Proficiency in Fast Rescue Boats UK

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Proficiency in fast Rescue Boats UK

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© Copyright 2014 Falck Nutec Netherlands B.V.Revision 008 UK (2014)Product Development

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CHAPTER SUBJECT PAGE

1 Course introduction and learning objectives. 62 Use of fast rescue boats. 83 IAMSAR manual. 104 Requirements imposed on Fast Rescue Boats FRB (SOLAS/LSA). 125 Various types of FRB. 166 Engines and propulsion. 207 Inspection and maintenance of the boat. 248 Engine trouble and trouble shooting. 329 Equipment of an FRB. 3610 Capsize and re-righting of the FRB. 3811 Correct use of the Marine Porto phone. 4212 What to do in a man overboard situation. 4413 Launching the FRB. 4614 Retrieving the FRB. 5215 Waves. 5416 Water tides plus current. 5817 Manoeuvring. 6018 Retrieving a man overboard, transport and recovery net. 6219 Transfer of casualties. 6420 Man overboard (direct/indirect). 6621 Other purposes of the FRB. 7022 Compass. 7223 GPS,PLB’sandcrewfinder. 74Appendix Abbrevations. 75Appendix MSC/Circ.809 76Appendix MSC/Circ.809/Add.1 80Appendix MSC.1/Circ.1392 81Appendix MSC.320 (89) 92

Index

Proficiency in fast rescue boats revision 008 UK 2014.4 Proficiency in fast rescue boats revision 008 UK 2014.4

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Location Den Oever


Course introduction and learning objectives.

On completion of the training, the trainees will have knowledge of:

• ConstructionandfunctionofdifferentFRC’s• 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

StandardTrainingCertificationandWatchkepingCode.

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)• Understandtheconstruction,maintenance,repairandoutfittingofFRB• Takechargeofthelaunchingequipmentandappliance,ascommonlyfittedduringlaunchandrecovery• TakechargeoftheFRBascommonlyfittedduringlaunchandrecovery• 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)

• ConstructionandequipmentandoutfitofFRBandindividualitemsoftheirequipment• Knowledgeofmaintenance,emergencyrepairsofFRBandthenormalinflationanddeflationofbuoy-

ancycompartmentofinflatedFRB• Assessment of readiness of launch equipment and launch appliance of FRB for immediate launch and

operation

Proficiency in fast rescue boats revision 008 UK 2014.6

Chapter 1

6 Proficiency in fast rescue boats revision 008 UK 2014.

• 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

affectingtheirexecutions• Method of starting and operating a FRB engi-

ne and its accessories. IMO Model course.


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 emergency procedure/plan of rescue and treatment of casualties, including the use of FRB’s.

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.


Chapter 2


The man overboard boat must also be suitable for deployment in the event of a general evacuation of ship or MODU’s, in order to bring life rafts and 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-jured or “medics”. This may also arise if helicopter assistance is delayed, or completely impossible. The man overboard boat may then be requested to provide assistance in a search.

This could for example be a search by the “Search and Rescue” organisation. Using an aircraft, it is possible to initiate a search pattern, involving a seriesof different ships.Details on these searchpatterns 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-ferredfromaplatformtoafishingship.Workersneeds 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. 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

General evacuation.

IAMSAR Manual.


IAMSAR Manual.

The IMO Search and Rescue SAR manual MERSAR is replaced by the “International Aeronautical and Maritime Search and Rescue Manual (IAMSAR manual)”, developed in collaboration between the IMO and 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).


Chapter 3


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.


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 additionMSC/Circ.809containsfutherspecificrequirementsforfastrescueboats. 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 passingonandfixingthepainterline,attachmentofthehookandtheliftingoftheFRB.Thistimedoesnot 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 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.

FRB STena Discovery.


Chapter 4


Regulation 17 Rescue boat embarkation, launching and recovery arragements:

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 toensure 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 carried on passenger ships engaged on short inter-

• 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 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

Rescue Boat.

Pride of Rotterdam.


nationalvoyagesshallbesufficienttoensurethatinprovidingforabandonmentbythetotalnumberofper-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 on a RoRo passenger ship must be an approved “fast rescue boat” according to the recommendations of the IMO. This also applies for the launching device. Also for these FRBs, it must bepossibleforthemtobelaunchedandretrievedinworseningweatherconditions.Atleast,thetwostaff

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 withefficientequipmenttoenabletherapidres-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-ficientfuel,suitableforusethroughoutthetemperature range expected in the area in

Markings on a FRB.


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 boatsCargo 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 the requirements laid down in the LSA code for testing.

• RequirementsarealsolaiddownhereonfloatingequipmentattachedtoFRBs,alsointermsofsufficientprotection against impact and forces.

• RBsmusthaveaninflatablehullorarigidhull,oracombinationofboth.• 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-

tingthegangwayortheinflatablechambers.• Boatsconsistingofafixedhullincombinationwithfloatingchambers,alsoknownas“Rigid”FRBsare

also subject to the LSA code, if we look at the construction.• Unlesstheboathassufficientshear,theFRBmustbefittedwithatubecoverwhichisnotlessthan15%

of the length of the boat.• RB’s must be able to achieve a speed of 6 knots, and maintain that speed for a period of 4 hours.• RB’smustbesufficientlymanoeuvrable,eveninroughseas,tobeabletoretrievemenoverboardfrom

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.• RB’s may be equipped with a petrol engine, but with an approved fuel system, with the tanks protected

againstfireandexplosion.• Possibilitiesfortowingmustbepermanentlyfitted,forthemarshallingortowingofrafts.• EveryRBmustbeself-bailing,orhaveabailingpumpsystem,tobeabletobaileffectively.Thismayalso

be automatic.• RB’s must be equipped with a water-tight compartment, in which small objects and the equipment can

be stored.

