the fully loaded and equipped condition and also
in the light condition. A fixed launching instal-lation
is also far quicker. Below are a number of im-
portant points for launching:

The team must work well together.

Always use a painter line on a ship.
On a MODU, use control lines.
Be conversant with the hook system in use.
During the launch, always remain as low as
possible in the boat, to prevent falling out.
Possibly wear work gloves and helmets with
chin straps.

enters the water; if necessary, stop above wa-

Painterline.
ter level.

The boat should release whilst at the top of a

wave.
Do not forget the painter line and do not sail
over it.
Using the engine, try to keep the boat moving

Release painterline.
50 Proficiency in fast rescue boats

The FRC may be equipped with a lifting frame or a four-p -

-
ked to prevent unauthorised use. The advantage of an on load system is of course that when any force is ap-
plied to the launching cable, the FRC can still be disconnected. The ship can also lower the FRC boat into the
water at a preset speed, and by using the painter line, the boat remains close to the hook, and will not turn.

On load Schat Harding. Off load Hendrikson.

Off and On load Neddeck. Off load Cranston Eagle.

51
52 Proficiency in fast rescue boats

Chapter 14

Retrieving the FRB.

For retrieving the FRB, it may be necessary to first reset the hook; if the hook is on the boat, this will first have
to be carried out on board. With a hook attached to the lifting cable, this must be carried out on deck. In the
case of a ship, the painter line should be attached first. Then, the moving vessel will position the FRC beneath
the hook.
The hook should be located into the wind and against the current. With a water jet, the FRC is highly manoeu-
vrable. Also for retrieval, the same important points apply as above, but in reverse order. The launching and
retrieval are always hazardous moments during the recovery/retrieving process.

It is also important, following an exercise or ac-

tual deployment, that the FRC once again be
made ready for use. Remember the following
points:

Top up the tank.

Complete equipment, safely secured.
Wash down with fresh water.
Check the engine and as necessary remove
any salt.
Subsequently the weekly and monthly
inspections.

FRB retrieval.
53
54 Proficiency in fast rescue boats

Chapter 15

Waves.
Whenever a water mass is moved, we refer to the term wave. In this definition, we refer to horizontal and
vertical water movements. Horizontal: think of currents caused by high and low water. We will deal with the-se
further in the next paragraph. Vertical: sea movement due to the wind present at that moment, or swell caused
by the wind on previous days.

Wind is caused by differences in air pressure. The shifting of air masses causes wind, and that in turn causes
the surface of the sea to move. When we talk about the size of the sea or swell, we are talking about: length
of the waves; this is the distance between one peak and the rest. Height refers to the distance between the
wave top and the trough. The difference between waves and swell is that with waves, the length of the wa-ves
is shorter than swell. It is therefore easier to sail in swell conditions. Eventually, swell settles down, too.

Sailing close to the coastline is a completely different matter. Here, the waves are reflected, and start to
feel the land, which leads to shorter waves which eventually break. This then is the surf.

Development of waves.
 55

Sailing in different conditions and circumstances: Here, too, every ship is only as seaworthy as the crew is
pre-pared for its task. It is vital that the helmsman under all circumstances keeps one hand on the tiller, and
the other on the throttle so that if required, it is always possible to throttle back. Below we will discuss a range
of sailing conditions, and the required response.

Calm sea:
Few problems with sailing; a good opportunity to
get to know the boat. A calm sea could suggest a
high pressure area, which may lead to fog.

Rough sea:
Wind and waves; risk of flap over. This means re-
ducing speed before the top of the wave, but still
maintaining sufficient power. Instead of sailing
straight into the waves, follow a weaving pattern,
and cut into the waves at an angle of between 45
and 60 degrees. KNRM Narwal.

Wind and waves together:

Minor hazards; adjust speed so that the waves do
not overtake the boat. Just before reaching the top
of the wave, throttle back slightly to avoid surfing.
When sailing down from the wave top, the FRC will
pick up speed, and could break out, leading to a
capsize.

Wave height:
You will soon loose your vision due to the deep
wave troughs. So when at the wave top, maintain a
clear view, for example for identifying the course or
Wave Handling.
finding the casualty.

Steepness of the waves:

if waves are steep, phenomena and hazards occur
more quickly. The waves themselves may in fact
even break. Current and wind in opposite directi-on:
the waves become steeper and higher, and may
break. Shallow water: risk of running aground of-ten
observable by the breaking of the waves or wa-ter
colour difference. What you should do is redu-ce
speed, check your position and avoid damage.

Wave Handling / Flap Over.

56 Proficiency in fast rescue boats

Turning between waves: when turning, the mo-

ment at which the boat is at right angles to the
wave is the most hazardous point. This moment
should therefore be kept as short as possible, and
should always occur in the trough. The choice of
turning moment is very important. According to the
current waves, try to select the perfect mo-ment.
Wind and waves facing each other: immedi-ately
having crossed the wave top, turn the boat around.
After turning, increase speed so as not to be
overtaken by the next wave. Wind and waves will
now be travelling in your direction. Wind and
waves in your direction: Turn just before you reach
Surf.
the top of the wave. When arriving in the trough,
the vessel should be turned. See wind and waves in
opposite directions.

Sailing the surf:

Surf is caused because waves start to feel the
ground. If we head for the coast, try to stay on
the back of a wave top. After the wave breaks, sail
through the foaming mass, to shore. Be aware of
ground flows and current. If heading away from
the coast, always aim the vessel directly into the
waves. Follow the correct start procedure, and sail
through the wave once it has just broken. Move on
quickly to the next wave, before it breaks. Once
you have passed through the surf, continue sailing.
If we wish to land on the coast, it depends on the
coastal type. When landing on a sandy coast, sail
on the surf towards the beach. Adjust your speed
in time. Stop the water jet (Sand in pump). Use the
pre-sling to pick up the boat. When landing on a
steep coastline, immediately after the surf, turn
the boat around, and float towards the coast, oc-
casionally giving opposite throttle. Possibly rever-
se under power. It is also possible to use an anchor.
57
58 Proficiency in fast rescue boats

Chapter 16

Water tides plus current.

The vertical water movement (current) is caused by the attraction of the moon, and to a lesser extent the sun
and the planets. In a moon day (which is not 24 hours), we have twice high and twice low tide. The filling in of
the water between high and low tide generates vertical currents. To a certain extent, we should take account
of the current.

Casualties are often quickly carried along by the current.

Releasing and retrieving the boat.
Confused sea conditions and ground seas following influences of the current.

Low and high tide. Moon and tide.

 59

The current can be determined as follows:

By consulting a sea chart.

Use of the current atlas.
Use of navigational equipment.
Practical, by throwing a rescue buoy.
According to buoys or anchor chains around our ship; on a fixed installation, water movement around
the legs

The times for high and low water can be obtained in the Almanac or tide tables. For example: Friday 13
August 1993 for Den Helder: HW 02.11, LW 07.41, HW 14.02 and LW 20.13. The current atlas also shows the
strength and direction of current an hour before and after high water. Above all if the coast exercises an
influence, this varies considerably. See diagram Marsdiep between Texel and Den Helder.

