Lifesaving Appliances

All personnel must be fully aware of the different types of lifesaving equipment available onboard the ship and also within the survival crafts. Good onboard training including regular drills will help to  ensure familiarisation with this equipment. Only by doing this will the equipment on board the ship be an aid to survival at sea.

SOLAS TRAINING MANUAL

A requirement of SOLAS Chapter II-2, Regulation 15 is to have an onboard Training Manual. This manual contains instructions on the use of all life-saving appliances provided on the ship and is to be clearly written in a language and style easily understood by all of the crew along with illustrations and diagrams. The manual is to be compiled on board and copies are to be placed in the crew and officers’ mess-rooms for any member of the ship’s compliment. These manuals are ship specific and are produced in cooperation with Ship and Shore personnel.

LIFEJACKETS

Lifejackets are to be stowed near to the normal embarkation locations in suitable dry and unlocked containers. Where this is not practical, lifejackets may be stowed in cabins or other locations so long that they are readily accessible and the location clearly indicated by the correct sign. There must also be provision for sufficient lifejackets for persons on watch (i.e. on the bridge and in the engine control room) and for use at remotely located survival craft stations (e.g. forward life raft).

Instructions for donning lifejackets are to be displayed throughout the ship in conspicuous locations as well as in way of the lifejacket stowage areas.

Lifejackets must be kept clean and a routine put in place to ensure that they are inspected on a monthly basis to ensure that they are in good condition, including lights, whistles, retro-reflective tape and ties. Lifejackets stowed in  containers outside the accommodation are to be aired at least every  two months.

Where inflatable lifejackets are carried, they are to be checked every month to ensure that they remain puncture free. Once per year they are to be sent ashore for servicing by an approved service agent.

Lifejackets are to be of suitable design so as not impede the entry into enclosed lifeboats or get in the way of release mechanisms etc.

IMMERSION SUITS AND THERMAL PROTECTIVE AIDS

An immersion suit will be provided for every person onboard. The important factors regarding the use of an immersion suit are:

It is quick and easy to put on

It protects the user from rapidly losing body heat

It enables the user to remain face-up in the water (Note that some suits also require the wearing of a lifejacket however)

It is important that all personnel required to wear the suits carry out regular practice and training while dressed in the suit. This will enable them to become familiar with the suits and any restrictions or limitations found while wearing them.

Before entering the water, the suit must be correctly fastened and undamaged. This is very important  if the suit is loose fitting. If unfastened or torn, a loose fitting suit will become full of water and will immobilise the user and risk drowning him/her.

Maintenance of immersion suits and anti-exposure suits by ships staff should be in accordance with the manufacturer’s instructions, flag state requirements and MSC/Circ.1047.

A Thermal Protective Aid (TPA) is basically a type of body warming bag with a material capable of reflecting 87% of radiated body heat (assuming the bag to be dry).

TPAs can be used to assist the recovery of persons suffering from hypothermia or can even be used to prevent them becoming hypothermic in the first place if used quickly. If the TPA is large enough a person suffering from the effects of cold can be placed inside together with another warmer person whose body heat will assist the colder person. If a TPA is worn in a survival craft where there is a possibility of capsizing or being swept away, a lifejacket must also be worn.

LIFEBOATS

The lifeboat is the primary means of escape from a vessel in distress; however operations involving the lowering of lifeboats are potentially hazardous. It is therefore essential that seafarers are familiar with the life-saving systems onboard their ships and that they have confidence that the systems provided for their safety will work and will be effective in an emergency. It is V.Ships’ policy that the measures to prevent accidents with lifeboats, described within IMO Circular MSC1206, are compulsory for all vessels.

IMO Circular MSC1206 Annex II stresses the importance for all crew to be well familiarised and trained in the operation of the boats and launching equipment. Lifeboats must be launched and exercised in  the water once every three months.