Lifeboat and rescue boat.


Different types of FRB TherearevarioustypesofFRBboat,whichdifferindesignandcapabilities.ThechoiceofFRBwilldependon the purpose for which the boat is to be deployed. However, they can be broken down into three versions, namely: • Inflatable• Rigid• Rigidinflatable Allthreeboatshaveadvantagesanddisadvantagesinrespectofoneanother.TheinflatableFRBgenerallyconsistsofwoodenoraluminiumfloorpanels,heldinpositionbyairchambers.Theinflatableboatisrela-tively small, as is the number of air chambers. The stern plate is extra strengthened, in order to suspend an outboardmotor.Rescuelinesareattachedaroundtheinflatablechambers,andthechambersalsofeature

a number of handholds. There are strengthened lifting eyesfitted in theboat, to allow them tobe liftedbythree or four-point cradle.

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

that when lifted by a three or four-point cradle, the FRBprovidessufficientstrengthandrigiditytobelaunched 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 inflatableboatmuststillbeabletosail inva-rious sea conditions, after 30 days on deck exposed to various weather conditions.

Inflatable.


Chapter 5


• The inflatableboatmustbeadditionallyequippedwith serialnumber, thenameof themaker,brandname and date of manufacture.

• Thebuoyancyoftheinflatableshallconsistofatleast5separatechambersofequivalentvolume.• Thefloatationbodiesmusthavesufficientresidualbuoyancyforthenumberofpersonsspecified(aver-

ageweight75kg)thatintheeventofthefrontcompartmentorfloatationchambersononesidebeco-mingpunctured,thereisstillsufficientfreeboard.

• Eachfloatationbodymustbeequippedwithashut-offvalvewithnon-returnvalve,forinfla-tingordeflatingthefloatationbodies.

• On the bottom and other susceptible points, additional rubber strengthening must be applied.

Advantages of an inflatable FRB are: • The boat is not so expensive.• There is plenty of space in the boat.• The boat is casualty-friendly.• The boat is light and easy to handle.• The boat is maintenance-friendly. Disadvantages of an inflatable FRB are: • Light-weight therefore can easily capsize.• Low sitting position so poor view.• Uncomfortable in short waves. Rigid. Theseboatsmaybeproducedfromfire-retardantpolyester or aluminium. These boats are built according to the “sandwich” principle. This means adoublehullfilledwithfoamwhichensurestheboat is unsinkable.

Advantages of a Rigid FRB: •Aseaworthyboat(heavy).•Unsinkable. Disadvantages of a Rigid FRB: • Ahigherfreeboardascomparedwithaninfla-

table FRB.• Expensive.• Difficulttorepair.• Notcasualtyfriendly.• Heavyboat,sosolidlaunchingconstruction.• Slowerboat.

Rigid MP660.


Rigid Inflatable.

Thecombinationofahardhullandundersidesurroundedbyairchambersisknownasa“rigidinflatable”orRIB. 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: • MajordiscrepanciesinsailingcharacteristicsofdifferentRIB’s.• Less seaworthy.• Costly.

RIB.



Engines and propulsion. In practice, there are several methods of propulsion including: •Thepetroloutboardmotor•Thedieseloutboardmotor•Thedieselwithscrewpropulsion•Thedieselwithwaterjetpropulsion•Thedieselwithsterndrive. Outboard Engine.ThepetroloutboardmotoristobefoundonlightboatssuchastheinflatableandsmallRIBs.Thepowerused 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.

Outboard engine.

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.• Petrolishighlyinflammable.• Needs to be watercooled during use.

20

Chapter 6


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:• Heavymotorofferingextrastability.• Reliable.• Dieselislessinflammable.• Disadvantages of inboard diesel:• Costly• Considerable loss of space• Boat useless if engine breaks down• Noise• Little space for repairs.

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-melycostly.Whatisthedifferencebetweentheoperationofapropellerandawaterjet?Thepropellerworksby directly pushing away the water, whilst the water jet ejects water, which then collides with the surrounding water.Asortaction-reactioneffect.

Inboard engine.

Waterjet.

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:• Lesspowerandlossofapprox.30to40%.• The intake can become blocked.• Objects may enter the pump.• Less direct steering.• More practice required.

www.falcksafetyservices.nl 21www.falcksafetyservices.nl 21

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.• 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.

Propellor cage/prop guard.



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-ventivemaintenanceandinspections.Afterall,thecrewmustalwaysbeconfidentthattheboatisreadyforuse, and will not experience problems, when travelling at sea in high winds. This chapter deals with inspecti-

FRB in bad condition.

ons. A weekly, monthly and annual inspection of the FRB must be carried out on the ship or on board the MODU’s. Points for attention during inspection are: 1. the air chambers2. the hull3. the launch and retrieval system4. the self-righting system5. the electrical equipment6. appliances7. steering8. the fuel system9. the motor

The air chambers (sponsons) .On RIBs and inflatableboats, 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.

• Veryhigh-qualityadhesionmethodtofibres.• Textilefibrewithveryhightearresistance.• Polychloroprene – synthetic rubber with a double

seal,considerableflexibilityandresistancetoche-mical damage and weather. Material sponsons.

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Chapter 7


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.Neverfillthechamberswithacompres-sor, since too much moisture will be pumped in.Everychamberhasafilleropeningandoften 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.

• Therubberbumpstripsmustsufficientlypro-tect the air chambers, or must be replaced.

• The connection between the air chambers andthefixedhullmustbesound,andun-damaged. Above all the stern plate must be carefully checked.

• The air chambers must also be checked for wear and damage.

Sponson.

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.


Inspecting the launch and retrieval system:On MODU’s and ships, launching often takes place 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,inchapterVIwefindtherequirementsimposedon 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.• 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

boat itself, but also from the ship’s deck, whereby the launching of the FRB must be clearly visible.