Tide table. Current table.

60 Proficiency in fast rescue boats.

Chapter 17

Manoeuvring.
We will now briefly discuss the difference between
manoeuvring with a water jet and a propeller dri-
ve. Here you see a proportion of the water jet with
the deflector, or bucket. This also makes it possi-
ble to sail backwards. Below are the manoeuvring
capabilities of the water jet:

The first three pictures show that moving for-

wards with the steering wheel turned to the
right, the boat also turns to the right (star-
board). An on the right precisely the reverse.

Manoeuvring forward.

The second series shows that with the valve it

is possible to turn quickly. This can in fact be
achieved on the same spot.

Turning the FRB without moving forwards or backwards.

Finally, reversing is less easy because it is

effectively not logical.

Manoeuvring backwards.
 61

An advantage of the waterjet is its manoeuvrability another advantage is that this system is casualty friendly.

When manoeuvring with a propeller drive, we must differentiate between:

An engine with a conventional propeller and rudder

An outboard motor or stern drive.

For the first manoeuvring method, we need movement to be able to steer; does not respond directly. With an
outboard or stern drive, turning the rudder will have an immediate effect. You could say:

USING AN OUTBOARD ENGINE OR STERN DRIVE,

IT IS A QUESTION OF FIRST STEERING AND THEN
ACCELERATING.

Every propeller drive is subject to propeller

effect.

The propeller effect is an unwanted torque which

occurs through the direction of rotation of the
propeller. This screw performance is also known
-
se and as a result, when sailing forwards, a link is
achieved with the aft ship. As a result, the aft ship
moves to the right.

Right turning propellor.

Left turning propellor.

62 Proficiency in fast rescue boats

Chapter 18

Retrieving a man
over-board, transport
and recovery net.
Bringing the casualty on board:

Important points in bringing the casualty on board:

Bring the casualty on board quickly, but with
the necessary caution.
Preferably horizontally; think of the loss of hy-
drostatic pressure difference, and gravity.
When brining a casualty on board, ensure that MOB recovery.

the feet point forwards. The FRC boat will al-

ways have some backward trim.
If it is not possible to bring the casualty on
board horizontally, or if the casualty is picked
up quickly, pulling back first is best.

After bringing the casualty on board, administer

First Aid:
Check the casualty for response.
If no response, start resuscitation and keep the
airway clear.
Check the breathing.
Check for bleeding or injuries.
Use insulated blankets to wrap the casualty.
Do not forget the head. Insulated blankets.

The casualty must be transferred quickly but with

the necessary caution.
 63

Means of transport.
It is important that even if conscious, the casual-ty
remains lying horizontally in the boat, with the feet
facing forward. The casualty should also be
removed horizontally.

Means of transport.

Use of recovery net/

slings.
If the casualty is to be handed over, it is prefera-ble
to transport the casualty on a stretcher. It has
emerged in practice that it remains difficult to re-
trieve a casualty horizontally, and the same applies
for an FRC with very little freeboard. The best me-
thod is to roll the casualty on board, over the tube,
but this requires practice. For this reason, a search
has been initiated for equipment to make this task
simpler. Opposite is a photograph of one of the so-
lutions the recovery net. A disadvantage of a net
Recovery net.
of this kind is that the casualty must be wrapped in
the net, which takes longer.
64 Proficiency in fast rescue boats

Chapter 19

Transfer of casualties.
The transfer of the casualty is possible in several
ways:

A rescue helicopter takes over the casualty.

Return to own MODU or ship.
Transfer to another ship or standby boat.

If the casualty is transferred to a helicopter, the

following points must be taken into account:
Communication via channel 16/67.
The helicopter will fly into the wind at a set
speed (10-15 miles/hour).
You will experience considerable downwash,
which causes high winds, recognisable by a
circle on the water surface.
The FRC must pass through this area at
speed, maintaining full control over the boat.
The FRC driver should take up a fixed position
in respect of the helicopter.
The hoist then follows, preferably using a
Helicopter hoist.
stretcher.
 65

By preference, the FRC and helicopter will main-

tain a speed into the wind, so that the downwash
remains behind the FRC. This in turn facilitates
the lifting operation.

If the casualty is transferred to a ship, the follo-

wing two methods are possible:
The ship holds the bow into the waves and
wind, creating a lee. This leads to a relatively
better position for the waves and wind.
The ship runs before the waves and ensures
that the ship maintains the same speed as the
waves. As a disadvantage, the ship will roll
more with the waves from the rear.

Running before the waves.

Running into the waves.

66 Proficiency in fast rescue boats

Chapter 20

Man overboard (direct/indirect).

In the case of a man overboard, there are two different possibilities:
Someone is witness to the casualty falling overboard.
Someone is missed or lost from view.

The casualty enters the water, leading to the following response:

A floating object is thrown to the casualty, preferably a rescue buoy.
Call for help, sound the alarm.
The casualty must not be lost from view. Use binoculars.
Launch the FRC boat as quickly as possible.

MOB pickup using propeller:

Keep the casualty in front.
Select port or starboard.
Identify the casualty.
Helpers ready
Approach slowly
Casualty upwind
Engine neutral.
Halt FRC; reverse briefly, remembering the
propeller.
Bring the casualty on board.

MOB pick up with propellor-waterjet.

 67

MOB pickup with water jet:

The casualty not immediately in front
Point out the casualty.
Helpers ready
Approach slowly
Select port or starboard
Steer away
Use valve to stop
Ensure the casualty remains upwind

MOB pick-up with waterjet.

A person enters the water and this is discovered later or you loose sight of the casualty. By identifying the
current, we can decide the possible direction of drift, and hence a search pattern. If the direction of drift is
determined, select one of the following search patterns:

Parallel search
Creeping line search

Parallel search.
This search pattern is used once the direction of drift
has been identified. For example 360°. By ma-king
two parallel passes in the direction 090° and 270°,
relying on your own compass, a search pat-tern is
created. It is important to travel at a conti-nuous
speed. The distance between the passes can be
determined by a preset time interval, which will again
depend on the current weather conditions.

Parallel search.
68 Proficiency in fast rescue boats

Creeping line search.

This search pattern can also be used once the di-
rection of drift is determined. The advantage of this
search pattern is that the travelling speed need not
be kept constant, while time gains are achieved at
the beginning. For example, let us as-sume the
direction of drift is 015°. We take a se-arch sector
with an angle of 30°. The boundaries will therefore
be 360° and 030°. The turning points at these
boundary lines can be determined in one of three
ways:

From the boat, by taking a counter reading

(210°/180°); for this purpose, a good compass
must be available. For example an extra direc-
tional compass.
Direction finding from the ship/MODU
Radar support.
In the latter two cases, good VHF communica-
tion is vital. Creeping line search.

