Section 3.

1
Page 3.1

Lifeboats are survival craft constructed with a rigid hull. They must have ample stability in a

seaway and sufficient freeboard when loaded with their full complement of persons and

equipment. When fully loaded in calm water they must be capable of maintaining positive stability

in an upright position when holed in one place below the waterline (assuming that there is no

damage to or loss of buoyancy material). Lifeboats must be strong enough to enable them to be

lowered into the water when fully loaded, and must be capable of being launched and towed

when the ship is making headway at a speed of five knots in calm water.

Most lifeboats are constructed from glass reinforced plastic (GRP) although some older boats

may be manufactured from wood, aluminium or galvanized steel. Under the side benches each

lifeboat is fitted with internal buoyancy tanks, excepting GRP boats which incorporate foam

buoyancy injected in during the manufacturing process.

All modern lifeboats are required to be provided with an engine but there are still many non-

powered and a few mechanically powered lifeboats to be found.

The maximum capacity of an oared boat is 60 persons, that of a mechanically propelled boat is

100 persons, and that of a motor boat is 150 persons.

 Section 3.1
Page 3.2

TYPES OF LIFEBOAT

Totally enclosed lifeboats have been required on all ships constructed after July 1986, although

passenger ships may fit 'partially enclosed' lifeboats. Vessels constructed before July 1986 may

still have open lifeboats.

OPEN LIFEBOATS

The traditional open lifeboat is, as the name

suggests, without a permanent cover, although it

will be provided with a portable canvas or PVC

tent-like cover which is secured over a

removable metal frame made up of

interconnecting poles. The open lifeboat may be

with or without an engine. Open lifeboats without

an engine will have a removable mast and sails

as well as oars, whilst those with an engine or

mechanical propulsion will not be provided with

a mast and sails.

Totally enclosed lifeboats are designed to protect the occupants from heat and cold and are

required for all vessels constructed from July 1986, excepting that passenger vessels on short or

long international voyages may be provided with 'partially enclosed' or 'self-righting partially

enclosed' lifeboats, and vessels of less than 85m length and tankers of under 500 GRT may carry

liferafts instead of lifeboats.

Features of Totally Enclosed Lifeboats (from July 1986)

Access is through hatches which are watertight when closed. The hatches must be large

enough and suitable for recovering injured and unconscious persons from the water and for
 Section 3.1
Page 3.3

handling stretchers.

The design of the boat must allow launching and recovery

operations to be performed without any person having to

leave the enclosure, and for this purpose fore and aft

access hatches are provided (i.e. to give access to the

lifting hooks, etc).

Although enclosed it must be possible to row the boat.

If the boat is capsized with all the hatches secured it must be self-righting. In order to achieve

this each occupant is provided with a full harness and some head protection, so that in the

event of capsize the occupants remain in their places.

There will be windows to admit daylight into the lifeboat and to enable the coxswain to see

out.

The exterior will be of a highly visible colour and the interior of a suitable colour.

Handrails are provided for moving around the exterior of the lifeboat and to aid boarding and

disembarking.

All persons must be able to attain their seats without having to climb over thwarts or other

obstructions.

Totally enclosed lifeboats constructed before July 1986 may not have all the features listed above.

Totally Enclosed Lifeboats-Fire Protected

Totally enclosed lifeboats on ships that carry flammable cargoes (i.e. cargoes with a flash point not

exceeding 60C) must be provided with a facility that will safely convey the lifeboat and its

complement through a fire on the surface of the water for a period of not less than eight minutes.
 Section 3.1
Page 3.4

This is usually achieved by using a water pump connected to the lifeboat engine or sometimes by

means of an air-driven sprinkler system. Water is drawn from the sea and distributed through a small

network of pipes and nozzles over the exterior of the hull and superstructure. The system can be

turned off when not required; it must be arranged so that it does not take in flammable liquids from

the sea surface and there must be a means of flushing the system through with fresh water and a

means of draining down the system.

Totally Enclosed Lifeboats-with Self-Contained Air Support

On vessels that carry toxic cargoes (e.g. some chemicals and gases) the totally enclosed lifeboats

must have a self-contained breathing air system which must be of at least ten minutes duration. The

air cylinders provided for this purpose are usually located beneath the seats and as well as providing

the occupants with breathing air the system also creates a slight positive pressure inside the lifeboat

which prevents toxic vapours from being drawn in.