Single arm davit.

Double arm gravity davit.


• The launching cables must consist of steel cables which are anti-corrosion and anti-twist.

• The winch and the launching installation must besufficientlystrongtowithstandastatictest load of 1.5 times the working load and a dynamic test load of 1.1 times the working load at maximum lowering speed.

SOLAS chapter III; Regulation 36 Instructions for on-board maintenance of life-saving appliances shall be easily understood, illustrated wherever possible, and, as appropriate, shall include the following for each appliance:

• A checklist for use when carrying out the inspections required by regulation 20.7;

• Maintenance and repair instructions;• Schedule of periodic maintenance;• Diagram of lubrication points with the recom-

mended lubricants;• List of replaceable parts;• List of sources of spare parts; and• Log for records of inspections and

maintenance.

Weekly,monthly,yearlyandfive-yearlyinspec-tions are therefore described. The following aspects must be covered:• Wear of cables and pulleys.• Do all pulleys run smoothly.• Attachment of the launching device to the

deck.• If a three or four-point system is used, this

mustalsohaveacertificate,butstillbechec-ked for wear.

• Withafixedliftingframe,acertificatemustalso be present. Check attachment points.

• If fasteners are used these must be checked and lockable.

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

preventedfrominflatingbyobjectsgettingintheway,suchasaerials,radarreflector,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.

FRB davit.

Check self rightening system.


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:• 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:

Herewedifferentiatebetweentheoutboardmotor and the diesel. 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

tankmustalsobefilled.• 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.

Battery compartment.

Steering wheel.

Secured fuel tanks.


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

thetank.Itisoftenpossibletodrainoffanywater.

• Before a frost period, the tank should be filledwithwinterdiesel.Otherwisethereisariskofflocculation.Ifthedieselflocculates,youmustreplaceallyourfilters.Thedieselenginewillnotstartwithflocculatedfuel.

Inspectingtheengine:Heretoowedifferentiatebetween 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.• 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.

Diesel Fuel Cap.

Inspection of the outboard engine.


8) exhaust pipe9) cavitation plate10)trimmingplatetocounterwheeleffect11) exhaust via hub12) propeller protection13) propeller seal14) reverse clutch15) operating rod reverse clutch16) cooling water pump17) bottom bearing18) holes and bolt for motor adjustment19) tilting device with lock.

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 floodthemotor.

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 throttle2) carburettor3)flywheel4) cylinder (x 2)5) sparkplug6) crankshaft7) drive shaft

Two stroke petrol outboard.

Kill cord.


Diesel compartment.

Inspection of the diesel engine consists of: • Istheresufficientcoolant.Ifnot,topupandcarefullyclosethecap.Thisonlyapplies

fordieselswithaninternalcoolingsystem.Ifnosuchsystemisfitted,theboatcanonlybe started in the water.

• Checkforsufficientoil.Otherwisetopup.• 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.


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.• Theenginerunsbrieflyandthenstops.• 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.

Glowing.

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.• Istheresufficientfuel,oristhefuelsupply

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.

• Withanoutboardmotor,themotormaybeflooded,ortheremaybeaproblemwiththesparkplugs.

The engine runs irregularly or falters:• Thefirstpossiblecauseisthefuelsystem;ifthereisstillenoughfuel,istheenginereceivingfuel?Isthe

filterblocked?oristherealeakcausingairtoenterthesystem?• Wrongorpoorqualityfuel.Possiblyflocculatingdieselorawrongmixtureforanoutboardengine.• A poor spark plug or the ignition is incorrectly set.• A spark plug cap may be loose.

32

Chapter 8


Theenginerunsbrieflyandthenstops:• No more fuel.• The fuel supply is interrupted due to a poor

connectionorablockedfilter.• If the tank is loose, the vent may be closed or

there may be a kink in the hose.• There may be water in the tank. The engine does not run well in neutral:• The engine is still too cold.• The fuel supply is faulty.• The fuel is not well mixed.• The wrong spark plugs are being used. The engine runs faster than normal:• The propeller is damaged.• The angle of trim is incorrect.• The weight distribution is wrong.• The stern board is too high (outboard)• The wrong propeller (pitch/diameter).

The engine runs slower than normal:• Thefuelsupplyisinsufficient.• Wrong fuel or poor mix.• Spark plugs or ignition faulty.• The cooling system is not operating correctly,

so a thermal protection is slowing down the engine.

• The stern board is too low.• The angle of trim is incorrect.• Wrong weight distribution. The boat does not achieve normal speed:• The fuel supply is faulty.• Incorrect fuel or problems with mixing.• Spark plugs or ignition faulty.• The cooling system is not operating correctly.• Propeller damaged or with water jet, the

filtermaybeblocked.• Theengineisattacheddifferently. 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.




Equipment.

Equipment.

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:

• Floating oars to allow rowing in calm water.• Afloatingbailer• A compass with illumination• A sea anchor with a line of at least 10 metres.• Apainterofsufficientlength,attachedtoan

uncoupling system• Afloatinglineofnolessthan50metres,for

towing rafts.• A waterproof torch for issuing Morse signals,

plus spare batteries and bulb• A whistle or horn• A waterproof First Aid kit.• Two rescue lines with rings, line at least 30

metres in length.• A search 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.

• Agoodradarreflector.• TPA’s(thermalprotectiveaids)for10%ofthe

maximum number of occupants, or at least 2.• Portablefire-extinguishingequipmentofan

approved type suitable for extinguishing oil fires.

36

Chapter 9


Radarreflector.

Painter release.

Thermal Protective Aid TPA.

• Handsfree and watertight VHF radio- commu-nication set (MSC./Circ. 809)

Extra for rigid boats:• A boat hook.• A bucket• A knife or axe Extraforinflatables:• Afloatingsafetyknife• Two sponges• A hand pump• A repair set for minor damage• A safety boat hook.