Square search.
If the direction of drift at the moment of falling
overboard or loss is constantly shifting, another
search pattern must be selected, namely the
square search. Here we assume four directions, for
example 360°/090°/180°/270°. Here, too, a
constant speed must be maintained. The square
search pattern is made constantly larger, by incre-
asing the time after each two parts. The duration
will depend on the current weather conditions. A
disadvantage of this search pattern is that the
search area shifts in relation to the solid ground,
because the casualty is subject to drift.

Square search.
 69

Diamond butterfly search.

If after the casualty has fallen overboard, one or
more rescue buoys are released to identify the

can prove useful: Diamond butterfly search. This

search pattern is used if a mark has been placed in
the water, in this case a buoy. The casualty is
close to the marker, and both are subject to the
same flow influences. From the marker, a first
stroke is made in the suspected direction of travel,
for example360°. This again is subject to a set time
in-terval, which will depend on the current weather
condition, and must be travelled at a constant
speed. Then change course 120°, and repeat the
distance travelled. Then once again change course
120°. You should now return to the original marker.

If not, make correction. Butterfly or diamond search.

70 Proficiency in fast rescue boats

Chapter 21

Other purposes of the FRB.

Other uses of the FRC have already been listed on page 8. One possibility we wish to explain below is provi-
ding assistance to a helicopter that has ditched in the sea. Important points to remember are:

The rotor blades are close to the surface. Exer-

cise extreme caution during approach.
Be aware of the possibly activated sea anchor.
When approaching, take care of casualties in
the water.
Do not damage the inflatable floats on the
helicopter, which could turn over as a
consequence.
Be aware of the risk of fuel leak and explosi-on
hazard; remember these aspects when ap-
proaching the helicopter.
Helicopter ditch.
The helicopter has sharp protrusions so be
cautious when approaching to avoid punctu-
ring one of the tubes.
Attach no lines to the helicopter.
Try to communicate with the pilots.
If life rafts have been launched, remain down-
wind to capture these life rafts and bring them
together.
Be cautious of floating objects that could da-
mage the propeller or water jet intake.

Helicopter ditch.
 71

If the emergency landing following bad weather or other causes means that the helicopter turns over, it is
important to consider the following points.

Do not come to close to the helicopter since passengers or crew must escape from emergency exits, to
the surface.
Do not manoeuvre close to the helicopter; ensure the engine is in neutral.
Make sure you are informed of how many passengers/crew were on board, as quickly as possible.
Maintain good radio contact with ship or MODU.

Helicopter ditch.
72 Proficiency in fast rescue boats

Chapter 22

Compass and variation/

deviation.
Compass or magnetic compass.
The compass used is a standard, approved mag-
netic compass. A compass is a tool that gives us a
reference direction. It works very simply by me-ans
of a magnetic indicator, which moves in liquid, with
little resistance. The magnetic point will point north
(Compass north). The rose consist of: 360 de-
grees = 32 directions. The main points are: North
east, west and south. The intermediate directions
are known as NNE, NE, ENE, etc. The compass
does not identify true north, but compass north.
This is known as compass error. This error can be
deter-mined, but in the FRB, a compass gives us a
speci-fic reference direction, and we are not
required to navigate using the compass. A
Compass in an FRB is important to:

Be able to navigate and find the way back. Compass directions.

Useful in an event of sailing search patterns.

A magnetic compass has four different miscalcu-

lations, variation, deviation, tidal stream and wind
drift. If you take these miscalculations in account
you will get the ground course (which you see on a
map or GPS). There are two directions to go to:
 73

1. Compass to ground course. The compass course to a particular unit is 100° The question is what course
do you need to sail to get there? In this example you go from left to right.

2. Ground to compass course. The course on the

map is 210° this is ground course. The
question is what course do I need to sail on
compass to get there? In this example you go
from right to left.

Variation
Variation gives us the difference between magne- Variation and Deviation.
tic Nord and the true Nord. It depends where you
are on the world how big or small the angle is be-
tween these two. Every spot on earth has its own
variation. In the Netherlands at this moment the
variation is only 0,5° West. We can find the variati-
on on a sea chart.

Deviation
Deviation is the miscalculation on board. Because
of the place of your compass on board there will be
interference with metal and equipment. The
True and Magnetic North.
amount of deviation can be found in a table. If we
look at the table we can see the deviation at cour-
se 180° is 4° East.

Current
Current will have influence on everything in the
water, a FRC will be pushed of compass course
be-cause of the current. If we sail North and the
cur-rent is coming from the East, we will be pushed
to the West.

Drift
Drift is hard to calculate. A ship will catch wind and
will be pushed away. There is no proper way to cal-
culate the leeway, you will have to know how much
the leeway is for your ship at a particular angle.

Compass table.
74 Proficiency in fast rescue boats

Chapter 23

On Fast Rescue Craft, alongside the compass, in the Offshore industry and in rescue organisations, the use
of other equipment for navigation or search is becoming more common. The photograph opposite shows on
the left the crewfinder and the PLB Personal Locator Beacon. Also on the right a GPS Global Positioning Sys-
tem is installed. Using the GPS, you can navigate, and more importantly, you can always relocate the platform
or approach any other platform, even in thick fog. Ships also have a GPS, which has an MOB function, and
that is activated in a man overboard situation. This system records the last position in relation to ground.

In the Offshore sector, employees on the North

Sea are equipped as standard with a PLB or
-
switched to automatic, and when entering the
water, are ac-tivated. On a number of platforms,
receivers are located in the control room, which
issue an alarm if someone enters the water. On a
computer in the control room, the location is
identified, and the direction of travel and distance
are automatically identified. The PLB is compulsory
during helicop-ter flights and during hazardous
work above wa-ter. This is often an obligation
subject to the issued work permit.
Compass directions.

