Section 1 Page 22 escape, and the means of escape from category A machinery spaces need not comply with the requirement of being an enclosed fire shelter. 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 spaces other than category A Two escape routes are required. However a single route may be accepted for spaces entered only occasionally and for spaces where the distance to the door is 5m or less. PASSENGER SHIPS SPECIAL CATEGORY AND OPEN RO-RO SPACES In special category and open ro-ro spaces to which passengers may have access the number and locations of the means of escape must be agreed with the Administration but should be at least equivalent to that described above (under the heading Means of Escape from Control Stations, etc. on Passenger Ships). One of the routes from the machinery spaces where the crew is normally employed shall avoid direct access to any special category space. RO-RO SPACES Cargo Ships At least two means of escape shall be provided where the crew are normally employed They shall provide a safe escape to survival craft embarkation decks and shall be located at the fore and aft ends of the space Large ro-ro spaces will have additional escape routes. Additional Requirements for Ro-Ro Passenger Ships For these vessels the escape route is required to be as direct as possible with a minimum number of changes of direction, avoidance of having to cross the vessel from ‘one side to the other to reach an escape route, and avoidance of having to climb more than two decks up or down to reach an assembly station or open deck from any passenger space. Decks are to be sequentially numbered starting with “1” at the tank top or lowest deck and the number prominently displayed at stair landings and lift lobbies. Mimic diagrams oriented to their positions on the vessel, showing a “you are here” position and marked escape routes are to be displayed on the inside of each cabin door and in public spaces. MEANS OF ESCAPE, EXTERNAL ACCESS AND SECURITY With regard to securing doors there is a conflict between the requirement of the ISPS Code (International Ship and Port Facility Security Code) and providing means of escape. Parts of the ISPS Code require doors to be secured against unauthorised access, but for the purposes of escape such security must not impede emergency evacuation. The functional requirements found in SOLAS include: protection of means of escape and access for fire fighting (see page 18),Section 1 Page 20 of non-combustible, non-hazardous materials are permitted. Direct access to a stairway enclosure is limited to specifically designated types of area. Details of means of escape Atleast one of the required routes must be an enclosed stairway which provides continuous fire shelter to the appropriate survival craft embarkation deck or to the uppermost weather deck if the embarkation deck does not extend to the main vertical zone. There must be suitable fire and insulation protection from the stairway to the ‘embarkation areas. Each level within an atrium must have two means of escape. ‘Marking escape routes In addition to the required emergency lighting the means of escape, including stairways and exits, are to be marked by low location lighting at all points of the escape route, including angles and intersections, stairways and exits. Low location escape route marking is in addition to the required emergency lighting and may be either electrically powered or photoluminescent. Strip indicators are placed not more than 300 mm. above the deck. The markings must enable passengers to identify all routes of escape and escape exits. In vessels that carry more than 36 passengers crew accommodation must also be so marked, Normally locked doors in an escape route Cabin doors must not require a key to unlock them from the inside, neither shall there be any doors along a designated escape route which require keys to unlock them when moving in the direction of escape. Escape doors from public spaces should incorporate a device that releases the latch upon pushing in the direction of the escape flow, and they must not be fitted with any locking device that prevents such operation. Cargo Ships General All levels of accommodation’ must have at least two widely separated means of escape from each restricted space or group of spaces. However in exceptional circumstances one route may be permitted for crew spaces that are entered only occasionally provided it is independent of watertight doors. Escape from below the lowest open deck The main means of escape shall be a stairway and the second may be a trunk or stairway. Escape from above the lowest open deck The main means of escape shall be a stairway and / or doors to an open deck. Dead-end corridors The maximum permitted length of a dead-end corridor is 7m, MACHINERY SPACES Passenger Ships Escape from below the bulkhead deck Where the machinery space is below the bulkhead deck the two means of escape shall be either:Section 1 Page 18 MEANS OF ESCAPE The design of a vessel should allow for passengers and crew to quickly and safely evacuate any ‘compartment and access the survival craft ‘embarkation deck in the event of a fire or other emergency. Escape routes are both routes for escape and access. They must be maintained in a safe condition and free of obstacles. The routes. (and any additional escape aids: e.g. emergency escape breathing devices) must be clearly marked and adequately designed for emergency situations. There are general rules regarding the escape from passenger and crew spaces and from spaces in which the crew is normally employed. Stairways and ladders are to be not less than specifically stated widths; there are limitations on the extent of a continuous stair run, and regulations concerning the dimensions of stairs. Ladders of rope or flexible chain or wire are not permitted to form part of an escape route. Corridors and doorways giving access to and from stairways or open decks must be wide enough to prevent congestion. Handrails at a height of 1m are fitted to both sides of a corridor, except that only ‘one rail is required in narrow corridors. ‘The main escape routes from an area should be widely separated. Lifts are not to be considered as a means of escape although escalators may be considered as a normal stairway. In passenger ships public rooms with subdued lighting must have their exits clearly marked, and doors which do not give safe escape must be signed ‘NO EXIT.’ Hatches - Hatches may provide the second means of escape from ‘some crew accommodation or working spaces such as a pump room or steering flat. Escape hatches must be operable from both sides, not able to be locked, and accessed by a fixed steel ladder. For ease of opening escape hatches should be provided with a counter balance. Escape hatches and exis Escape panels - These are to be arranged so that they may be ‘must be kept clear of ropes, easily kicked out, and only one escape panel is permitted in any ernisestareeme a: ~ ‘revert suit evacuationSection 1 Page 16 - procedures for identifying, describing and responding to potential emergency situations. - programmes and activities for the maintenance of the emergency and contingency plans 3. Planning, preparedness and training - to provide emergency training and education in order to develop general awareness and understanding of actions to be taken in an emergency. This will include: - familiarisation with the system and plans - training and education about the system and plans - regular drills and exercises - effective co-ordination of shipboard and company actions, including aid that could be provided by external emergency co-ordaining authorities 4. Response actions - this should give guidance in: - co-ordination of response efforts ~ response procedures across all possible scenarios - identification of those in charge of various activities - communications with external experts - information concerning the availability and location of equipment = reporting and communications on board. 5. Reporting procedures - a ship involved in an emergency situation will have to communicate with the owners (and other interested parties) coastal state authorities and port authorities, and must be aware of when to report, how to report, whom to contact and what to report The Shipboard Emergency Plan must co-ordinate with the Shore Management Emergency Plan which identifies the ISM Code "designated person’. In an emergency the ship’s captain or officer in charge should liaise With the designated person ashore as soon as itis practicable, and relay all rélevant information according to a pre-determined format. This may include but may not be limited to, information relating to the ship's position, the status of the situation, the likelihood of successfully overcoming present problem, details of persons missing, injured or dead, damage sustained by or likely to be sustained by the vessel and cargo, the ship's manoeuvrability, prevailing and forecast weather conditions, etc,Section 1 Page 14 without any persons on board if weather and sea conditions so allow + inspection of the life-saving appliances, including lifeboat equipment, shall be carried out using the appropriate checklist to ensure that they are complete and in ‘good order. A report of the inspection shall be entered in the log-book. ‘Survival Craft Davits and Falls Special attention is to be given to the inspection and maintenance of survival craft davits, falls, hooks and component parts of survival craft and their launching appliances (see pages 47-48). Periodic testing and inspection of fire protection systems and equipment is also required.Section 1 Page 12 10-15% will be non-compliant: their response will be inappropriate (panic or paralysis) 65-80% will be bemused or dazed Training and drils 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. It will also help crew members act competently and so instil confidence in passengers who may otherwise act in an unhelpful manner. WHY DRILLS ARE AVOIDED Many companies and individuals do not conscientiously organise or take part in training and drills because of: an ‘it will never happen to me' mentality an attitude of ‘we've done it all before" fear of being perceived by themselves or by others as ‘weak’ ot being willing to incur the cost, time and effort involved work patterns and time pressures (actual or perceived)Section 1 Page 10 three monthly - during a drill the crew must secure themselves in their seats and commence launch procedures up to, but not including, the actual release of the lifeboat. The lifeboat shall then either be free-fall launched with only the minimum personnel required to manoeuvre the boat in the water and to recover it, or lowered into the water by the secondary means of launching with or without the operating crew on board. In both cases, the lifeboat shall then be manoeuvred in the water by the operating crew. six monthly - the boat must be launched by free-fall with only the operating crew on board, or simulated launching should be carried out in accordance with IMO Guidelines. These guidelines allow for the verification of the satisfactory function of the free-fall release system without allowing the lifeboat to fall into the water. The procedure includes the provision of manufacturer supplied restraining devices which allows the operation of the release system to be proved which may include the lifeboat traveling down the ramp a short distance, but not falling into the sea + where practicable rescue