Emergency SteeringFast rescue boats should be steered by a wheel at a helmsman’s position remote from the tiller. An 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.


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.Capsizingmaybecausedbyexcessivelisting,duetocrossseas,sailinginwaves,andflapoverasaresultof 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 capsize. How can the boat be re-righted. Three methods:1. The boat is self-righting.2. Using a self-righting bag3. By using your own weight. Think of re-righting

a raft (see series of photographs).

Inflatablerightingbag.

Fixed self righting system.

38

Chapter 10


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.

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-inflatinglifejacket,ventsomeof 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.• 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).• Pull all lines on board and activate the sea

anchor.

Flap over or capsize.

Capsize - escape.

Capsize and re-righting.


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).• Leavetheself-rightingbaginflated.• Pass on your position in respect of the base.

Capsize and re-righting.

Starting the engine.Boarding the FRB.



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 radiocertificate.Communicationisalwaysrequired.ThebridgeandtheFRBwillwanttoremainingoodcon-tact. You can then issue a report on the situation and the condition of the casualty. Always keep reports short andtrytospeakclearly.Whenyouhavefinishedspeakingsayover.Theotherpersonwillthenknowtheycanrespond.Ifaquestion,noticeorreplyisgiven,thereceivingpartywillconfirmbyrepeatingpart.Oncethecallisfinished,endwithout. 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 channel67 Search and rescue6/15/17 Work channels70 DSC (digital selective calling)

• First listen before broadcasting (the channel may be occupied)• Thinkfirstwhatyouwanttosaybeforetransmitting;• Each message must consist of the following elements:

The station you are calling (1x) TCHOwn name (2x) THIS IS NORSAFE 1Request reply ...... OVERMessage CASUALTY FOUND OVEREnd of Message OUT

42

Chapter 11


If there are language problems, switch to “ENGLISH MARINE VOCABULARY” or use the phonetic alphabet. Examples appear below. • I am in distress• I need assistance• Say again• Copied last Message• My position is ……...• Repeat your last message• I have engine problems

VHF Radio.

A ALFAB BRAVOC CHARLIED DELTAE ECHOF FOXTROTG GOLFH HOTELI INDIAJ JULIETTK KILOL LIMM MIKEN NOVEMBERO OSCARP PAPAQ QUÉBECR ROMEOS SIERRA T TANGOU UNIFORMV VICTORW WHISKEYX X- RAYY YANKEEZ ZULU


What to do in a man overboard situation. A person falls overboard. His colleague sees this happen and reacts as follows: • First shout “MAN OVERBOARD” to attract help.• Throwafloatingobject(rescuebuoysmoke/light)• Do not loose sight of the person.• Inform the bridge / control room.

Bridge.

44

Chapter 12


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

responsibilityofthecaptainortheOffshoreInstallation 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.

Lifebouy with marker.

Intercom.


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.• Askfora“GO”signalfromtheresponsibleofficer.

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 protectionfortheteam.Somemembersfinditdifficulttorefuseacall-outinspiteoftheriskstotheirownsafety.

Immersion suit and lifejacket.

46

Chapter 13


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 lifejacketwill keep you afloat, and it is self-rightingin 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.

Following kitting up, the crew check one another. Above all concentrate on buckles, straps and the lifejacket. Thereshouldnotbemorethanonefist’sspaceinthelifejacket.Ifisitlooser,thelifejacketwillnotworkaswell. The ‘hood’ of the jacket should be over 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 mayonlyclimbontheboatfollowingthisbuddycheck.Theteamwillthencarryoutafinalboatcheck,priorto launch.

Face an eye protection.

MOB immersion suits.


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 another. SOLAS requirements: “SOLAS chapter III/26.3” lays down the requirements imposed on 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 tobe 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.

Offshorelaunchingarrangement.


A launching appliance shall not depend on any me-ans other than gravity or stored mechanical power which is independent of the ship’s power supplies to launch the survival craft or rescue boat it ser-ves in the fully loaded and equipped condition and alsointhelightcondition.Afixedlaunchinginstal-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.• The engine should be running before the boat

enters the water; if necessary, stop above wa-ter level.

Painterline.

Release painterline.

• 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 against the sea’s motion, as much as possible.


The FRC may be equipped with a lifting frame or a four-point hook. The hook may be an “ON-LOAD” or an “OFF LOAD” system. Also a combination of both systems is possible. If it is an on load system, it must be loc-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. OffloadHendrikson.

OffandOnloadNeddeck. OffloadCranstonEagle.



Retrieving the FRB.ForretrievingtheFRB,itmaybenecessarytofirstresetthehook;ifthehookisontheboat,thiswillfirsthave to be carried out on board. With a hook attached to the lifting cable, this must be carried out on deck. Inthecaseofaship,thepainterlineshouldbeattachedfirst.Then,themovingvesselwillpositiontheFRCbeneath 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.

52

Chapter 14



Waves.Wheneverawatermassismoved,werefertothetermwave.Inthisdefinition,werefertohorizontalandvertical 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. Windiscausedbydifferencesinairpressure.Theshiftingofairmassescauseswind,andthatinturncausesthe 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 wavetopandthetrough.Thedifferencebetweenwavesandswellisthatwithwaves,thelengthofthewa-ves is shorter than swell. It is therefore easier to sail in swell conditions. Eventually, swell settles down, too. Sailingclosetothecoastlineisacompletelydifferentmatter.Here,thewavesarereflected,andstarttofeel the land, which leads to shorter waves which eventually break. This then is the surf.

Development of waves.