FREE-FALL LIFEBOATS

Free-fall lifeboats are a type of totally enclosed lifeboat which may be carried at the stern of a cargo

vessel (over 85m length) in lieu of the more conventional arrangement of having lifeboats on either

side of the ship. A free-fall lifeboat is launched, bow first, with its full complement, directly from its

stowed position. It must make positive headway immediately after water entry and the occupants

must be protected from injury and harm that may be caused by the acceleration of the free-fall
Partially enclosed lifeboat, with rigid shelters fore & aft
and roll-down canopies along the length of the boat.
 Section 3.1
Page 3.6

The launch and recovery operation can be performed

without any person having to leave the enclosure.

There are at both ends and on each side adjustable

closing arrangements, operable from inside and

outside, to permit ventilation but exclude seawater,

wind and cold.

Even with the canopies closed sufficient air is admitted

at all times.

SELF-RIGHTING PARTIALLY ENCLOSED LIFEBOATS

Partially enclosed lifeboats on cargo vessels must be of the self-righting type. To ensure the self-

righting characteristic is retained in all circumstances all occupants are provided with a safety

harness to ensure that they retain their position in the event of a capsize. The self-righting partially

enclosed lifeboat is also self-bailing.

LIFEBOAT PROPULSION

MOTOR LIFEBOATS

Motor lifeboats are fitted with diesel engines, although petrol engines are permitted in some carefully

controlled circumstances. Engines must be capable of being readily started in cold conditions, run

reliably in extremes of temperature and operate properly even with a 10 list and 10 trim. The

engine casing is to be fire resistant and there is to be a means of preventing the spread of oil (e.g. oil

drip trays). In open lifeboats the engine is to be protected so that it will operate correctly even in

adverse sea conditions.

 Section 3.1
Page 3.7

least six knots in smooth waters and they must also be able to tow a fully laden 25 person liferaft at a

speed of at least two knots. Older motor lifeboats on cargo vessels are required to maintain a speed

of only four knots, except that those fitted to tankers of over 1600 gross tons and those fitted to

passenger ships must attain a speed of six knots. The motor lifeboat must be capable of sustaining

the appropriate speed - 4 or 6 knots - for a period of at least 24 hours and sufficient fuel for 24 hours

is to be provided. The engine must be capable of going astern.

The engine may be started either manually or by some powered system (electric, hydraulic or

mechanical). In older motor lifeboats engine starting was nearly always by hand, but in modern boats

(post 1986) hand starting is generally only used if the powered system fails. Powered starting

systems must have their own back-up (e.g. duplicate hydraulic systems).

Additional requirements for the lifeboats of vessels constructed after July 1986 demand that the

engine should continue to run if flooded up to the crankshaft, not have exposed hot or moving parts

that could be a danger to the occupants of the lifeboat and not be so noisy that orders necessary for

the operation of the lifeboat cannot be heard. Should a totally enclosed lifeboat (post July 1986)

capsize the engine must continue to run or, if it is designed to cut out when capsized, being capable

of being easily re-started.

In order not to endanger persons in the water and to prevent damage by debris the propeller of post

July 1986 lifeboats must be fitted with a guard. This may either be a type of steering nozzle or a

cage which encases the propeller.

MECHANICALLY PROPELLED LIFEBOATS

Mechanically propelled open lifeboats may still be found in a few older vessels. Where such

lifeboats were fitted it was usually in passenger ships, as such a system is easier to operate than

organising rowing and lifeboats fitted with mechanical propulsion could be up to 100 persons
 Section 3.1
Page 3.8

. .,... . ,.