boats (other than lifeboats which are also rescue boats) shall be launched each month with their assigned crew and manoeuvred in the water. In all cases this shall be carried out at least once every three months. + iflaunching drills are carried out with the ship making way, they shall, because of the dangers involved, be conducted in sheltered waters only, under the supervision of an experienced officer, and in accordance with the IMO Guidelines for such training + drills involving marine evacuation systems should include practice of the procedures up to the point of actual deployment of the system. This aspect is to be covered by regular instruction using the On-board training aids, which are required to be carried on vessels with MES systems. Relevant personnel are to be additionally trained by participation in a full deployment of a’'similar system into water, either on board a ship or ashore. This'should be at intervals of not longer than two years, but in no case longer than three years + emergency lighting for mustering and abandonment must be tested at each abandonment drill + if'a ship is fitted with davit-aunch liferafts there is to be on-board training in their use, including inflation and deployment, at least every four months (see page 6) Precautions During Abandonment Training, IMO have issued guidelines on safety during abandonment drills. During drills lifeboats should be lowered to the water without the operating crew on board, but the crew must be on board prior to launching. This may be achieved either by the crew boarding the boat at water level (e.g. via a pilot ladder) or the boat may be lowered to the water and hoisted back to the embarkation deck where the crew may board. In both cases the winch brake should be tested whilst lowering and hoisting and the release hooks must be checked. A conventional boat should not be lowered from the embarkation deck with the full ‘complement on boardSection 1 Page 8 equipment and process, and receives an understandable explanation of difficult and critical elements. When planning and arranging drills adequate time should be allocated, and consideration given to work patterns, time pressures and crew changes so that as many people as possible gain as much as possible from the experience. After completion of a drill time should be given for debrief, allowing participants to express any suggestions or reservations that they may have about the equipment, systems or procedures ‘An abandon ship drill, initiated by the appropriate regulatory alarm followed by an announcement on the public address or other communication system, consists of a muster of the crew and passengers (if appropriate) at the stations referred to in the muster list, and a muster and drill at survival oraft stations. A fire drill may be held simultaneously with the first stage of the abandon ship drill. Other emergency drills might include collision, damage control, closing of watertight doors, valves and closing mechanisms of scuppers, grounding, cargo or bunker spillage, rescue of personnel from the water or from dangerous or enclosed . ‘spaces, and medical treatment. Each crew member must participate in at least one abandon ship drill and one fire drill every month, These drills must be held within twenty-four hours of leaving port if more than 25% of the crew have not taken part in abandon ship and fire'drills (on that particular ship) in the previous month. But in the case of ro-ro passenger ferries these instructions should be given before any passenger carrying voyage is commenced. For a ship entering service for the first time, or after major modifications, or when a new crew is engaged, these drills must be held before sailing. On passenger vessels abandon ship drills and fire drills must be held every week, and so arranged that each ctew member participates in at least one abandon ship drill and one fire drill every month, Where passengers are to be on board for more than twenty-four hours then a muster of passengers must take place within twenty-four hours of their embarkation. Notwithstanding this regulation, IMO recommend that for passengers scheduled to be on board for more than 24 hours a muster of newly embarked passengers take place prior to departure at every port of embarkation, and in cases where new passengers arrive after such a muster has been completed they should be provided with a safety briefing, held "immediately before or immediately after sailing," consisting of at least a PA announcement. This may be supplemented with other information (e.g. by written materials placed in each cabin). Safety briefings must give clear instructions that details the actions each person on board should follow in the event of an emergency. It is required that, as far a practicable, drills are conducted as if there were a real emergency. Other requirements concerning drills relate to the frequency that lifeboats are lowered and launched (see pages 9-10) demonstrations of liferatt inflation and deployment (see page 10) and the requirement to rotate the use of fire extinguishers when they are used for drill purposes. ‘Abandon Ship Drills Each abandon ship drill shall includeSection 1 Page 6 ON BOARD TRAINING AND INSTRUCTION Every crew member with assigned emergency duties must be familiar with these duties before the voyage begins, Whenever new passengers embark, a passenger safety briefing must be given within the timescale detailed below, and must include instructions to be followed in the event of an emergency, information about the location of muster stations, essential actions to take in an emergency and how to don the lifejacket. This briefing may be by means of an announcement on the public address system in the appropriate