54

Chapter 15


Sailingindifferentconditionsandcircumstances:Here,too,everyshipisonlyasseaworthyasthecrewispre-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: Windandwaves; riskofflapover.Thismeansre-ducing speed before the top of the wave, but still maintaining sufficient power. Instead of sailingstraight into the waves, follow a weaving pattern, and cut into the waves at an angle of between 45 and 60 degrees. 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 orfindingthecasualty. 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-tercolourdifference.Whatyoushoulddoisredu-ce speed, check your position and avoid damage.

KNRM Narwal.

Wave Handling.

Wave Handling / Flap Over.


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 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 fromthe 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 theboataround,andfloattowardsthecoast,oc-casionally giving opposite throttle. Possibly rever-se under power. It is also possible to use an anchor.

Surf.



Water tides plus current.The vertical water movement (current) is caused by the attraction of the moon, and to a lesser extent the sunandtheplanets.Inamoonday(whichisnot24hours),wehavetwicehighandtwicelowtide.Thefillingin 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.• Confusedseaconditionsandgroundseasfollowinginfluencesofthecurrent.

Low and high tide. Moon and tide.

58

Chapter 16


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.• Accordingtobuoysoranchorchainsaroundourship;onafixedinstallation,watermovementaround

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 anddirectionofcurrentanhourbeforeandafterhighwater.Aboveallifthecoastexercisesaninfluence,thisvaries considerably. See diagram Marsdiep between Texel and Den Helder.

Tide table. Current table.


Manoeuvring. Wewillnowbrieflydiscussthedifferencebetweenmanoeuvring with a water jet and a propeller dri-ve. Here you see a proportion of the water jet with thedeflector,orbucket.Thisalsomakes itpossi-ble to sail backwards. Below are the manoeuvring capabilities of the water jet:

• Thefirstthreepicturesshowthatmovingfor-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.

• The second series shows that with the valve it is possible to turn quickly. This can in fact be achieved on the same spot.

• Finally, reversing is less easy because it is effectivelynotlogical.

Manoeuvring forward.

Turning the FRB without moving forwards or backwards.

Manoeuvring backwards.

60

Chapter 17


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

Whenmanoeuvringwithapropellerdrive,wemustdifferentiatebetween:

• An engine with a conventional propeller and rudder• An outboard motor or stern drive. Forthefirstmanoeuvringmethod,weneedmovementtobeabletosteer;doesnotresponddirectly.Withanoutboardorsterndrive,turningtherudderwillhaveanimmediateeffect.Youcouldsay:

USING AN OUTBOARD ENGINE OR STERN DRIVE, IT IS A QUESTION OF FIRST STEERING AND THEN

ACCELERATING.

Right turning propellor.

Left turning propellor.

Every propeller drive is subject to propeller effect.

Thepropellereffectisanunwantedtorquewhichoccurs through the direction of rotation of the propeller. This screw performance is also known as the“wheeleffect”.Mostpropellersturnclockwi-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.


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-

drostaticpressuredifference,andgravity.• When brining a casualty on board, ensure that

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 upquickly,pullingbackfirstisbest.

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. The casualty must be transferred quickly but with the necessary caution.

MOB recovery.

Insulated blankets.

62

Chapter 18


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.

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 emergedinpracticethatitremainsdifficulttore-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 of this kind is that the casualty must be wrapped in the net, which takes longer.

Recovery net.

Means of transport.


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.• Thehelicopterwillflyintothewindataset

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.

• TheFRCdrivershouldtakeupafixedpositionin respect of the helicopter.

• The hoist then follows, preferably using a stretcher.

Helicopter hoist.

64

Chapter 19


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.


Man overboard (direct/indirect). Inthecaseofamanoverboard,therearetwodifferentpossibilities:• 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:• Afloatingobjectisthrowntothecasualty,preferablyarescuebuoy.• 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 pick up with propellor-waterjet.

MOB pickup using propeller:• Keep the casualty in front.• Select port or starboard.• Identify the casualty.• Helpers ready• Approach slowly• Casualty upwind• Engine neutral.• HaltFRC;reversebriefly,rememberingthe

propeller.• Bring the casualty on board.

66

Chapter 20


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 drifthasbeenidentified.Forexample360°.Byma-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.


Creeping line search.

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.

• Directionfindingfromtheship/MODU• Radar support.• In the latter two cases, good VHF communica-

tion is vital.

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.


Diamond butterfly search. If after the casualty has fallen overboard, one or more rescue buoys are released to identify the casualty’s location, the following search pattern can prove useful:Diamondbutterfly search. Thissearch 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 strokeis 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.

Butterflyordiamondsearch.


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.

• 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.

• Becautiousoffloatingobjectsthatcouldda-mage the propeller or water jet intake.

Helicopter ditch.

Helicopter ditch.

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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.


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-ficreferencedirection,andwearenotrequiredtonavigate using the compass. A Compass in an FRB is important to: • Beabletonavigateandfindthewayback.• Useful in an event of sailing search patterns. Amagnetic compasshas fourdifferentmiscalcu-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:

Compass directions.

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1. Compass to ground course. The compass course to a particular unit is 100° The question is what course do youneedtosailtogetthere?Inthisexampleyougofromlefttoright.

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 thisexampleyougo fromrightto left.

VariationVariationgivesusthedifferencebetweenmagne-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 variationisonly0,5°West.Wecanfindthevariati-on on a sea chart.

DeviationDeviation is the miscalculation on board. Because of the place of your compass on board there will be interference with metal and equipment. The 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.

CurrentCurrent will have influence on everything in thewater, 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.

DriftDrift 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.

Variation and Deviation.

Compass table.

True and Magnetic North.