It is also essential that the lifeboats and associated gear are maintained correctly in accordance with the manufacturer’s instructions. Lifeboats must be kept clean with all equipment correctly stowed and secured at all times and ready for immediate use. Attention is drawn to SOLAS Regulation 20.7 of Chapter III:-

“Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out monthly using the checklist required by regulation 36.1 of SOLAS. A report of the inspection shall be entered in the ship’s log book”.

Regulation 36 requires that:-

Instructions for onboard maintenance of life-saving appliances shall be easily understood, illustrated, wherever possible and, as appropriate, shall include the following for each appliance:

1. A checklist for use when carrying out the inspections required by Regulation 20.7;

2. Maintenance and repair instructions; (This should be available in the maker’s manual and inserted into the SOLAS Training Manuals onboard the Planned Maintenance System in use)

3. Schedule of Periodic Maintenance; (This should be available in the maker’s manual and inserted  into the SOLAS Training Manual onboard and in the Planned Maintenance System in use)

4. Diagram of lubrication points with the recommended lubricants; (This should be available in the maker’s manual and inserted into the Planned Maintenance System in use along with inclusion to the vessel’s greasing schedule).

5. List of replaceable parts; (This should be available in the maker’s manual ad in the vessel’s “Critical Spares” inventories”).

6. List of sources of spare parts; (This should be available in the maker’s manual and in the vessel’s “Critical Spares” inventories).

7. Log for records of inspections and maintenance;

Maintenance should be carried out in accordance with the Maker’s manual .

Any maintenance carried out to the lifeboats, lifeboat davits, braking systems and release systems by shore-bases service companies must be witnessed by a senior officer. If there is a Superintendent present onboard during the maintenance, he should also witness such maintenance. Once the maintenance is completed, the lifeboats should be lowered and exercised in the water at the earliest opportunity.

Lifeboats must be launched and exercised in the water once every three months.

Instructions for onboard maintenance of lifesaving appliances shall be easily understood, illustrated wherever possible and, as appropriate, shall include the following for each appliance:-

LIFEBOAT ON-LOAD RELEASE MECHANISMS

It is essential that these systems are properly adjusted, regularly maintained, correctly operated and tested at all times. Failure to do this can lead  to a malfunction of the release equipment resulting in  the boat being released prematurely or alternately not being released with potentially disastrous results in either case.

There have been a number of serious accidents in the industry due to the misuse or lack of maintenance of these systems.

These incidents have been caused primarily by the following:

1) Inadequate maintenance

2) Improperly adjusted equipment

3) Incorrectly operated equipment

It is therefore essential that the maintenance requirements for these systems are understood and fully complied with. This must be strictly in  accordance  with the manufacturer’s instructions, a copy of which must be onboard. No maintenance is to be carried out if this manual is not onboard.

Weekly and monthly inspections, and routine maintenance, as specified in the equipment maintenance manual(s), should be conducted under the direct supervision of a senior ship’s officer in accordance with the maintenance manual(s). All other inspections, servicing and repair should be conducted by the manufacture’s representative or other person appropriately trained and certified for the work to be done in accordance with MSC.1/Circ.1277 and IMO Circular MSC1206.

Records of this maintenance should be maintained within the vessel’s planned maintenance system.

The setting and maintenance of release gear are critical operations with regard to maintaining the safe operation of the lifeboat and the safety of personnel in the lifeboat. All inspection and maintenance operations on this equipment should therefore be carried out with the utmost care and subject to a formal risk assessment.

No maintenance or adjustment of the release gear should be undertaken while the hooks are under load.

Fall Preventer Devices (FPDs) / Hanging-off pennants should be used for this purpose where practicable and to the satisfaction of the administration, but should not remain connected at other times, such as when the lifeboat is normally stowed and during training exercises. FPD strops must not be used for any other purpose

The release gear is to be examined prior to its operational test. The release gear is to be re-examined after its operational test and dynamic winch brake test. Special consideration should be given to  ensure that no damage has occurred during the winch brake test, especially the hook fastening.