To locate others or to locate you we have diffe-

rent equipment with different behaviours.
EPIRB (Emergency Positioning Indicating
Radio Beacon)
SART (Search And Rescue Transponder)
PLB (Personal Locator Beacon)
VHF (Very High Frequency (radio))
Pyrotechnics: Handflare, Smoke and Rocket
 75

Abbrevations:
DSC Digital Selective Calling
EPIRB Emergency Positioning Indicating Radio Beacon
FRB Fast Rescue Boats
GOC General Operator Certificate
GPS Global Position System
IAMSAR International Aeronautical and Maritime Search and Rescue Manual
ICAO International Civil Aviation Organization
IMO International Martitime Organization
LSA Life Saving Appliance code
MODU Mobile Offshore Drilling Unit
OSC On Scene Commander
RB Rescue Boat
ROC Restricted Operator Certificate
SAR Search and Rescue
SART Search And Rescue Transponder
SOLAS Safety of Lifes at Sea
STCW Standard Training, Certification and Watchkeeping
PLB Personal Locator Beacon
VHF Very High Frequency
76 Proficiency in fast rescue boats

MSC/Circ.809 30 June 1997

RECOMMENDATION FOR CANOPIED REVERSIBLE LIFERAFTS, AUTOMATICALLY SELF-RIGHTING
LIFERAFTS AND FAST RESCUE BOATS, INCLUDING TESTING, ON RO-RO PASSENGER SHIPS (
SOLAS reg III/4 and reg III/24-1, SOLAS reg III/4 and reg III/26 )

1 The Maritime Safety Committee, at its sixty-eighth session (28 May to 6 June 1997), noted that the 1995
SOLAS Conference, in adopting amendments to the 1974 SOLAS Convention concerning the safety of ro-ro
passenger ships, also adopted Conference resolution 7 - Development of requirements, guidelines and per-
formance standards, whereby the Committee was requested to develop relevant requirements, guidelines and
performance standards to assist in the implementation of the amendments adopted by the Conference.

2 The Committee, having considered recommendations made by the Sub-Committee on Ship Design and
Equipment (DE), at its fortieth session, approved the Recommendation for canopied reversible liferafts, au-
tomatically self-righting liferafts and fast rescue boats, including testing, on ro-ro passenger ships, set out in
the annex.

3 Member Governments are invited to bring the annexed Recommendation to the attention of those concer-
ned and use the provisions contained therein, as appropriate, in conjunction with the relevant requirements of
the 1974 SOLAS Convention, as amended.

ANNEX

1 APPLICATION
This recommendation should apply to canopied reversible liferafts, automatically self-righting liferafts and fast rescue boats required by SOLAS regulation III/24-1.

* This regulation has been included as regulation 26 in new SOLAS

chapter III adopted by resolution MSC.47(66), which is expected to enter into force on 1 July 1998.

2 CANOPIED REVERSIBLE LIFERAFTS

2.1 Except as provided in this section, all canopied reversible liferafts should comply with the requirements of
paragraph 4.1,* and if an inflatable liferaft, paragraph 4.2, or if a rigid liferaft, with the requirements of pa-
ragraph 4.3. ** Unless indicated otherwise, paragraphs referred to in this recommendation are those of the International Life-Saving
Appliance (LSA) Code (resolution MSC.48(66)).

2.2 The requirements of paragraphs 4.2.5.2 and 4.2.6.2 do not apply to inflatable canopied reversible liferafts
and the requirements of paragraph 4.3.5.1 do not apply to rigid canopied reversible liferafts.

2.3 The floating canopied reversible liferaft should be fitted with self-draining arrangements. The liferafts
should be capable of being safely used at all times by untrained persons.

2.4 The canopied reversible liferaft should be capable of operating safely whichever way up it is floating. The
liferaft should have a canopy on both sides of the main body, if applicable, of the liferaft, which should be
 77

set in place when the liferaft is launched and waterborne. Both canopies should meet the requirements of
paragraphs 4.1.1.5, 4.1.3.3 and 4.1.3.4.

2.5 The equipment required under paragraph 4.1.5 should be readily accessible whichever way up the cano-
pied reversible liferaft is floating, either by use of an equipment container which is accessible from either side,
or by duplication of equipment on each side of the liferaft.

2.6 The fully equipped canopied reversible liferaft should float in a stable upright position in a seaway at all
times, regardless of the conditions of loading.

2.7 The canopied reversible liferafts do not need to be arranged for easy side-to-side transfer, and are there-
fore, not subject to the 185 kg mass limitation of paragraph 4.1.2.2.

2.8 On ro-ro passenger ships operating on fixed routes in shallow water, the requirements that liferafts be
arranged so as to ensure that the liferafts are not dragged under the sinking ship, can be achieved by using a
liferaft painter with a length of at least the maximum depth of the water plus an additional 20%.

3 AUTOMATICALLY SELF-RIGHTING LIFERAFTS

3.1 Except as provided in this section, all automatically self- righting liferafts should comply with the requi-
rements of paragraph 4.1 and, if an inflatable liferaft, with the requirements of paragraph 4.2 or, if a rigid
liferaft, with the requirements of paragraph 4.3.

3.2 The requirements of paragraphs 4.2.5.2 and 4.2.6.2 do not apply to inflatable automatically self-righting
liferafts. The requirements of 4.3.5.1 do not apply to rigid automatically self-righting liferafts.

3.3 The fully equipped liferaft should automatically turn from a capsized position to an upright position on the
surface of the water, regardless of whether it inflates in the inverted position underwater or on the surface of
the water or capsizes for any reason following inflation.

3.4 The floating automatically self-righting liferaft should be fitted with self-draining arrangements. The
liferaft should be capable of being safely used at all times by untrained persons.

3.5 The automatically self-righting liferafts do not need to be arranged for easy side-to-side transfer, and
are, therefore, not subject to the 185 kg mass limitation of paragraph 4.1.2.2.

3.6 On ro-ro passenger ships operating on fixed routes in shallow water, the requirement that liferafts be
arranged so as to ensure that the liferafts are not dragged under the sinking ship, can be achieved by using
a liferaft painter with a length of at least the maximum depth of the water plus an additional 20%.
78 Proficiency in fast rescue boats

4 FAST RESCUE BOATS

The provisions of this section should apply to fast rescue boats in lieu of provisions of the Guidelines on fast
rescue boats (resolution A.656(16)).

4.1 Requirements for fast rescue boats

4.1.1 The fast rescue boat and its launching appliances should be such as to enable it to be safely launched
and retrieved under adverse weather and sea conditions.

4.1.2 Except as provided in this section, all fast rescue boats should comply with the requirements of secti-
on 5.1, except for paragraphs 4.4.1.5.3, 4.4.1.6, 4.4.6.8, 4.4.7.2, 5.1.1.6 and 5.1.1.10.

4.1.3 Notwithstanding paragraph 5.1.1.3.1, fast rescue boats should have a hull length of not less than 6 m
and not more than 8.5 m, including inflated structures.

4.1.4 Fully equipped fast rescue boats should be capable of manoeuvring for at least 4 h at a speed of at
least 20 knots in calm water with a crew of 3 persons and at least 8 knots with a full complement of persons
and equipment.

4.1.5 Fast rescue boats should be self-righting or capable of being readily righted by not more than two of
their crew.

4.1.6 Fast rescue boats should be self-bailing or be capable of being rapidly cleared of water.

emergency steering system providing direct control of the rudder, water jet or outboard motor should also be
provided.

release switch should the rescue boat capsize. When the rescue boat has righted, each engine or motor
should be
The design of the fuel and lubricating systems should prevent the loss of more than 250 ml of fuel or lubri-
cating oil from the propulsion system should the rescue boat capsize.

4.1.9 Fast rescue boats should, if possible, be equipped with an easily and safely operated fixed single-point
suspension arrangement or equivalent.