GPS, PLB’ s and crewfinder. OnFastRescueCraft,alongsidethecompass,intheOffshoreindustryandinrescueorganisations,theuseof other equipment for navigation or search is becoming more common. The photograph opposite shows on theleftthecrewfinderandthePLBPersonalLocatorBeacon.AlsoontherightaGPSGlobalPositioningSys-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 NorthSea are equipped as standard with a PLB or “perso-nal locator beacon” . These beacons are 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 thedirection of travel and distance are automatically identified.ThePLB iscompulsoryduringhelicop-terflightsandduringhazardousworkabovewa-ter. This is often an obligation subject to the issued work permit. Tolocateothersortolocateyouwehavediffe-rentequipmentwithdifferentbehaviours.• EPIRB (Emergency Positioning Indicating

Radio Beacon)• SART (Search And Rescue Transponder)• PLB (Personal Locator Beacon)• VHF (Very High Frequency (radio))• Pyrotechnics:Handflare,SmokeandRocket

Compass directions.

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Abbrevations:DSC Digital Selective CallingEPIRB Emergency Positioning Indicating Radio BeaconFRB Fast Rescue BoatsGOC GeneralOperatorCertificateGPS Global Position SystemIAMSAR International Aeronautical and Maritime Search and Rescue ManualICAO International Civil Aviation OrganizationIMO International Martitime OrganizationLSA Life Saving Appliance codeMODU MobileOffshoreDrillingUnitOSC On Scene CommanderRB Rescue BoatROC RestrictedOperatorCertificateSAR Search and Rescue SART Search And Rescue TransponderSOLAS Safety of Lifes at SeaSTCW StandardTraining,CertificationandWatchkeepingPLB Personal Locator BeaconVHF Very High Frequency


MSC/Circ.809 30 June 1997RECOMMENDATION 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 LIFERAFTS2.1 Except as provided in this section, all canopied reversible liferafts should comply with the requirements ofparagraph4.1,*andifaninflatableliferaft,paragraph4.2,orifarigidliferaft,withtherequirementsofpa-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)).

2.2Therequirementsofparagraphs4.2.5.2and4.2.6.2donotapplytoinflatablecanopiedreversibleliferaftsand the requirements of paragraph 4.3.5.1 do not apply to rigid canopied reversible liferafts.

2.3Thefloatingcanopiedreversibleliferaftshouldbefittedwithself-drainingarrangements.Theliferaftsshould be capable of being safely used at all times by untrained persons.

2.4Thecanopiedreversibleliferaftshouldbecapableofoperatingsafelywhicheverwayupitisfloating.Theliferaft should have a canopy on both sides of the main body, if applicable, of the liferaft, which should be


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-piedreversibleliferaftisfloating,eitherbyuseofanequipmentcontainerwhichisaccessiblefromeitherside, or by duplication of equipment on each side of the liferaft.

2.6Thefullyequippedcanopiedreversibleliferaftshouldfloatinastableuprightpositioninaseawayatalltimes, 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.

2.8Onro-ropassengershipsoperatingonfixedroutesinshallowwater,therequirementsthatliferaftsbearranged so as to ensure that the liferafts are not dragged under the sinking ship, can be achieved by using a liferaftpainterwithalengthofatleastthemaximumdepthofthewaterplusanadditional20%.

3 AUTOMATICALLY SELF-RIGHTING LIFERAFTS

3.1 Except as provided in this section, all automatically self- righting liferafts should comply with the requi-rementsofparagraph4.1and,ifaninflatableliferaft,withtherequirementsofparagraph4.2or,ifarigidliferaft, with the requirements of paragraph 4.3.

3.2Therequirementsofparagraphs4.2.5.2and4.2.6.2donotapplytoinflatableautomaticallyself-rightingliferafts. 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 thesurfaceofthewater,regardlessofwhetheritinflatesintheinvertedpositionunderwateroronthesurfaceofthewaterorcapsizesforanyreasonfollowinginflation.

3.4Thefloatingautomaticallyself-rightingliferaftshouldbefittedwithself-drainingarrangements.Theliferaft 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.

3.6Onro-ropassengershipsoperatingonfixedroutesinshallowwater,therequirementthatliferaftsbearranged so as to ensure that the liferafts are not dragged under the sinking ship, can be achieved by using aliferaftpainterwithalengthofatleastthemaximumdepthofthewaterplusanadditional20%.


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, 5.1.1.6and 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 andnotmorethan8.5m,includinginflatedstructures.

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.

4.1.7 Fast rescue boats should be steered by a wheel at a helmsman’s position remote from the tiller. An emergency steering system providing direct control of the rudder, water jet or outboard motor should also be provided.

4.1.8 Engines in fast rescue boats should stop automatically or be stopped by the helmsman’s emergency release switch should the rescue boat capsize. When the rescue boat has righted, each engine or motor shouldbecapableofbeingrestarted,providedthehelmsman’semergencyrelease,iffitted,hasbeenreset.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.

4.1.9Fastrescueboatsshould,ifpossible,beequippedwithaneasilyandsafelyoperatedfixedsingle-pointsuspension 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 itisofsufficientstrengthtowithstandaloadwithoutresidualdeflectiononremovalofloadof4timesthemass of its full complement of persons and equipment.


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 trainedanddrilledregularlyhavingregardtotheSeafarers’Training,CertificationandWatchkeeping(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/2-2

“Specificationoftheminimumstandardofcompetenceinfastrescueboats”oftheSeafarers’Training,CertificationandWatchkeeping

(STCW) Code.

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.

4.2.2Thelaunchingapplianceshouldbefittedwithadevicetodampentheforcesduetointeractionwiththewaveswhenthefastrescueboatislaunchedorrecovered.Thedeviceshouldincludeaflexibleelementto soften shock forces and a damping element to minimize oscillations.

4.2.3Thewinchshouldbefittedwithanautomatichigh-speedtensioningdevicewhichpreventsthewirefrom 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.