For vessels fitted with Mills Empress and Titan type of disengaging gears it is essential that the size of connecting rings and links fitted are correct as accidents have occurred due to wrong size components. Furthermore, a number of lifeboat release hook manufacturers have recently issued notices to bring to Operator’s attention that “Release cables are a critical part of the hook system and that failure of these cables may cause a serious incident”. The notices follow on by stating that, “Release cables must be replaced at intervals not exceeding 5 years”

The Hook Types that are affected by these notices include:

• Mills Titan

• Tor

• LH3

• Camsafe

• NLH70

In order to simplify renewal requirements fleet-wide and ensure that the renewal of cables is not inadvertently overlooked, the requirements shall be that, irrespective of manufacturer, all release  cables are to be renewed at intervals not exceeding five years.

For the efficient and timely maintenance of the lifeboat systems, sufficient stocks of the required consumable spares are to be held onboard and documented. When ordering spare parts for such systems, the proper categorisation for safety equipment should be used to ensure prompt supply.

During the required drills, training must be carried out to ensure that all officers and crewmembers are familiar with the correct operation of this type of equipment.

In summary and before lowering any boat into the water the following conditions must have been met:

• Maintenance of the release system is carried out in accordance with the manufacturer’s instructions.

• Maintenance records are being accurately and properly maintained, including dates of last inspections and tests.

• There are no known or suspected defects with the release system

• The operation and maintenance manual for the release system is on board.

• Risk Assessment for lowering and recovery completed and control measures implemented where appropriate.

• Officers and crew have received full instructions in the operation of lowering the lifeboats including the operation and resetting of on-load release systems.

• Fall Preventer Devices are utilised, at the discretion of the Master, to mitigate the risks of  failure of the on-load hook or its release mechanism, or by accidental release of the on-load hook.

Although the IMO Circular MSC1206 presently remains advisory, many Flag States put the responsibility for the “assessing and selecting a competent person”, should the Manufacturer representative be unavailable, upon the Managing Company. In cases where the responsibility for  assessing  and selecting a competent person,the following criteria should be considered as a minimum and stated in the notes section of the purchase order:

• ISO Certification

• More than two years experience in servicing of Lifeboats and launching equipment

• Servicing carried out by trained staff

• Records to verify traceability of parts are supplied

• Existence of documented procedures and instructions

The Master or attending Superintendent should collect as much documented evidence of compliance with the above criteria as possible.

LIFEBOAT FALLS

It is important that lifeboat falls are well maintained and looked after. They are to be examined for damage and broken strands and greased at regular intervals in accordance with the PMP. The correct type of grease is to be used, remembering to grease the parts of the falls that lie within the blocks by slacking them off.

The falls are to be renewed when necessary due to deterioration of the falls or at intervals not exceeding 5 years, whichever is the earlier. Dates of renewal are to be stencilled on the davits or another suitable close and visible location. Certificates are to be maintained onboard for the falls. Previous requirements to end-for-end at intervals of not more than 30 months into the 60 month life cycle have been superseded in favour of periodical examination of the fall wires.

Lifeboat falls must be subject to annual inspection, performed by the ship’s crew in the presence of the manufacturer’s representative or other person appropriately trained and certified for the work to be done in accordance with MSC.1/Circ.1277 and IMO Circular MSC1206. The periodical inspection of each wire is to include:-

• The survival craft must be lowered to the water, or the wire, otherwise paid out, such that the wire bears no weight and there is no more than one layer left on the drum. The wire shall then be cleaned to facilitate a general inspection of its condition.

• The stationary parts of the wire, i.e. parts resting on or within sheaves and locking devices, must be given particularly close attention during that inspection.

• Once the wire is clean, it must be verified as free from corrosion and that grease had penetrated the whole wire.

• Grips are acceptable although not the preferred method and if used, a minimum of six must be in place. They must all be fitted in the same direction with the u-bolt over the tail end of the rope and the bridge in the standing part. Any grips used are to be checked for tightness and wear. Click here to see a diagram where grips are used.

• After satisfactory inspection an approved type of grease shall be reapplied and the wire re- wound on the drum as recommended by the manufacturer.

