w FERNANDOPage iti ENTRIES and AMENDMENTS Details ofthe life saving equipment and procedures on board this vessel were entered in Section 11 on: ‘Subsequent amendments were entered as recorded below ‘Section / eal tem tem Recorded by leo ec.11.6 [Pyrotechnic distress signal type changed ABCSECTION Emergency Signals & Muster Lists (On Board Training & nstucton Operational Readiness Contingency Plans ‘The Command Team Means of Escape sonal P Equipment Litejacets Immersion Sut & AnsEposure Suite ‘Thermal Protective Aids Survival Craft & Rescue Boats Number of Survival Craft Required & Manning of Survival raft Launching & Embarkation Appiances LUfeboats LUfeboet Launching Lterats LUerat Launching Marine Evacuation Systems Rescue Boats & Fast Rescue Boats Rescue Boat Launching & Recovery Means of Rescue Iumination in Launching Areas Protection in Launching Areas Equipment GRP & inatable Fabric Repairs Sea Anchors ‘Signaling Equipment Ute Saving Signais Radi Distress Messages CONTENTS ease | SECTION suBJecr 1 5 Rat ent 3 cups 6 EPIRBS 3 SARTS 18 Handheld VHF Radios 7 Emergency Rao Messages 18 3 © Line Throwing Appliances: 25 Sate Handing of Pyrotechnics a “Types and Use of Pyrotechnic 32 Line Throwing Appliances 26 7 Lifebuows and Attachments 39 a 8 Man Overboard Recovery rs Locating the Casualty “0 Recovering the Casualty ea 2 Survival o Survival Ofcutes & Factors ~ ‘Roandonment 80 ‘Abandoning & Entering the Water as ‘Ate Abandoning es {Actions in @ Surval Craft i Immersion & Cold Shock a Hypothermia & Near Drowning eo Principles of Sunival Sunvival Cat iments ™ Survival Resumé 83 a 10 Search and Rescue ie Search & Rescue - Helicopter Operations oa Rescue by Suace Vessels Coastguard Rescue 11 Ship Specific Details Section Contents 101 103, 108 108 110 3 ns 16 8 19 123 125 128 131 133 135 137 141 148 148 153 187 162 168 167 170 176 17 101 181 PagePage vit COMPLIANCE The requirement for a SOLAS Training Manual was first included in the 1983 Amendments to SOLAS 74 which entered into force in 1986. This document fully complies with Chapter Ill Regulation 35 of current consolidated text of SOLAS (2009 plus amendments 2008, 2009 2010 and 2011) which requires that SOLAS vessels carry such a Manual Vessel Specific Equipment and Procedures The main body of this Manual describes equipment and procedures generically. However, section 11 is designed so that the user may insert details concerning equipment and procedures applicable to this vessel, thus making the document unique, and fully compliant with the cited regulations. The regulations referred to above require that a SOLAS Training Manual is provided in each crew mess room and recreation room or in each crew cabin, and that it is written in the working language of the crew.Section 1 Page 1 SOLAS TRAINING MANUAL Section 1 3 On Board Training & Instruction 6 Operational Readiness: 13 Contingency Plans 15 ‘The Command Team 7 Means of Escape 18Sestion 1 Page EMERGENCY SIGNALS AND MUSTER LISTS GENERAL EMERGENCY ALARM The general emergency alarm comprises seven or more short blasts followed by one long blast on the ship's whistle and on an electrically operated bell or other warming system Powered by the main and emergency electrical supply. The system must be operable from the bridge and, excepting for the ship's whistle, also from other strategic points and the alarm must continue until manually turned off or temporarily interrupted by a message on the public address system. The general emergency alarm signal is the signal for summoning the crew and passengers, if any, to their assembly or muster station as appropriate and for initiating the actions shown in the muster list. FIRE ALARM All vessels must have a fixed fire detection and alarm system, including manual call points Which initiate audible and visual alarms that are distinct from any other alarms. The signal made may be used to summon the crew to their muster stations or other such duties as shown on the muster list OTHER ALARMS Other emergency signals may include manually or automatically activated fire alarms; signals not requiring the muster of passengers or the whole crew; and man overboard alerts; etc. These other signals may be accompanied by the general emergency signal sounded on the whistle or siren. On passenger vessels coded signals are permitted where action is required by the crew without unnecessarily causing concern to passengers. PUBLIC ADDRESS SYSTEM This must broadcast clearly to all spaces where persons are normally present, and to muster stations. It must be arranged so that broadcasts may be made from the bridge and other spaces as the Administration may require, and must be audible when taking into consideration ambient sound conditions. Messages on the public address system may temporarily interrupt the sounding of a general emergency signal. MUSTER LISTS AND EMERGENCY INSTRUCTIONS ‘A muster list is to be prepared before a ship puts to sea and maintained throughout the voyage. If any change takes place in the crew, equipment or procedures the muster list must be amended accordingly. For every person on board the muster list is to give clear instructions to be followed in the event of an emergency and itis to be displayed in conspicuous places throughout the ship, including the navigating bridge, engine control room, and crew accommodation. For passenger ships the instructions must be in the language or languages required by the flag state of the ship and in English. The format of a muster list used on a passenger ship must be approved by the