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

ADDENDUM TO THE RECOMMENDATION FOR CANOPIED REVERSIBLELIFERAFTS, AUTOMATICALLY SELF-RIGHTING LIFERAFTS AND FAST RESCUEBOATS, INCLUDING TESTING, ON RO-RO PASSENGER SHIPS

1TheMaritimeSafetyCommittee,at its seventy-first session (19 to28May1999), recalling thatMSC68had 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 Recommendationinorderthat,whendeterminingthehulllengthoffastrescueboats,inflatedstructuresorfixedfendersshouldbeincluded.Paragraph4.1.3oftheaforementionedRecommendationshould,therefo-re, read:

“Notwithstanding paragraph 5.1.1.3.1, fast rescue boats should have a hull length of not lessthan6mandnotmorethan8.5m,includinginflatedstructuresorfixedfenders.”

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.


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,atitsfifty-fifthsession,andtheAdHocWorkingGrouponLifeboatReleaseHooks(16to18March2011).

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.*

4MemberGovernmentsarestronglyurgedtoensurethatallshipsfittedwithon-loadreleasesystemsforlifeboats, 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 amendedbyresolutionMSC.320(89)(hereinaftercalled“theLSACode”),bereplacedormodifiednotlaterthan 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-


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.

5Aflowchartofthelifeboatreleaseandretrievalsystemevaluationprocess,issetoutinappendix2.

6Oneachship,fallpreventerdevicesinaccordancewiththeGuidelinesforthefittinganduseoffallpre-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 .2modifiedandfoundcompliantwiththeLSACode;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 .4modifiedandfoundcompliantwithparagraphs4.4.7.6.4to4.4.7.6.6oftheLSACodeand paragraphs 16 and 17 (overhaul examination) of these Guidelines; or .5 replaced by a new lifeboat release and retrieval system.

* For the purpose of these Guidelines, the expression “on-load release mechanism” has been replaced by “lifeboat release and retrieval

system” (see paragraph 9.1).

Modifications

7 A lifeboat release and retrieval system that has been determined to be non-compliant in accordance with theseGuidelinesmaybemodifiedtocomplywiththerequirementsoftherevisedparagraphs4.4.7.6.4to4.4.7.6.6oftheLSACodeandtherequirementsoftheexistingapplicableCode,providedthatthemodifiedrelease and retrieval system is evaluated in accordance with these Guidelines.

8Atypeoflifeboatreleaseandretrievalsystemthat,aftermodification,complieswiththerequirementsofthe revised paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code and the requirements of the existing applicable Codeshouldbeidentifiedasasystemcompliantaftermodificationandreportedassuch.Thereportshouldincludeboththeidentificationoftheoriginaltypeandthemodifiedtype.


Definitions

9ForthepurposeoftheseGuidelines,thedefinitionsgivenhereundershouldapply,inaccordancewiththefollowingfigure.

Lifeboat release and retrieval system


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-vablehookcomponent.Itincludestheoperatinghandle,linkages/cablesandhydrostaticinterlock,iffitted.

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.

9.10Modificationsarechangestothedesignofanapprovedlifeboatreleaseandretrievalsystemwhichmayaffectcompliancewiththeoriginalapprovalrequirementsortheprescribedconditionsfortheuseoftheproduct.

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).


9.13CompanymeanscompanyasdefinedinSOLASregulationIX/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-turershouldsubmittheapprovalcertificate,alongwithallassociatedsupportingdesigncalculations,plansand testing documentation to the Administration or recognized organization acting on its behalf. The designinformationshouldincludethespecificationandtheinstallationinstructionsforthecompleteoperatingsys-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 lifeboatreleaseandretrievalsystemshouldbereplacedormodifiedtobemadecompliant.

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 to4.4.7.6.6oftheLSACode,usingthetestspecifiedinappendix1totheseGuidelines.Theperformancetestshould be witnessed by the Administration or a recognized organization acting on its behalf.

13Shouldanypartofthelifeboatreleaseandretrievalsystemfailatanystageduringthetestspecifiedinparagraphs 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-gorizedasbeingeithercompliant,compliantaftermodificationornon-compliant.

Thereafter: .1systemscategorizedasbeingcompliant,orcompliantaftermodification,mayremaininservice;and .2everysystemcategorizedasbeingnon-compliantshouldbereplacedwithanewsystemormodified

to be made compliant. One-time follow-up overhaul examination


16Notlaterthanthefirstscheduleddry-dockingafter1July2014,everylifeboatreleaseandretrievalsys-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 alsoincludesverificationthatthesystemexaminedisofthesametypeasthesystemthatpassedtheevalu-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-firmthis,forretentiononboard.Procedureforreplacementofnon-compliantlifeboatreleaseandretrievalsystems

18Theprocedureoutlinedbelowshouldbefollowedinallcaseswherealifeboatistobefittedwithreplace-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 recognizethatalifeboatwhichisretro-fittedwithareplacementlifeboatreleaseandretrievalsystemtothesatisfactionoftheAdministrationshouldberegardedasofferingalevelofsafetywhichishigherthanthatof the original installation.

19 Companies should, where possible, select replacement equipment acceptable to the lifeboat manufac-turer.However,incaseswherethelifeboatmanufacturerisunabletoofferasuitablereplacementlifeboatrelease 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: .1theproposedreplacementequipmentincludingapprovalcertification; .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-

leaseandretrievalsystem,fixedstructuralconnectionsofthereleasemechanism,linkplates,includingmaterials 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 retrievalsystemfixedstructuralconnectionsofthereleasemechanismwillchange,calculationofsta-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-


dingsofthereleasehandleontheconsole,efficiencyofanyhydrostaticinterlockinlightandloadedconditions,whetherthesize/configurationofthereplacementequipmentwouldaffectthestabilityorseating space of the lifeboat, and its compatibility with its launching appliance;

.4 amended operating and training manuals; and .5identificationoftheperson(s)responsiblefordesignappraisal,installationworkandpost-installati-

on testing and evidence of their competence.