Wires found with corrosion or deterioration to the extent that their strength is compromised, must be replaced.

Records maintained onboard must clearly state that the annual periodical inspection has been carried out and the results of the examination. If renewal or end-for-end turning of wires has been carried out, this should also be recorded. These records must be verified by the Class Surveyor attending for periodical safety equipment surveys.

LIFEBOAT DAVITS

Maintenance is to be carried out on lifeboat davits as per the manufacturer’s instructions and the vessel’s planned maintenance system, however, the following items are to be regularly examined for satisfactory condition and operation.

• Davit structure, in particular with regard to corrosion, misalignments, deformations and excessive free play;

• Wires and sheaves, possible damages such as kinks and corrosion;

• Track-ways are to be free of rust lubrication of moving parts carried;

• Functioning of limit switches – tested every boat drill;

• Hydraulic systems.

A thorough maintenance and greasing schedule should be maintained within the vessel’s planned maintenance system however care is to be exercised when applying grease to the various greasing points in the brake mechanisms on lifeboat davits, to avoid overcharging and contamination of the brake linings. The brake assemblies are to be opened u p and inspected at regular intervals. The brake linings must be inspected for contamination with grease. Should the linings be contaminated, then the Management Office must be informed and operation of the davit prohibited unless in an extreme emergency situation.

In addition to the routine maintenance required by the maker’s manuals, the winch arrangement must be subject to annual inspection performed by the ship’s crew in the presence of the manufacturer’s representative or other person appropriately trained and certified for the work to be done in accordance with IMO MSC Circular.1277 and IMO MSC Circular 1206.

Inspection of the davit winch arrangement should include:

• Open and inspect brake mechanism;

• Replace brake pads, if necessary;

• Remote control system;

• Power supply system;

• Winch foundation – checking for signs of cracking and damage to the securing bolts.

The davit winch brake system must be subject to dynamic testing in accordance with the IMO MSC Circular 1206 and any additional requirements of the flat administration. Annual testing should be done by lowering the empty boat. When the boat has reached its maximum lowering speed and before the boat enters the water, the brake should be abruptly applied.

The five-year operational test should be done by lowering the boat loaded to a proof load equal to 1.1 times the weight of the survival craft or rescue boat and its full complement of persons and equipment, or equivalent load. When the boat has reached its maximum lowering speed, and before the boat enters the water, the brake should be abruptly applied.

Following these tests, the brake pads and stressed structural parts should be re-inspected.

LOWERING OF LIFEBOATS

Except in emergency situations, all routine lowering and recovery of lifeboats should be subject to the risk assessment.

When performing drills with persons onboard a lifeboat, it is recommended that the boat first be lowered and recovered without persons onboard to ascertain that the arrangements functions correctly. In this case, the boat should then be lowered into the water with only the number of persons onboard necessary to operate the boat, provided Fall Preventer Devices (FPDs) are being used. The correct PPE is to be used when lowering lifeboats including harnesses, hard hats and lifejackets, or safe working vests (able to keep a person afloat but smaller than a lifejacket), must be worn by persons embarking on the lifeboat.

The following should be considered when it is impracticable to fit FPDs.

• Where the lifeboat is lowered to the water without persons onboard for drills, testing inspections or maintenance, the lifeboat should not be boarded by the shipside embarkation ladder. In exceptional circumstances where this cannot be avoided, adequate measures must be taken to ensure that persons boarding the lifeboat cannot fall from the ladder.

• If there is any doubt as to the safety of boarding by a ship-side ladder, then the drill or inspection should continue as far as practicable so that the davit sheaves, winches and brakes can be examined to verify that the equipment is operating correctly. If the drill cannot be completed the ship’s Master should make an appropriate entry in the official logbook.

• Where a FPD is not fitted, consideration should be given to the use of shore side facilities such as a hired boat to board the lifeboat safely once it is afloat.

Lowering of lifeboats in normal circumstances must not be carried out over quaysides, obstructions in the water, small boats alongside etc. However, if it is necessary to lower boats in such conditions (e.g. by the demand of a Port State Inspector) then Fall Preventer Devices (FPDs) should be used as a precaution in the event of davit brake or wire failure.