operation drove the propeller. The gearbox is fitted ~~ .t....... _. .

~~~~. .-
with an Ahead/Astern control and the systems were designed - -..r=-;-,._~~ ..-~
 Section 3.1
Page 3.9

1986 and subsequent regulations

(all lifeboats enclosed I partially enclosed with motor)

Handholds or becketed line above the waterline,

+ hand holds on underside of hull if boat is not self-righting.

Sufficient.
 1986 and subsequent regulations
(all lifeboats enclosed I partially enclosed with motor)

3litres
or 2 litres + 1 via desalinisation.
or 1 litre + 2 by manual reverse osmosis.

Tools for minor engine

adjustments

Fuel
 Pre 1986.
(Some 'open' lifeboats and some without a motor)

The following items indicate some of the significant differences in the

equipment carried in lifeboats on ships built before 1986.

Single bank (Le one per rowing thwart) + 2 spare.

Motor/Mechanical boats 1/2 qty.

1/1

1
+1 in motor / mechanical boat.

1 set.
Not in motor / mechanical boat.
1
4 /2 lit res /1 bag.

Pre 1986 lifeboats do not require: a searchlight, radar reflector, rescue quoits,
rainwater collection facility, exterior light and other design features introduced in 1986.
 Section 3.2
Page 3.12

The primary purpose of a Rescue Boat is to recover persons

from the water and to tow and marshal survival craft (e.g.

liferafts and lifeboats without engines). A lifeboat may be

designated a Rescue Boat provided that it meets all the

requirements of both craft, including stowage and launching

arrangements and the requirements relating to equipment,

speed, manoeuvrability, etc.

Rescue boats may be either rigid or inflated construction or a rigid-inflatable and they must be fitted

with an engine that enables them to operate at a speed of at least 6 knots for four hours. They must

be sufficiently manoeuvrable in a seaway to enable persons to be recovered from the water and

marshal liferafts. A rescue boat assigned to a particular vessel must be able to tow that vessel's

largest liferaft, when loaded with its full complement of persons and equipment, at a speed of at least

2 knots.

STOWAGE OF RESCUE BOATS

A rescue boat is to be always ready for launching in not more than 5 minutes. It will normally be

boarded and launched from the stowed position, except if it is on a passenger ship and has a dual

role as a lifeboat and the other lifeboats are arranged to be boarded at an embarkation deck.
 All Rescue Boats

Oars or Paddles Sufficient to make

(buoyant) headway in calm seas

Bailer Buoyant

Compass & binnacle Luminous or illuminated

Sea anchor With 10m line

Painter with quick Fitted forward

release device
Additional for rigid rescue boats
Towing line-SOm Sufficient strength to
tow a liferaft
Boathook 1
Torch Suitable for Morse
Bucket 1
Spare batteries & bulb For torch
Knife or Hatchet 1
Whistle Or equivalent

First Aid kit 1

Rescue quoit with 2 Additional for inflated rescue boats

30m buoyant line

Searchlight Safety knife Buoyant

Suitable for 3 hours
continuous use
Sponge 2
Radar reflector 1
Bellows or pump Manually operated
Thermal Protective Aid 2 or 10%
whichever is greater Repair kit 1

Fire extinguisher Suitable for oil fires Safety boat hook 1

 Rescue Boat Fast Rescue Boat

Length 3.8-8.5m 6.0 -8.om

Speed & duration 6 knots / 4 hours 20 knots / 4 hours (with 3 crew)

(Calm waters) 8 knots /4 hours (full complement)

Bailing Effective bailing or Self bailing or able to be rapidly cleared of water

automatically self bailing

Self-Righting Self righting or able to be readily righted by their crew

Steering If outboard engine By wheel remote from the tiller.

may be tiller steering Emergency steering by direct control

Engine Engine stops automatically on capsize and is capable of

being restarted when boat is righted. Prevention of fuel
& oil loss in the event of capsize

Launching & Retrieval Single or twin fall system,
complying with the general
requirements for davits.
Fixed single point suspension or equivalent.
Launching appliance to be suitable for launching &
retrieving even in severe adverse weather.
A device to dampen the forces due to wave action,
soften shock forces and cancel out oscillations.
A device to prevent the fall wire going slack in all sea
conditions

Hoisting speed 0.3m / sec. 0.8m / sec.

(fully laden)
 Section 3.3
Page 3.15

MAIN REQUIREMENTS FOR SOLAS L1FERAFTS

Although rigid (non-inflatable) liferafts are permitted, there are very few in use; nearly all rafts being

of the inflatable type. Inflatable liferafts are constructed from either a rubber compound or a synthetic