21TheAdministration,orarecognizedorganizationactingonitsbehalf,mayallowthathookfixedstructuralconnections 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-onMSC.81(70)),part2,paragraph5.3.4,asamendedby resolutionMSC.226(82),ifthefixedstructu-ralconnectionsofthereleasemechanismofthelifeboatismodified;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 organizationacting on its behalf, which should also verify that the installation complies in all respects with thedocumentation submitted by the Company and approved by the Administration, or a recognizedorganization acting on its behalf.

26 Following completion of installation testing, the Administration, or a recognizedorganization acting on its behalf, should issue a Statement of Acceptance, using the templateset out in appendix 4, to the Company, for retention on board.


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-mentmanufacturerandthenloadedto100%ofitssafeworkingloadandreleased.Loadandreleaseshould 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 lifeboat release and retrieval system. The system should be considered as “failed” if any 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 percycle;unless thereleaseandretrievalsystemhasbeenspecificallydesignedtooperateasanoff-load hook with on-load capability using the weight of the boat to close the hook, in this case the cyclic loadshouldbefromnomorethan1%to1.1timestheSWL;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 acableisuseditshouldbethemaximumlengthspecifiedbythemanufacturer, and secures in thesame 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-dix when the tests have been conducted successfully. The system should be considered as “failed” if any failure during this test or any unintended release or opening occurs.


APPENDIX 2

EXISTING LIFEBOAT RELEASE AND RETRIEVAL SYSTEM EVALUATION PROCESS FLOW CHART


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:


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...; certificateno....dated...and[installation]drawing(s)no(s)...dated....

Thisstatementistoconfirmthat: .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.]*

.3ThevalidityoftherelevantSafetyCertificateisnotaffectedbytheinstallationofthereplacementrelease and retrieval system.

.4Theinstallationofthereplacementreleaseandretrievalsystemoffersalevelofsafetywhichisatleastaseffectiveastheoriginalmanufacturer’sequipment.

The[Administration,orarecognizedorganizationauthorizedtoactonitsbehalf]*certifiesthatthisStatementofAcceptanceaugmentsandsupersedestheaffectedsectionsoftheoriginallifeboatapprovalcertification.Thestatementmustbekeptonboardtheshipwithallotherrelevant documentation at all times.…………………………….. …………… (Stamp)(Date)* Insert as appropriate.


MSC.320(89) 20 May 2011ADOPTION 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 referred to as “the LSA Code”), which has become mandatory under chapter III of the International Conventi-on for the Safety of Life at Sea, 1974 (hereinafter referred to as “the Convention”),

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 ContractingGovernmentsthecombinedmerchantfleetsofwhichconstitutenotlessthan50%ofthegrosstonnageoftheworld’smerchantfleet,havenotifiedtheirobjectionstotheamendments;

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 certifiedcopiesofthepresentresolutionandthetextoftheamendmentscontainedintheAnnextoallCon-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.


ANNEX

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

CHAPTER IVSURVIVAL CRAFT

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

“.2 notwithstanding subparagraph .7.2 the 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

.2.2thefunctionalcriteriaof4.4.7.6.2and4.4.7.6.2.1applyfortherangeof loads,representing0%to100%of the safeworking loadof the lifeboat releaseand retrieval system forwhich itmaybeapproved;

.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

.6 if a hydrostatic interlock is provided, it shall automatically reset upon lifting the boat from the water.”


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

“.7themechanismshallhavetworeleasecapabilities:normal(off-load)releasecapabilityandon-loadrelease capability:

.7.1normal(off-load)releasecapabilityshallreleasethelifeboatwhenitiswaterborneorwhenthereis 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-redforoff-loadrelease,inadditiontoadangersign.Theprotectionshallbedeliberatelydestroyedbyapplying a suitable minimum force, for instance by breaking a protection glass or translucent cover. A labelorthinwiresealisnotconsideredsufficientlyrobust.Topreventaprematureon-loadrelease,on-load operation of the release mechanism shall require multiple, deliberate and sustained action or actions by the operator;”.

3 In paragraph 4.4.7.6, the existing subparagraph .3 is renumbered as subparagraph .8 and the words “without excessive force” are replaced by the words “, and any indicators shall not indicate the release mechanism is reset”.

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

“.9 all components of the hook unit, release handle unit, control cables or mechanical operating links andthefixedstructuralconnectionsinalifeboatshallbeofmaterialcorrosionresistantinthemarineenvironment without the need for coatings or galvanizing. Design and manufacturing tolerances shall besuchthatanticipatedwearthroughouttheservicelifeofthemechanismshallnotadverselyaffectits proper functioning. Mechanical operating links such as control cables shall be waterproof and shall have no exposed or unprotected areas;”.

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

6 In paragraph 4.4.7.6, in the renumbered subparagraph .10, the word “clearly” is replaced by the word “unambiguously”.

7 In paragraph 4.4.7.6, in the renumbered subparagraph .14, the words “the load-bearing components of the release mechanism and” are added at the beginning and the words “of the release mechanism” are deleted.


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

“.15 a hydrostatic interlock shall be designed for 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 ultimate strength of the materials used; and”.

9 In paragraph 4.4.7.6, the existing subparagraph .9 is renumbered assubparagraph .17 and in the renumbered subparagraph .17, the references toparagraphs “4.4.7.6.2.2 and 4.4.7.6.3” are replaced by the references toparagraphs “4.4.7.6.7, 4.4.7.6.8 and 4.4.7.6.15”.

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


96


Falck Safety ServicesBeerweg 1013199 LM Maasvlakte-RotterdamHarbour number 7033The Netherlands

Phone +31 (0) 181 376666www.falcksafetyservices.nl

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