Administration,Section 1 Page S provided for every person on board. This will usually be in the form of a card or a display poster in a cabin, In passenger vessels engaged on international voyages and on larger passenger vessels ‘operating in territorial waters, each crew member must be provided with clear Emergency Instructions (e.g. in the form of a card) to be followed in the event of an emergency. The instructions must show the assembly or muster station, emergency duty, and the survival craft to which he is allocated. It should describe the general emergency alarm signal, and other emergency signals, the action to be taken on hearing them and the method by which the abandon ship order will be given. Emergency Instructions, illustrated where possible, must be displayed in each passenger cabin, passenger assembly point or muster station, and in other passenger spaces. The language must be appropriate to the principal nationalities carried. These instructions are to inform passengers of their assembly or muster stations, essential actions to take on hearing the general emergency signal and any other signal requiring action on their part, and the location and method of donning lifejackets.be provided in each crew mess and recreation room, or in each crew cabin. It is to be in the working language of the ship, easily understood, illustrated wherever possible, and contain instructions and information on the life-saving appliances provided in the ship and on the best methods of survival. Any part of the information may be provided in audio-visual form. The Manual should explain in detail: + donning of lifejackets, immersion suits and anti-exposure suits, as appropriate + muster at the assigned stations + boarding, launching, and clearing the survival craft and rescue boats, including, where applicable, use of marine evacuation systems + methods of launching from within the survival craft and of releasing from the launching appliances + methods and use of devices for protection in launching areas, where appropriate + illumination in launching areas + use of all survival equipment, including detection equipment, radio life-saving appliances (with illustrations) drogues, engine and accessories + recovery of survival craft and rescue boats including stowage and securing + hazards of exposure, the need for warm clothing and the best use of the survival craft facilities + methods of retrieval, including the use of helicopter rescue gear (slings, baskets, stretchers), breeches-buoy and shore life-saving apparatus and ship's line-throwing apparatus + all other functions contained in the muster list and emergency instructions + instructions for emergency repair of the life-saving appliances Every ship fitted with a marine evacuation system is to be provided with on-board training aids in the use of the system. A Fire Training Manual and Fire Safety Operations Booklet applicable to the ship are also required. OTHER TRAINING AIDS Various other familiarisation and training aids should be available and may include: + posters providing instructions and warnings specific to the survival craft and other equipment on board + manufacturers’ training equipment and models, particularly operational models of on-load and off-load release hooks + on board videos of ship specific survival craft launching practices and the use of other equipment + computer based training modules MUSTERS AND DRILLS Drills should be conducted with an emphasis on learning and appreciated as a learning activity, not as just a regulatory inconvenience. They should be carried out according to the correct procedure and at a safe speed, ensuring that everyone becomes familiar with theSection 1 Page 9 ‘summoning of passengers and crew to muster stations with the alarm followed by a drill announcement on the public address and ensuring that they are made aware of how the order to abandon ship will be given reporting to stations and preparing for the duties described in the muster list checking that passengers and crew are suitably dressed and that lifejackets are correctly donned lowering of at least one lifeboat after any necessary preparation for launching and considering the IMO Precautions During Abandonment Training (see page 10) starting and operating the lifeboat engine operation of davits used for launching liferafts ‘a mock search and rescue of passengers trapped in their cabins instruction in the use of radio life-saving appliances - Lifeboats, Rescue Boats and MES Drills as far as practicable different lifeboats should be lowered in successive drills IMO guidelines on safety during abandonment drills state that lifeboats lowered by falls should first be lowered to the water and recovered without any person in the boat. If satisfactory, the boat can then be lowered to the water with only the ‘operating crew on board. The winch brake should be tested during each lowering ‘and hoisting and the release hooks must be checked If others are to board the lifeboat during the drill they should do so at water level (e.g. via a pilot ladder or pontoon) and be evacuated before the boat is hoisted each lifeboat is to be launched.and manoeuvred in the water by its crew at least once every three months during an-abandon ship drill. Except there are different requirements for free-fall lifeboats and vessels on short international voyages whose trading pattern prevents launching lifeboats on a particular side. In such cases they must lower such boats af least once every three months and launch them at least annually at the time of writing