4.1.10 A rigid fast rescue boat should be constructed in such a way that, when suspended by its lifting point it
is of sufficient strength to withstand a load without residual deflection on removal of load of 4 times the mass
of its full complement of persons and equipment.
 79

4.1.11 The normal equipment of the fast rescue boat should include a hands free and watertight VHF radio-
communication set.

4.1.12 The crew of the fast rescue boat should consist of at least the helmsman and two crew members
rtification and Watchkeeping (STCW)
Code and recommendations adopted by the Organization. * Refer to the Recommendations on training requirements for
crews of fast rescue boats, adopted by the Organization by resolution A.771(18) and section A-VI/2, table A-VI/2-

4.2 Fast rescue boat launching appliances

4.2.1 Every fast rescue boat launching appliance should comply with the requirements of paragraphs 6.1.1
and 6.1.2 except 6.1.2.10.

4.2.2 The launching appliance should be fitted with a device to dampen the forces due to interaction with the
waves when the fast rescue boat is launched or recovered. The device should include a flexible element to
soften shock forces and a damping element to minimize oscillations.

4.2.3 The winch should be fitted with an automatic high-speed tensioning device which prevents the wire
from going slack in all sea state conditions in which the fast rescue boat is intended to operate.

4.2.4 The winch brake should have a gradual action. When the fast rescue boat is lowered at full speed and
the brakes are applied sharply, the additional dynamical force induced in the wire due to retardation should
not exceed 0.5 times the working load of the launching appliance.

4.2.5 The lowering speed for a fully equipped fast rescue boat with its full complement of persons on board
should not exceed 1 m/s. Notwithstanding the requirements of paragraph 6.1.1.9, launching appliances
should be capable of hoisting the fully equipped rescue boat loaded with 6 persons at a speed of not less than
0.8 m/s. The appliance should also be capable of lifting the rescue boat with the maximum number of persons
that can be accommodated in the rescue boat as calculated under paragraph 4.4.2.

4.2.6 At least three turns of wire should remain on the winch after the fast rescue boat is lowered to the sea
with the ship at its lightest seagoing condition, a trim of up to 10 degrees and a list of up to 20 degrees, either
way.

5 TESTING OF CANOPIED REVERSIBLE LIFERAFTS, AUTOMATICALLY SELF -

RIGHTING LI-FERAFTS AND FAST RESCUE BOATS

The testing of canopied reversible liferafts, automatically self- righting liferafts and fast rescue boats
should be carried out in accordance with the provisions of the Recommendation on testing of canopied
reversible liferafts, automatically self-righting liferafts and fast rescue boats, set out in the appendix.
80 Proficiency in fast rescue boats

MSC/Circ.809/Add.1 17 June 1999

ADDENDUM TO THE RECOMMENDATION FOR CANOPIED REVERSIBLE

LIFERAFTS, AUTOMATICALLY SELF-RIGHTING LIFERAFTS AND FAST
RESCUE BOATS, INCLUDING TESTING, ON RO-RO PASSENGER SHIPS

1 The Maritime Safety Committee, at its seventy-first session (19 to 28 May 1999), recalling that MSC 68 had
approved MSC/Circ.809 on Recommendation for canopied reversible liferafts, automatically self-righ-ting
liferafts and fast rescue boats, including testing, on ro-ro passenger ships, agreed to amend the said
Recommendation in order that, when determining the hull length of fast rescue boats, inflated structures or
fixed fenders should be included. Paragraph 4.1.3 of the aforementioned Recommendation should, therefo-re,
read:

thstanding paragraph 5.1.1.3.1, fast rescue boats should have a hull length of not less

2 Member Governments are invited to bring the added text shown above to the attention of all those concer-
ned and use the supplemented provisions, as appropriate, in conjunction with the relevant requirements of the
1974 SOLAS Convention, as amended.
 81

MSC.1/Circ.1392 27 May 2011

GUIDELINES FOR EVALUATION AND REPLACEMENT OF LIFEBOAT RELEASE AND RETRIEVAL SYSTEMS

1 The Maritime Safety Committee, at its eighty-ninth session (11 to 20 May 2011), approved the Guidelines for
evaluation and replacement of lifeboat release and retrieval systems, set out in the annex, as per SOLAS
regulation III/1.5, following the recommendations made by the Sub-Committee on Ship Design and Equip-
ment, at its fifty-fifth session, and the Ad Hoc Working Group on Lifeboat Release Hooks (16 to 18 March
2011).

2 Member Governments are invited to use the annexed Guidelines when applying SOLAS regulation III/1.5,
as adopted by resolution MSC.317(89), and to bring them to the attention of all parties concerned.

3 Member Governments, shipowners and manufacturers of lifeboat release and retrieval systems are also
strongly urged, pending the entry into force of SOLAS regulation III/1.5, to use the annexed Guidelines to
evaluate existing lifeboat release and retrieval systems at the earliest available opportunity.*

4 Member Governments are strongly urged to ensure that all ships fitted with on-load release systems for
lifeboats, are equipped with fall preventer devices as per paragraph 6 of these Guidelines at the earliest
available opportunity.

5 Member Governments are encouraged to consider the results of evaluations reported to the Organization by
other Member Governments on types of existing lifeboat release and retrieval systems.

ANNEX

GUIDELINES FOR EVALUATION AND REPLACEMENT OF LIFEBOAT RELEASE AND RETRIEVAL SYSTEMS

General

1 New SOLAS regulation III/1.5, which is expected to enter into force on 1 January 2013, requires that for all
ships, on-load release mechanisms* not complying with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code, as

than the next scheduled dry-docking after 1 July 2014, but not later than 1 July 2019.

2 Considering that paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code represent important safety improve-
ments, manufacturers should carry out a self assessment of their types of existing lifeboat release and retrie-
val systems in accordance with these Guidelines at the earliest available opportunity.

3 An Administration, or a recognized organization acting on its behalf, should carry out a design review to
check that the type of existing lifeboat release and retrieval systems comply with paragraphs 4.4.7.6.4 to
4.4.7.6.6 of the LSA Code and should witness the performance test to check that it is performed in accordan-
82 Proficiency in fast rescue boats

ce with appendix 1 of these Guidelines. This evaluation should be completed not later than 1 July 2013 and
the report should be submitted in accordance with paragraph 14 below.

4 Administrations, or recognized organizations acting on their behalf, should, when applying SOLAS regulati-
on III/1.5, ensure that an evaluation of the type of existing lifeboat release and retrieval system is undertaken,
for compliance with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code, in accordance with these Guidelines.