The launching of boats, while underway, must not be carried out unless in the case of emergency. In addition, drills must only be where there is a minimum of vessel movement.

FREE-FALL LIFEBOATS

If your vessel is equipped with free fall lifeboats, operation manuals are to be referenced by the entire crew and they must be familiar with the launching operation as well as the recovery procedure.

When the crew has to abandon the ship in an emergency, the free fall lifeboat is a superior life saving device, even in rough/heavy seas, however, for training exercises the free fall lifeboat is only to be launched in very calm seas, in order to facilitate safe recovery on board without damaging the boat due to uncontrolled movements/swinging.

In addition, it is imperative that when at sea the free fall lifeboat's heaving brackets are to be unscrewed and lashed onto the davits, thus placing the lifeboats in readiness for free fall at any time.  It is essential that release gear is correctly set. When maintenance is being carried out great caution must be paid not to accidentally set off the release mechanism.

If the free fall lifeboat is equipped with an emergency air system, this generally consists of air cylinders located inside the lifeboat. The air system supplies air to the lifeboat crew and engine, and must be activated in circumstances, which involve an external fire or hazardous gases. The cylinder contents  are to be checked during the routine safety inspections. If the vessel is supplied with a special air compressor and requisite hoses to fill air cylinders when empty, they are to be tested at monthly intervals.

The lifeboat is to be sent away and tested every three months. This can be done by lowering the boat using the davits and hydraulic system. However the boat must be tested in free-fall mode every six months. Note however, that a simulated launch may be carried out in lieu of an actual free-fall launch where suitable approved equipment has been fitted to the launching appliance and boat. Simulated launching should only take place once in a twelve month period and the log book entry should make clear that the launching has been either free-fall or simulated. It is essential that the manufacturer’s instructions are followed explicitly.

Reference is to be made to the SOLAS, Chapter III, regulation 19 regarding operations readiness, maintenance and inspections.

For free-fall launches it is important that there is sufficient room astern of the ship for the launch to be carried out. There should be open water area of at least one and one half times the expected distance in which the lifeboat will be brought to a standstill in the water after launching.

When carrying out a free-fall launching the lifeboat should be lowered into the water first and motor etc. tested occasionally. It can then be hooked on again, re-stowed and then launched by free-fall method.

Prior to any free-fall launching, the Rescue Boat should be waterborne to act as a stand-by boat in case of emergencies and to assist in re-securing the free-fall lifeboat after launching.

Administrations now accept launching of free-fall lifeboats by falls (secondary means of launching) in lieu of free-fall launching on ships where the free-fall height is greater than 20m, provided that a simulated free-fall launch is conducted at least every six months.

LIFEBOAT ENGINES

It is important that lifeboat engines are properly tested according to the following guidelines and maintained according to the manufacturer’s instructions. Failure to do so will result in the engine functioning incorrectly or stopping after a matter of minutes.

During in-water tests the engines are to be run for periods of 15 to 30 minutes on high load/revolutions.

The lifeboat engine is to be operated for 4-5 minutes on idle speed for the weekly onboard tests during which time the temperature of the cooling water is to be closely monitored.

Fuel oil, lubricating oil and air filters are to be regularly inspected and cleaned as required.

Note that the 4- 5 minute test above applies to the engine only. The test on the propeller/tailshaft is to be for only brief periods (e.g. 5 seconds) in order to prove that the clutch and gearbox are operational. Extended runs with the engine clutched-in must only be carried out with the lifeboat in the water.

For boats with air cooled engines reference must be made to the manufacturer’s instructions for full details of testing.

Fuel tanks must be topped up after testing.

In totally enclosed boats there is a risk that an exhaust leak may lead to the build up of Carbon Monoxide inside the boat therefore exhaust pipes are to be checked for any damage. Small exhaust leaks may not be readily apparent; therefore CO readings are to be taken during engine tests.