(PVC type) material. Normally a liferaft and its equipment must be able to withstand being dropped

into the water from 18m. If a liferaft is to be stowed at more than 18m from the waterline then it must

be of a type that is approved for dropping from the increased height. It must have a highly visible

canopy to protect the occupants from exposure, although some non-SOLAS rafts may not have

canopies (see below). The buoyancy is provided by two inflated tubes either one of which must be

able to support the liferaft with its full complement. Nearly all liferafts are inflated by carbon dioxide,

although a few use nitrogen or air only. The inflation medium is stored in a cylinder(s) affixed to the

underside of the raft. Liferaft construction and fittings include watertight closable entrances, insulated

floor, lookout port, rainwater collection point, minimum volume and floor area per person, becketed

lines inside and outside, painter, lights inside and outside, a means of righting should the raft be

capsized, and an arrangement to facilitate boarding from the water.

TYPES OF L1FERAFT

THROWOVER L1FERAFTS

These liferafts. complete in their container, are thrown or jettisoned into the water, inflated by pulling

on the painter, and then boarded either by descending a ladder thrown over the ship's side, or by

means of a slide/chute, or by first jumping into the water and then boarding the raft.

A davit launched liferaft incorporates all the features of a throwover raft with the addition of a

webbing or rope arrangement which allows the raft to be suspended from a davit. The arrangement

is strong enough to allow the liferaft to be loaded and lowered with its full complement. A fuller
 A davit-launch liferaft inflated at the davit
head, After boarding the raft will be
lowered to the water

The liferaft above uses weight distribution and

accurate contouring of the canopy support tubes to
ensure its self-righting capability. The raft on the left
is a reversible Iiferaft with dual canopies.

Above 65 person
and left 100 person
open reversible
liferafts.
 Section 3.3
Page 3.17

L1FERAFT EQUIPMENT

The equipment level within a liferaft is usually referred to as a "SOLAS A pack" or "SOLAS B pack".

A different level will apply to non-SOLAS liferafts such as open-reversible rafts.

SOLAS A pack

This is the level of equipment found in liferafts of the following types of vessel:

Passenger ships on long international voyages.

Cargo ships, factory ships, tankers, dredgers, tugs, tenders, sail training vessels, etc on

international or domestic voyages.

SOLAS B pack

This is the level of equipment found in liferafts on:

Passenger vessels engaged on short international voyages or voyages which are not

international.

OTHER EQUIPMENT LEVELS

Vessels which may be permitted open-reversible liferafts with reduced equipment levels are

generally smaller vessels, of limited range and distance from the shore, operating in sheltered or

partially sheltered waters and then only in favourable weather conditions. These are generally not

vessels to which SOLAS requirements appertain.

 Section 3.3
Page 3.18

SOlAS "A" SOlAS "B" Open-

Reversible
Life raft
(Typical only)

Rescue quoit and line 1 1 1

Buoyant safety knife 1 1 1

Extra knife (raft 12 persons or more) 1 1 1

Bailer 1 1 1

Extra bailer (raft 12 persons or more) 1 1 -

Sponges 2 2
I 2

Sea anchor 2 2
I 1

Paddles
I 2 2 2

Tin openers 2 - -
First Aid Kit 1 1 1

Whistle 1 1 1

Parachute red rockets 4

I 2 -

Red hand flares 6 3

I 2

Buoyant orange smoke 2 1

I -
Signalling torch 1 1
I 1

Spare batteries and bulb set set

I set

Radar reflector 1 1 -
Daylight signalling mirror 1 1 -

Rescue signal table 1 1 -

Fishing tackle (line & hooks)

I set
I set -

Ration (per person) 10000 kJ

I - -

Water (per person) 1Y2 litre - -

Drinking vessel 1
I - -

Anti seasickness tablets (per person) 6 6 -

Seasick bag (per person) 1

I 1 1

Immediate action instructions 1

I 1 1

Survival instructions
I 1
I 1 1

Repair outfit 1
I 1
I -
Bellows 1 1 1

Thermal protective aids 2 or 10% 2 or 10% -

 Section 3.3
Page 3.19

The Literatt MUST:

Float free.

Automatically inflate.

Have launching instructions displayed.

Be lit by emergency lighting at the stowage position.

Clear projections and belting.

Have approved HRUs (except liferaft at stem-see below).

Be drop tested and approved for the stowage height.

Have adequate length painters for the drop height.

Consult manufacturer's instructions for HRU fitting.