5 A flowchart of the lifeboat release and retrieval system evaluation process, is set out in appendix 2.

6 On each ship, fall preventer devices in accordance with the Guidelines for the fitting and use of fall pre-
venter devices (FPDs) (MSC.1/Circ.1327) should be employed for each existing lifeboat release and retrieval
system until the system is:
.1 found compliant with the LSA Code; or
.2 modified and found compliant with the LSA Code; or
.3 found compliant with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code and paragraphs 16 and
17 (overhaul examination) of these Guidelines; or
.4 modified and found compliant with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code and
paragraphs 16 and 17 (overhaul examination) of these Guidelines; or
.5 replaced by a new lifeboat release and retrieval system.
* -

Modifications

7 A lifeboat release and retrieval system that has been determined to be non-compliant in accordance with
these Guidelines may be modified to comply with the requirements of the revised paragraphs 4.4.7.6.4 to
4.4.7.6.6 of the LSA Code and the requirements of the existing applicable Code, provided that the modified
release and retrieval system is evaluated in accordance with these Guidelines.

8 A type of lifeboat release and retrieval system that, after modification, complies with the requirements of the
revised paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code and the requirements of the existing applicable
Code should be identified as a system compliant after modification and reported as such. The report should
include both the identification of the original type and the modified type.
 83

Definitions

9 For the purpose of these Guidelines, the definitions given hereunder should apply, in accordance with the
following figure.

Lifeboat release and retrieval system

84 Proficiency in fast rescue boats

9.1 Lifeboat release and retrieval system is the means by which the lifeboat is connected to, and released
from, the lifeboat falls for lowering, launch and retrieval. It comprises the hook assembly and operating
mechanism.

9.2 Hook assembly is the mechanism, attached to the lifeboat, which connects the lifeboat to the lifeboat falls.

9.3 Movable hook component is that part of the hook assembly in direct contact with the connection with the
lifeboat falls which moves to enable release from the falls.

9.4 Hook locking part is the component(s) within a hook assembly which holds the movable hook component
in the closed position until activated by the operating mechanism to release the hook. This activation may be
performed through other components within the hook assembly.

9.5 Operating mechanism is the means by which the operator activates the opening, or release, of the mo-
vable hook component. It includes the operating handle, linkages/cables and hydrostatic interlock, if fitted.

9.6 Type, in relation to the design of a lifeboat release and retrieval system, means an identical lifeboat re-
lease and retrieval system of given safe working load, make and model (thus any change to the materials of
construction, design arrangement or dimensions constitutes a change of type).

9.7 On-load release is the action of opening the lifeboat release and retrieval system whilst there is load on
the hook assemblies.

9.8 Evaluation is a design review and a performance test of a type of lifeboat release and retrieval system.

9.9 Manufacturer, with respect to existing lifeboat release and retrieval systems, is:
.1 the original equipment manufacturer; or
.2 a manufacturer of lifeboat release and retrieval systems who has taken on the responsibility for a
range or type of lifeboat release and retrieval system; or
.3 any other person or entity which has taken responsibility for a range or type of lifeboat release and
retrieval system when the original manufacturer no longer exists or supports the equipment.

9.10 Modifications are changes to the design of an approved lifeboat release and retrieval system which may
affect compliance with the original approval requirements or the prescribed conditions for the use of the
product.

9.11 New lifeboat release and retrieval system is a lifeboat release and retrieval system that has been
approved in accordance with paragraph 4.4.7.6 of chapter IV of the LSA Code, as amended by resolution
MSC.320(89).

9.12 Existing lifeboat release and retrieval system is a lifeboat release and retrieval system that has not been
approved in accordance with paragraph 4.4.7.6 of chapter IV of the LSA Code, as amended by resolution
MSC.320(89).
 85

9.13 Company means company as defined in SOLAS regulation IX/1.2.

Design review

10 Documentation and information for each type of lifeboat release and retrieval system should be submit-ted
to the Administration, or recognized organization acting on its behalf, in order that an assessment can be
carried out to determine compliance with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code. The manufac-
turer should submit the approval certificate, along with all associated supporting design calculations, plans
and testing documentation to the Administration or recognized organization acting on its behalf. The design
information should include the specification and the installation instructions for the complete operating sys-tem
as well as all safety instructions regarding the operating system and any interlocks provided. Any submis-sion
for testing of a lifeboat release and retrieval system that cannot be supported with the above-mentio-ned
information should not be eligible for testing against the requirements of the LSA Code.

11 If the outcome of the design review is non-compliance with the applicable paragraphs of the LSA Code, the
lifeboat release and retrieval system should be replaced or modified to be made compliant.

Performance test

12 After a successful completion of the design review, a performance test should be conducted by the ma-
nufacturer for each type of lifeboat release and retrieval systems for compliance with paragraphs 4.4.7.6.4 to
4.4.7.6.6 of the LSA Code, using the test specified in appendix 1 to these Guidelines. The performance test
should be witnessed by the Administration or a recognized organization acting on its behalf.

13 Should any part of the lifeboat release and retrieval system fail at any stage during the test specified in
paragraphs 1 to 4 of appendix 1, this type of lifeboat release and retrieval system should be deemed to be
non-compliant and reported as such. Reporting of the results of evaluation of existing lifeboat release and
retrieval system

14 The Administration should report the results of each type of existing lifeboat release and retrieval system
evaluation carried out in accordance with these Guidelines to the Organization, based on the reporting pro-
cedure, as set out in appendix 3.

15 Depending on the outcome of the evaluation, every lifeboat release and retrieval system should be cate-
gorized as being either compliant, compliant after modification or non-compliant.

Thereafter:
.1 systems categorized as being compliant, or compliant after modification, may remain in service; and
.2 every system categorized as being non-compliant should be replaced with a new system or modified
to be made compliant. One-time follow-up overhaul examination
86 Proficiency in fast rescue boats

16 Not later than the first scheduled dry-docking after 1 July 2014, every lifeboat release and retrieval sys-tem
of a type found to be compliant in respect of the existing lifeboat release and retrieval system evaluation
should be subject to an overhaul examination according to annex 1 to the Measures to prevent accidents with
lifeboats (MSC.1/Circ.1206/Rev.1) by the manufacturer or by one of their representatives. The examination
also includes verification that the system examined is of the same type as the system that passed the evalu-
ation and is suitable for the ship.

17 The scope of the overhaul examination should also include a detailed assessment of the condition of the
components of the lifeboat release and retrieval system to observe the extent of wear, corrosion, erosion and
other types of material degradation that may have occurred. Upon satisfactory completion of the over-haul
examination, the manufacturer or one of their representatives should issue a factual statement to con-firm this,
for retention on board. Procedure for replacement of non-compliant lifeboat release and retrieval systems

18 The procedure outlined below should be followed in all cases where a lifeboat is to be fitted with replace-
ment lifeboat release and retrieval systems with on-load release capability. It is noted that every lifeboat,
complete with lifeboat release and retrieval system, is type-approved at manufacture and it is important to
recognize that a lifeboat which is retro-fitted with a replacement lifeboat release and retrieval system to the
satisfaction of the Administration should be regarded as offering a level of safety which is higher than that of
the original installation.