GENERAL SAFETY PRECAUTIONS CONCERNING LIFEBOATS

As well as the instructions in the foregoing parts of this section the following precautions are to be taken. When servicing davits in the stowed position, the HARBOUR SAFETY PINS or other similar safety devices must be in place to ensure that davits cannot be accidentally moved. Gripes and strong-backs should be strong enough and sized correctly.

When personnel are in the stowed lifeboats, the hanging-off pendants should be used to prevent the boat from being accidentally released and dropped from the releasing mechanism.

All launching equipment should receive regular maintenance in accordance with the manufacturers’ recommendations.

Ensure that release lever is properly secured and guards / pins in place when re-attaching falls.

Critical operation checklists should be developed to ensure that all safety precautions are in place before personnel perform maintenance or inspections.

Checklists should be used to ensure standard safe operating procedures are followed, including proper stowing/securing of the boats after use.

No additional securing arrangements should be utilised which are not included in the lowering/free-fall instructions except for additional securing during extreme weather conditions, which MUST be removed as soon as weather moderates.

The Master and Chief Engineer are responsible for ensuring that all crew are trained in the use of lifeboats, davits and release gear as provided on the vessel.

FAST RESCUE BOATS

Some vessels will be supplied with designated fast rescue / recovery boats over and above the lifeboats. These boats may be of rigid or inflatable construction and are principally designed for the  fast recovery of persons in the water.

Training

Due to their unique nature and required speed of operation, it is important that proper training, as weather permits, is given onboard for those persons involved in launching, recovery and crewing of these craft. In order that the launch team and boat crew are kept effective and remain confident in the use of equipment, rescue boats (other than lifeboats which are also rescue boats) shall be launched each month with their assigned crew aboard and manoeuvred in the water.

Records are to be kept with respect to any drills conducted including sea and weather conditions, together with the names and duties of those participating in the drill.

Initial training is to include the understanding and operation of the following tasks:

• Assessment of the boat and launching equipment for immediate launch and operation.

• Understanding the safe operation of the winch, brakes, falls, painters, motion compensators and other equipment as fitted.

• Understanding the safety precautions during launching and recovery.

• Knowledge of procedures for launching and recovery in various weather conditions.

The correct PPE is to be used at all times when inside rescue boats, including harnesses, hard hats and lifejackets. Lifejackets or safe working vests (able to keep a person afloat but smaller than a lifejacket) must be worn by persons embarking the rescue boat.

A Risk Assessment must be produced for the operation of the rescue boat and should take the  following into account:-

• Reliability, type and complexity of equipment

• The proven level of expertise of the rescue boat crew as demonstrated during drills; and

• The prevailing weather conditions.

• Communications

LIFERAFTS

STOWAGE

Launching instructions are to be posted at the raft stowage position.

SECURING AND HYDROSTATIC RELEASE UNITS (HRU)

Painters are to be secured to the ship via a float free arrangement such as a hydrostatic release unit.   If for any reason a painter has to be unfastened before a life raft is launched it must be made fast again before launching the raft into the water. Failure to do this may result in an inability to inflate the raft when in the water and will ultimately place lives at great risk.

HRUs are to be installed strictly in accordance with the manufacturer’s instructions. This is very important as designs vary.

A weak link is to be incorporated into the HRU to ensure that a life raft which has been released hydrostatically is not dragged under by the sinking ship. The weak link is to be of sufficient strength to pull the painter from the container in order to activate the inflation system. However it must also be able to break allowing the raft to float free.

A senhouse slip lashed to the holding down strops will be provided between the HRU and the strops to enable manual release of the life raft.

A suitable correctly illustrated diagram of the release unit rigging should be attached to the life raft canister or adjacent to the stowage position.

EMBARKATION LADDERS

Embarkation ladders, with sufficient length to reach the waterline when the ship is in her lightest condition, are to be stowed beside the life rafts in order to allow boarding of the craft. These ladders are to be regularly inspected and repairs carried out as required.