additional measures for the training of crews of passenger vessels are under consideration. These include that at least every six months at least one lifeboat on each ship is, while waterborne, filled to its certified capacity with crew members. All lifeboat, embarkation and boarding crew will be required to attend and, if not in the boat, to observe. Lifejackets are to be worn. The exercise will give crews the experience of filing and operating a boat with its maximum, capacity. The proposal may prove difficult for ferries who may not have enough crew numbers to fill a lifeboat, and may not have tender operations pontoons free-fall lifeboats - prior to joining a ship those assigned as operating crew of free- fall lifeboats should have undergone appropriate training in boarding, launching and recovering of such lifeboats including participation on at least one occasion in a free -fall launch monthly - those assigned to the boat embark, take their seats in the correct way, and use the safety belts and restraints. They are also be instructed on how to act during launchingSection 1 Page 11 Fire and Other Emergency Drills These should be, as far as practicable, conducted as if it were an actual emergency, and held simultaneously with the first stage of an abandon ship drill. The type and location of the imagined fire or incident should be varied Fire drills should be planned so that consideration is given to regular practice in the various emergencies that may occur. Each fire drill shall include: + reporting to stations and preparing for the duties described in the muster list + starting a fire pump, using at least two jets of water to show that the system is in working order + checking of fireman's outfit and personal rescue equipment + checking of relevant communication equipment + checking the operation of watertight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems in the drill area + checking the arrangements for any subsequent abandoning of the ship After a drill any equipment used must immediately be brought back to its fully operational condition and any faults discovered remedied as soon as possible. THE PURPOSE OF DRILLS ‘Some personnel do not fully appreciate the purpose and necessity of frequent and, as far as is possible, realistic musters and drills. t has been clearly and often demonstrated that familiarity with equipment and procedures can make the difference between, literally, life and death, so the importance of taking practice musters and drills seriously cannot be over emphasised The main purposes of practice musters and drills are: + Equipment: To know what equipment is available, where itis located, how to use it and to prove it to be in. good working order + Organisation: Does everyone know where to go and what to do? Can they actually do it, or are they limited by their own shortcomings or those of the organisation? Is the system flexible enough to cope with every contingency including removal of various persons (e.g. through injury) + To increase familiarity with and build confidence in the equipment, the organisation, the individual and others + To develop appropriate responses + To reduce response times through practice, training and repetition + To enable commanders and party leaders to manage the ‘whole’ situation Training and drills seek to increase the number of those who will respond in an appropriate manner and decrease the number who panic, become paralysed, bemused or dazed. The response of untrained persons may be broadly detailed as follows’ + 10-20% will be compliant. That is they will respond appropriatelySection 1 Page 13 OPERATIONAL READINESS Before leaving port and at all times during the voyage all life-saving appliances shall be in working order and ready for immediate use. Maintenance Maintenance, testing and inspections of LSA, in particular with respect to lifeboats, must be based on the guidelines developed by IMO. The instructions for on-board maintenance of LSA must be easily understood, illustrated where possible, and appropriate, and may be in the form of a planned maintenance programme. They should include checklists, maintenance and repair instructions, diagrams of lubricant points and recommended lubricants, a list of replaceable parts and sources of those parts, and a record of inspections and maintenance. Spares and repair equipment shall be provided for life-saving appliances and their components which are subject to excessive wear or consumption and need to be replaced regularly. Tests and inspections The following tests and inspections shall be carried out at the stated intervals and a report of the inspection entered in the log-book: Weekly + all survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for use. The inspéction shall include, but is not limited to, the condition of hooks, their attachment to the lifeboat and the on-load release gear being properly and completely reset + all engines in lifeboats and rescue boats shall be run for a total period of not less. than 3 minutes, provided the ambient temperature is above the minimum temperature required for starting and running the engine. During this period of time, it should be demonstrated that the gearbox and gearbox train are engaging satisfactorily. If the special characteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than with its propeller submerged for a period of 3 minutes, a suitable water supply may be provided. In special cases, the Administration may waive this requirement for ships constructed before 1 July 1986 + lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowed position, without any persons on board, to the extent necessary to demonstrate satisfactory operation of launching appliances, if weather and sea conditions so allow, and + the general emergency alarm shall be tested. Monthly, + all lifeboats, except free-fall lifeboats, shall be turned out from their stowed position,Section 1 Page 15 CONTINGENCY PLANS In an emergency situation, be it abandonment, fire, damage control, cargo spillage, man overboard, or providing assistance for the recovery of persons from the sea, a survival craft or another vessel, time and circumstances will be important factors in determining how an incident is dealt with. Contingency plans worked out for various scenarios could save lives. Assessment of and reaction to a situation may be more effective if some preplanning has taken place: do not wait for the event before thinking about what to do as planning is better done when not under such stress. + Do not develop plans that rely on a single person completing a specific task + Take time to consider questions like, “What would we do if the main fuel pump caught fire?” “What are the alternative routes to my muster station, and which is the safest?" "Where is the nearest fire extinguisher to my place of accommodation and my place of work; what type is it; how is it used?" “What equipment do we have to assist others in distress, rescue people from the sea or a survival craft, and how would we deploy it?” + Know where chemicals (cleaning fluids, boiler chemicals, etc.), paints and compressed gases are stowed + Pre-determine the preferred entry route for Various compartments and various situations + Ina given situation will you attack the fire, batten down and contain the fire, or use a fixed flooding system Thinking about and practically working through contingency plans may cause them to be re- thought, equipment locations revised, procedures modified, or personnel re-allocated. Well thought out, well rehearsed. contingency.plans will drive down response times, ensure more persons act appropriately and save lives. Contingency plans should ensure the timely and adequate response to emergencies of varied size and nature and remove any threat of serious escalation of the situation, Additionally the system provides a structure to prevent critical steps from being overlooked. IMO Guidelines IMO offer guidelines for the structure of an integrated system of contingency plans which provides a uniform framework for the many individual plans. The outline structure of the IMO system is detailed below but its use requires that plans are carefully tailored to an individual vessel 1. Introduction - to provide guidance and an overview of the subject matter 2. Provisions - to inform about the most important requirements with which, at a minimum, the plans should comply. This will include: ~ procedures when reporting an emergencySection 1 Page 17 THE COMMAND TEAM The responsibilities of the command team mean that ideally it will comprise @ number of persons, but because of limited manpower this is often not possible. Each vessel must decide who to appoint so that various emergency situations roles are filled and in some circumstances this may be only one or two people. Responsibilities of the command team include, + keeping overall control of the various parties + monitoring the event and assessing the effectiveness of the response + accounting for the whereabouts of all persons on board + recording times, events and communications + manoeuvring the vessel as most appropriate for the situation + monitoring the vesse'’s stability and assessing the free surface effect of any water used in fire fighting or any water ingress as a result of damage + collating and disseminating information from and to all concerned parties + communicating with other vessels and the resclle services Contingency must be made for an alternative venue from which the command team may operate should the chosen position be inaccessible. The possibility must also be recognised that one or more persons from the command team may themselves become casualties, so key person substitutes must be clearly identified beforehand and suitably trained. LEADERSHIP + Take charge of the situation + Keep the whole picture in mind. Do not focus over-intently on one aspect or detail + Give orders in a clear and concise manner, but without hysteria or panic + Listen to advice, but do not allow argument + Be flexible and continually reassess the situation, but do not allow this to be interpreted as indecisiveness + The organisation must be such that it allows for a leader becoming a casualty. Key person substitutes must be clearly identified beforehand, and suitably trained + Leadership of individual parties may vary with the circumstance. An engineer may lead a party in a machinery space, whilst a deck officer may lead the party in other situations. + Delegate specific duties as may be required: e.g, “You prepare lifeboats 2 and 4” + The overall commander or team leader must not take on tasks which inhibit their ability to keep in view the whole picture, or which limit their ability to ‘lead’ + When it is necessary for the commander to give directions these should be routed through the team leaders and not directly to the team membersSection 1 Page 19 escape route. Escape panels are not permitted in escape routes taking passengers to survival craft embarkation stations, nor are they permitted in Class “A” bulkheads or doors. Vertical ladders - These are not permitted in any