19 Companies should, where possible, select replacement equipment acceptable to the lifeboat manufac-
turer. However, in cases where the lifeboat manufacturer is unable to offer a suitable replacement lifeboat
release and retrieval system, the Company may select an alternative lifeboat release and retrieval system,
with the agreement, if possible, of the lifeboat manufacturer.

20 The replacement equipment should be approved by the Administration or a recognized organization ac-ting
on its behalf, under the provisions of the LSA Code. Prior to the installation commencing, the Company should
submit to the Administration, or a recognized organization acting on its behalf, for review and appro-val, as a
minimum the following information:
.1 the proposed replacement equipment including approval certification;
.2 the engineering analysis of the replacement installation including:
.1 drawings of the original lifeboat release and retrieval system arrangement;
.2 detailed drawings showing clearly the proposed changes (e.g., position of suspension, lifeboat re-
lease and retrieval system, fixed structural connections of the release mechanism, link plates, including
materials used for nuts and bolts with regard to strength and corrosion resistance); and
.3 if the drawings show that forces and/or force couples will change and/or the lifeboat release and
retrieval system fixed structural connections of the release mechanism will change, calculation of sta-tic
forces including a safety factor of 6, according to the LSA Code, from lifeboat release and retrieval
system into lifeboat structure, including tension and shear forces in bolts, link plates, welds and keel
shoe(s);
.3 considering that a lifeboat release and retrieval system does not consist just of the hook assemblies
themselves, but also of release handles, cabling, etc., in the lifeboat, the evaluation of a replacement
hook assembly other than that originally provided in the lifeboat should include such factors as loa-
 87

dings of the release handle on the console, efficiency of any hydrostatic interlock in light and loaded
conditions, whether the size/configuration of the replacement equipment would affect the stability or
seating space of the lifeboat, and its compatibility with its launching appliance; .4 amended operating
and training manuals; and
.5 identification of the person(s) responsible for design appraisal, installation work and post-installati-on
testing and evidence of their competence.

21 The Administration, or a recognized organization acting on its behalf, may allow that hook fixed structural
connections of the release mechanism and supporting structure which are not made of material corrosion re-
sistant in the marine environment, as required by paragraph 4.4.7.6.9 of the LSA Code, need not be replaced
if they are in a good condition and installed in a sheltered position inside the lifeboat.

22 A copy of the engineering drawing(s) approved by the Administration, or by the recognized organization
acting on its behalf, should be used during installation and testing and retained on board.

23 The installation should be carried out by the manufacturer or by one of their representatives. All work
carried out should be witnessed by the Administration, or by a recognized organization acting on its behalf.
Valid operating and safety instructions should be posted at the operating position and adjacent to the life-boat
release and retrieval system(s).

24 Post-installation testing should be carried out by the manufacturer or by one of their representatives and
comprise the following:
.1 1.1 x load and simultaneous release test according to the Revised recommendation on testing of life-
saving appliances (resolution MSC.81(70)), part 2, paragraph 5.3.1, or an equivalent method accep-
table to the Administration;

.2 load test according to the Revised recommendation on testing of life-saving appliances (resoluti-on
MSC.81(70)), part 2, paragraph 5.3.4, as amended by resolution MSC.226(82), if the fixed structu-ral
connections of the release mechanism of the lifeboat is modified; and

.3 if the lifeboat is also a rescue boat and/or is installed on a cargo ship of 20,000 gross tonnage or
above, the 5 knots installation test should be carried out, in accordance with the Revised recommenda-
tion on testing of life-saving appliances (resolution MSC.81(70)), part 2, paragraph 5.4.

25 All tests should be witnessed by the Administration, or by a recognized organization

acting on its behalf, which should also verify that the installation complies in all respects with the
documentation submitted by the Company and approved by the Administration, or a recognized
organization acting on its behalf.

26 Following completion of installation testing, the Administration, or a recognized organization

acting on its behalf, should issue a Statement of Acceptance, using the template set out in
appendix 4, to the Company, for retention on board.
88 Proficiency in fast rescue boats

APPENDIX 1

TEST REQUIREMENTS FOR THE EVALUATION OF LIFEBOAT RELEASE AND RETRIEVAL SYSTEMS

A release and retrieval system should be conditioned and tested as follows:

.1 the lifeboat release and retrieval system and the longest used connection cable/linkage associated
with the system should be mounted and adjusted according to instructions from the original equip-ment
manufacturer and then loaded to 100% of its safe working load and released. Load and release should
be repeated 50 times. During the 50 releases, the lifeboat release and retrieval system should be
released simultaneously from each fall to which it is connected without any binding or damage to any
part of the lifeboa
failure during the conditioning or unintended release occurs when load is applied but the system has
not yet been operated;

.2 the lifeboat release and retrieval system should then be disassembled, the parts examined and wear
recorded. The release and retrieval system should then be reassembled;

.3 the hook assembly, whilst disconnected from the operating mechanism, should then be tested 10
times with cyclic loading from zero load to 1.1 times the safe working load, at a nominal 10 seconds per
cycle; unless the release and retrieval system has been specifically designed to operate as an off-load
hook with on-load capability using the weight of the boat to close the hook, in this case the cyclic load
should be from no more than 1% to 1.1 times the SWL; and

.4 the cable and operating mechanism should then be reconnected to the hook assembly; and the
lifeboat release and retrieval system should then be demonstrated to operate satisfactorily under its
safe working load. The actuation force should be no less than 100 N and no more than 300 N, if a cable
is used it should be the maximum length specified by the manufacturer, and secures in the same
manner it would be secured in the lifeboat. The demonstration should verify that any interlocks,
including hydrostatic interlocks, where fitted, indicators and handles are still functioning and are cor-
rectly positioned in accordance with the operation and safety instruction from the original equipment
manufacturer. The release and retrieval system is deemed to have passed the testing under this appen-

any failure during this test or any unintended release or opening occurs.
 89

APPENDIX 2

EXISTING LIFEBOAT RELEASE AND RETRIEVAL SYSTEM EVALUATION PROCESS FLOW CHART
90 Proficiency in fast rescue boats

APPENDIX 3

INFORMATION ON THE EVALUATION OF EXISTING LIFEBOAT RELEASE AND RETRIEVAL SYSTEMS

TO BE REPORTED

The following information should be provided for each lifeboat release and retrieval system:
 91

APPENDIX 4

STATEMENT OF ACCEPTANCE OF THE INSTALLATION OF REPLACEMENT RELEASE AND RETRIEVAL

SYSTEM TO AN EXISTING LIFEBOAT

Issued in accordance with the provisions of regulation I/5 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, under the authority of [Administration]*

Name of ship:
Port of registry:
IMO Number:

Lifeboat details:
Replacement release and retrieval system details:

The above release and retrieval system has been installed and tested under the supervision of the [Adminis-
tration, or a recognized organization authorized to act on its behalf]*, as documented in Survey report no...;
certificate no.... dated ... and [installation] drawing(s) no(s) ... dated ... .