Stow clear of propellers and thrusters.

Stow container with drain holes at the bottom.

Stow longitudinally in a horizontally fixed cradle.

Stow to give protection from weather, smoke, soot, oil, heat, flooding.

Distribute evenly port and starboard and separate longitudinally, to provide redundancy

in the event of collision, fire, etc.

Carefully identify and remove any transport lashings.

Inspect frequently for damage to the container. If it is damaged it needs to be checked by

a service station approved to service that type of liferaft.

 Section 3.3
Page 3.20

Do not:

Lash the liferaft into the cradle, except with the designed strap and quick release.

Stow under overhanging decks or awnings.

Allow contact with materials containing copper or copper compounds.

Hose down.

Use bottle screws instead of slips.

Concentrate all life-saving appliances in one place.

Consider:

Will the liferaft float free.

The risk of damage from cargo or fishing operations.

Interference with other rafts or lifeboats.

Effects of icing.

Effect on the ship's compass.

Ability to manually transfer liferafts to either side.

Height above the waterline-should be as near the waterline as practicable.

Davit Launched Liferafts:

Must be at least 9 meters forward of the propeller.

Must be not less than 2 meters above the waterline at the embarkation position, in fully

loaded condition, unfavourable trim and 20 list.

Two crew can prepare for embarkation and launching in less than five minutes per raft.

Liferafts on cargo ships with stem or stern 1OO+mfrom survival craft:

These vessels require an additional liferaft stowed as far forward or aft as practicable.

HRU not required.

Must have manual release.

Must have a means of embarkation (e.g. ladder or knotted lifeline).

 Section 3.3
Page 3.21

A literaft must be able to:

1. Float free and automatically inflate if the ship sinks.

This is achieved by fitting a Hydrostatic Release Unit (HRU) which automatically releases

when the liferaft is submerged.

The liferaft then starts to float to the surface because of its internal buoyancy, pulling out the

painter which is now only connected by the weak link at the end of the painter to the vessel.

When the painter is pulled all the way to the end the gas cylinder valve is activated and the raft

inflates.

At this point the buoyancy force of the inflating raft is sufficient to break the weak link and the

raft will float to the surface fully inflated and ready for boarding.

This sequence of events is described pictorially in section 4.4

2. Be manually released and thrown overboard.

In a more controlled abandonment, the liferaft retaining strap is released at the sliphook and

the raft is physically thrown over the side. The painter is then pulled to inflate the Iiferaft.

This system relies critically on the painter being made fast to a strong point. If it is rigged

correctly the HRU is a good strong point.

If the raft is only secured to the ship by the weak link, and is thrown over the side, the dynamic

shock of being thrown over may break the weak link, instead of pulling out the painter, and

therefore the whole liferaft and painter may be lost.

For these reasons the liferaft and HRU must be fitted correctly, otherwise one or both of the

above functions may not work.

 MES with vertical chutes,
so constructed as to control the
evacuee's descent speed.

MES with slides terminating on a platform,

from which evacuees transfer to the
adjacent life rafts.
The rescue boat on the extreme left of the
picture will then tow the rafts to a
position of safety.
 Section 3.5
Page 3.23

A Means of Rescue Unit based on

the form of a davit launched liferaft
 Section 3.6
Page 3.24

Buoyant apparatus is flotation equipment (but not

lifebuoys or lifejackets) designed to support people in

the water. Among the design requirements they shall

be:

Ready for use without any prior preparation.

Effective and stable when floating either way up.

Provided with buoyant grablines securely fitted all round.

Fitted with a painter of suitable length.

Fitted with retro-reflective tape.

Buoyant apparatus is usually only found on passenger vessels constructed before 1986, and on

ferries and domestic passenger vessels. They are not secured to the vessel but may float free or be

jettisoned without any prior preparation. However, there may be lugs or channel bar fitted to the deck

to retain the buoyant apparatus in position when the vessel is in a seaway. Often the buoyant

apparatus is topped with wood or GRP seats.