escape route providing passengers access to the evacuation embarkation positions. ‘Spaces with gas cylinders - These are to be entered from the open deck, even if the space isin the tweendeck. Vertical ladders and hatches are not permitted. Access doors must ‘open outwards. CONTROL STATIONS, ACCOMMODATION and SERVICE SPACES Except in certain circumstances a corridor or lobby must have more than one means of escape. Dead-end corridors in service areas may be permitted provided they are separated from the crew accommodation areas and inaccessible to passengers. Stairways in accommodation and service spaces must be of a steel frame or other equivalent material. A radio office which has no direct access to the open deck must have two means of escape or access, one of which may be a porthole or window. Inolder vessels where the escape window is not at deck level on the outside steel ladder rungs must be provided which lead to an open deck with access to the survival craft Doors should normally open with the flow (i.e, in the direction of escape) except cabin doors which will normally open into the cabin, Doors in vertical emergency escape trunks will ormally open out of the trunk. In.crew accommodation doors will normally be hinged, although sliding doors may be permitted in some circumstances. Within escape routes a surveyor may allow doors (in crew accommodation) to be locked for reasons of security provided the use of the routte for escape purposes is not impaired. Passenger Ships Escape from below the bulkhead deck From each watertight compartment or similarly restricted area two means of escape are required, one of which must not include any watertight doors. In exceptional circumstances one route may be permitted for crew spaces that are entered only ‘occasionally provided it is independent of watertight doors and that any stairway is at least 800mm wide with handrails on both sides, Escape from above the bulkhead deck From each main vertical zone two means of escape are required, at least one of which must give access to a stairway forming a vertical escape. Direct access to stairway enclosures Stairway enclosures in accommodation and service areas must have direct access from the corridors and be of sufficient area to prevent congestion. Within the stainway enclosure areas such as public toilets, information counters and lockers for the storageSection 1 Page 21 a) two sets of stee! ladders leading to doors in the upper part of the space, all separated as widely as possible, giving access to the appropriate survival craft embarkation decks. One of the ladders is to be within a protected enclosure. Self-closing fire doors shall be fitted in the enclosure and the ladder so fixed that heat is not transferred into the enclosure: or b)one steel ladder leading to a door in the upper part of the _sulse'show he outs he condor, space (as a) above) and additionally, in the lower part of SE en the space, in a position well separated from the ladder,a steel door (operable from each side) which provides access toa safe escape route from the lower part of the space to the embarkation deck, Escape from above the bulkhead deck Two means of escape are required giving access to a position from which the survival craft embarkation decks may be accessed. {At Requentintvas the fw locaton Dispensation “rincaton oe Greclon In vessels under 1000 GRT an Administration may dispense escape with one of the means of escape. In vessels over 1000 GRT an administration may dispense with one of the means of escape provided either @ door or a steel ladder provides a safe escape route to the embarkation deck. In the steering gear space a second means of escape shall be provided when the emergency steering position is located in that space unless there is direct access to the open deck. Escape from machinery control rooms Two means of escape are required from a machinery control room located within a machinery space, at least one of which will provide continuous fire shelter to a safe position outside the machinery space. Cargo Ships Escape from category A machinery spaces Either: a)two sets of steel ladders leading to doors in the upper part of the space, all separated as widely as possible, from which access is provided to the open deck (One of the ladders is to be within a protected enclosure. Self-closing fire doors shall be fitted in the enclosure and the ladder so fixed that heat is not transferred into the enclosure: or b)one steel ladder leading to a door in the upper part of the space (as a) above) and additionally, in the lower part of the space, in a position well separated from the ladder, a steel door (operable from each side) which provides access to a safe escape route from the lower part of the space to the open deck. Dispensation In vessels under 1000 GRT an Administration may dispense with one of the means ofSection 1 Page 23 (On passenger vessels there are not to be any doors along a designated escape route which require keys to unlock them (see page 20). For cargo vessels the regulation is not so clearly defined, but a unified interpretation is that means of escape must be accessible from both sides. Some Administrations require that all doors on all escape routes must be accessible in both directions in an emergency. Compatible systems and procedures that meet the requirements of both safety and security should be agreed between the ship operators and the relevant Administration. These may include key-pad door locks, swipe card locks, various types of latch, and door alarm systems,