This statement is to confirm that:

.1 The replacement release and retrieval system meets the relevant requirements of the LSA Code,
chapter IV, section 4.4.7.6.
.2 The replacement release and retrieval system construction and the equipment of the above-mentio-
ned ship was found to comply with the provisions of SOLAS regulation III/4 when tested in accordance
with the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), part 2,
section 5.3.1. [The test required by paragraph 5.3.4 is waived as impracticable for this replacement
procedure.]*
.3 The validity of the relevant Safety Certificate is not affected by the installation of the replacement
release and retrieval system.
.4 The installation of the replacement release and retrieval system offers a level of safety which is at

The [Administration, or a recognized organization authorized to act on its behalf]* certifies that
this Statement of Acceptance augments and supersedes the affected sections of the original
lifeboat approval certification. The statement must be kept on board the ship with all other
relevant documentation at all times.

(Date)
* Insert as appropriate.
92 Proficiency in fast rescue boats

MSC.320(89) 20 May 2011

ADOPTION OF AMENDMENTS TO THE INTERNATIONAL LIFE-SAVING APPLIANCE (LSA) CODE

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the func-
tions of the Committee,

NOTING resolution MSC.48(66), by which it adopted the International Life-Saving Applianc Code (hereinafter
-

NOTING ALSO article VIII(b) and regulation III/3.10 of the Convention concerning the procedure for amending
the LSA Code,

HAVING CONSIDERED, at its eighty-ninth session, amendments to the LSA Code, proposed and circulated
in accordance with article VIII(b)(i) of the Convention,

1. ADOPTS, in accordance with article VIII(b)(iv) of the Convention, amendments to the LSA Code, the
text of which is set out in the Annex to the present resolution;

2. DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the amendments
shall be deemed to have been accepted on 1 July 2012, unless prior to that date, more than one third of the
Contracting Governments to the Convention or Contracting
Governments the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the

3. INVITES Contracting Governments to note that, in accordance with article VIII(b)(vii)(2) of the Con-
vention, the amendments shall enter into force on 1 January 2013 upon their acceptance in accordance with
paragraph 2 above;

4. REQUESTS the Secretary-General, in conformity with article VIII(b)(v) of the Convention, to transmit
certified copies of the present resolution and the text of the amendments contained in the Annex to all Con-
tracting Governments to the Convention;

5. FURTHER REQUESTS the Secretary-General to transmit copies of this resolution and its Annex to
Members of the Organization which are not Contracting Governments to the Convention.
 93

ANNEX

AMENDMENTS TO THE INTERNATIONAL LIFE-SAVING APPLIANCES (LSA) CODE

CHAPTER IV
SURVIVAL CRAFT

1 In paragraph 4.4.7.6, the following new subparagraphs .2 to .6 are inserted after the existing subparagraph
.1:

e mechanism shall only open when the release mechanism is

operated with the boat fully waterborne or, if the boat is not waterborne, by multiple, deliberate and
sustained action which shall include the removal or bypassing of safety interlocks designed to prevent
premature or inadvertent release;

.2.1 the mechanism shall not be able to open due to wear, misalignment and unintended force within
the hook assembly or operating mechanism, control rods or cables as may be connected to, or form
part of the hook assembly and with trim of up to 10º and a list of up to 20º either way; and

.2.2 the functional criteria of 4.4.7.6.2 and 4.4.7.6.2.1 apply for the range of loads, representing 0% to
100% of the safe working load of the lifeboat release and retrieval system for which it may be approved;

.3 unless a release mechanism is of the load over centre type, which is held fully closed by the weight
of the lifeboat, the hook assembly shall be designed so that the moveable hook component is kept fully
closed by the hook locking parts capable of holding its safe working load under any operational condi-
tions until the hook locking part is deliberately caused to open by means of the operating mechanism.
For designs utilizing the tail of the movable hook component and cam either directly or indirectly secu-
ring the tail of the movable hook component, the hook assembly shall continue to be closed and hold its
safe working load through rotation of the cam of up to 45 degrees in either direction, or 45 degrees in
one direction if restricted by design, from its locked position;

.4 to provide hook stability, the release mechanism shall be designed so that, when it is fully reset in the
closed position, the weight of the lifeboat does not cause any force to be transmitted to the ope-rating
mechanism;

.5 locking devices shall be designed so that they can not turn to open due to forces from the hook load;
and
94 Proficiency in fast rescue boats

2 In paragraph 4.4.7.6, the existing subparagraph .2 is replaced by the following:

-load) release capability and on-load

release capability:

.7.1 normal (off-load) release capability shall release the lifeboat when it is waterborne or when there is
no load on the hooks, and not require manual separation of the lifting ring or shackle from the jaw of the
hook; and

.7.2 on-load release capability shall release the lifeboat with a load on the hooks. This release mecha-
nism shall be provided with a hydrostatic interlock unless other means are provided to ensure that the
boat is waterborne before the release mechanism can be activated. In case of failure or when the boat
is not waterborne, there shall be a means to override the hydrostatic interlock or similar device to allow
emergency release. This interlock override capability shall be adequately protected against accidental
or premature use. Adequate protection shall include special mechanical protection not normally requi-
red for off-load release, in addition to a danger sign. The protection shall be deliberately destroyed by
applying a suitable minimum force, for instance by breaking a protection glass or translucent cover. A
label or thin wire seal is not considered sufficiently robust. To prevent a premature on-load release, on-
load operation of the release mechanism shall require multiple, deliberate and sustained action or

3 In paragraph 4.4.7.6, the existing subparagraph .3 is renumbered as subparagraph .8 and the words

4 In paragraph 4.4.7.6, the following new subparagraph .9 is inserted after the renumbered subparagraph 8:

and the fixed structural connections in a lifeboat shall be of material corrosion resistant in the marine
environment without the need for coatings or galvanizing. Design and manufacturing tolerances shall be
such that anticipated wear throughout the service life of the mechanism shall not adversely affect its
proper functioning. Mechanical operating links such as control cables shall be waterproof and shall

5 In paragraph 4.4.7.6, the existing subparagraphs .4 to .8 are renumbered as subparagraphs .10 to .14,
respectively.

6 In paragra

-bearing components of the

 95

8 In paragraph 4.4.7.6, the following new subparagraphs .15 and .16 are inserted after the renumbered sub-
paragraph .14:

a factor of safety of not less than 6 times maximum

operating force based on the ultimate strength of the materials used;

.16 the operating cables shall be designed for a factor of safety of not less than 2.5 times maximum
operating force based on the ul

9 In paragraph 4.4.7.6, the existing subparagraph .9 is renumbered as

subparagraph .17 and in the renumbered subparagraph .17, the references to
nces to

10 In paragraph 4.4.7.6, the referenced subparagraph .9 is replaced by .17.