SERVICING

Inflatable life rafts and HRUs are to be serviced annually by an approved service station. The dates of inspection are to be clearly marked on the life raft container. A service report is to be requested from the service company and filed on board.

It is essential that when liferafts are landed ashore for service or maintenance, they are returned in ample time to allow the vessel to sail or arrangements made to hire liferafts. On no account must a vessel proceed to sea without the required number of liferafts or any other life saving appliances unless written permission has been granted by flag state.

LIFEBUOYS

Lifebuoys are to be inspected and checked at monthly intervals. Their general condition is to be checked including signs of cracking. If any cracks are found then the lifebuoy is to be replaced. The ship’s name and port of registry must be clearly painted and retro-reflective tape in good condition.

Any buoyant lines attached to lifebuoys are to be inspected for wear and untangled if necessary. Self actuating lights are to be correctly stowed and tested by the correct method.

It is important that the bridge mounted man-overboard lifebuoys are at all times operational. Ensure that the release pins are well greased and not seized. The lines between the buoy and the smoke float must be clear of any obstructions and in good condition.

Note that on tankers and other types of ships carrying dangerous cargo, lifebuoy lights should be intrinsically safe.

PYROTECHNICS

Pyrotechnic signals are to be inspected regularly and their condition checked especially for signs of moisture or leakage.

Pyrotechnics are to be stowed in suitable containers on or near the bridge. Locations are to be suitable marked with the correct IMO sign.

Out-of-date pyrotechnics are to be safely disposed of ashore.

On no account are expired pyrotechnics to be used for testing or practice. The chemicals may have deteriorated to cause an unpredictable reaction upon ignition which will put lives at risk.

EMERGENCY POSITION INDICATING RADIO BEACONS (EPIRB) AND RADAR TRANSPONDERS (SARTS)

These items of emergency equipment are required to be inspected monthly. The checks will include ensuring that the units are mounted correctly, batteries are within date, the instructions are clearly visible and a function test is carried out in accordance with manufacturer’s instructions. Checks and tests are to be recorded in the GMDSS log book.

Should it be suspected that an EPIRB has accidentally been activated, then the appropriate nearest coastal state rescue co-ordination centre is to be advised immediately as well as the relevant Management Office.

EMERGENCY LIFE SUPPORT APPARATUS (ELSA)

This equipment comprises a small air cylinder, which is contained in a specially designed vest of a high visibility material. On opening the cylinder valve, air is supplied to a clear plastic hood, which the wearer puts over his head. Air is supplied at a constant flow of 40 litres/minute thus giving a total duration of 5 minutes. When not in use, the hood is stowed in a pouch in front of the vest.

The equipment is designed for use in enclosed spaces, which have been tested and are believed to be gas-free and containing 21% oxygen. Such testing cannot, however, guarantee the atmosphere in some remote parts of the space will remain safe and the E.L.S.A. helps to safeguard against the discovery of gassy or oxygen deficient pockets. A pouch for a personal oxygen alarm is incorporated in the vest.

An ELSA set should only be worn in the “Ready to Use” mode, and only used when the space becomes unsafe due to the units inherent lack of long term durability.

ELSA sets are to be maintained in accordance with manufacturer’s instructions and checked monthly for condition, leaks and bottle pressure. Any defects are to be rectified. Maintenance and testing of air cylinders is to be carried out as for other breathing apparatus

RESUSCITATION EQUIPMENT

Resuscitation equipment is available in various forms ranging from a simple, hand operated bellows pump to sophisticated equipment that will give automatic resuscitation for periods of 30 minutes and upwards and which will function even when a victim is in the process of being hoisted out of a compartment.

The media used for resuscitation is either oxygen or air. If oxygen is used, resuscitation equipment must not be taken into a potentially flammable atmosphere unless it is approved for that purpose - oxygen escaping under pressure can cause a spontaneous explosion in such conditions. Air has the advantage of being readily available and where the equipment is fed by cylinders these can be recharged if there is a medical air compressor on board. Alternatively they can be charged by  decanting from a larger cylinder.