languages. Information cards or posters or video programmes relayed on the ship's displays may be used to supplement the briefing, but may not be used to replace the announcement. CREW TRAINING The SOLAS Convention prescribes minimum standards of training and instruction. Particularly required is on board training in the use of ship's fire appliances and life-saving appliances including launching and embarkation equipment; instruction in methods of survival and in the use of personal protective equipment. An essential part of such training and instruction involves participation in periodic practice musters and drills On-board training in the use of the ship's life-saving appliances, survival craft equipment, fire-extinguishing appliances and emergency escape breathing devices shall be given as soon as possible but not later than two Weeks after a crew member joins the ship. For crew on a regular rotating assignment the training shall be given not later than two weeks after first joining, Individual instruction may cover different parts of the ship's life-saving and fire- ‘extinguishing appliances, but all the appliances are to be covered within any period of two months, including: + operation and use of the ship's inflatable liferafts + problems of hypothermia and its first-aid treatment and other appropriate first-aid procedures + any special instructions for use of the ship's life-saving appliances in severe weather and sea conditions + operation and use of fire-extinguishing appliances Ifa ship is fitted with davitlaunch liferafts there is to be on-board training in their use at least every four months and whenever practicable this shall include the inflation and lowering of a liferaft. This may be a liferaft kept for training purposes only, and conspicuously so marked, TRAINING MANUALS A ship-specific Training Manual, commonly referred to as a SOLAS Training Manual, is toSection 1 Page4 ‘THE CONTENT OF MUSTER LISTS Details of the general alarm and actions to be taken by crew and passengers when hearing it Details of other alarms and actions to be taken by crew when hearing it How the order to abandon ship will be given Duties assigned to various members of the crew including: + Closing of watertight doors, fire doors, valves, scuppers, side scuttles, skylights, portholes, and other similar openings + Equipping survival craft and other life saving appliances + Preparation, swinging out and deployment of survival craft and other life saving appliances + Muster of passengers (if any) + Use of communication equipment + Manning of fie fighting parties + Special duties assigned in respect of the use of fire fighting equipment and installations Duties of the crew in relation to passengers, including duties in respect of: = Warning and assembling passengers, and controlling their movement + Seeing that they are suitably clad and have donned their lfejacket correctly - Mustering passengers at assembly points or muster stations + Ensuring a supply of blankets is taken to the survival craft (Crew members assigned to assist passengers iman emergency should have received instruction in crowd management) Who is responsible for ensuring that the life saving and fire fighting appliances are maintained in good condition and are ready for immediate use Who will be the substitutes for key personnel should they become disabled Muster lists must be compiled with regard to the practicalities of an emergency situation. As far as practicable each person should only be allocated one duty, or series of duties related to one emergency party. On passenger ships key personnel who would be the last to abandon ship should not be allocated to those survival craft which are expected to be launched first. When allocating substitutes for key personnel, should they become disabled, care must be taken to ensure that emergency parties are not left without a leader or seriously undermanned. A motor lifeboat must have assigned to it a person who is capable of operating the engine and carrying out minor adjustments. A survival craft with a radio installation, EPIRB, SART or two-way radio telephone is required to have assigned a person who is capable of operating the equipment. Every passenger ship must have in place procedures for locating and rescuing passengers trapped in their cabins. EMERGENCY INSTRUCTIONS Clear Emergency Instructions to be followed in the event of an emergency are to be ~Page vi INTRODUCTION This Training Manual is suitable for use on board SOLAS vessels of various types and larger non-SOLAS vessels. The purpose of the Manual is to provide all members of the crew with information about purpose and use of all life-saving appliances on board, the meaning of the ship's alarms, the procedures for abandonment and survival techniques, Additionally, the Manual may be used as a framework and reference source for those personnel whose duty itis to give instruction to others of the vessel's company. The document is also intended as a reference for all personnel and a copy should be provided in each crew mess room and recreation room in order that there is ready access to the contents. The Manual should be read in conjunction with the ship owner's and captain’s Standing Orders, and relevant Codes of Safe Working Practice, and should be interpreted as may be considered applicable for this vessel. This may be particularly important when considering the evacuation procedure and survival craft arrangements in high sided vessels, passenger vessels, ships with special design features and vessels with limited crews. Where reference is made to SOLAS requirements, generally only the broad obligations are stated (according to the Consolidated Text of the SOLAS 74/88 and subsequent amendments as in force on 1 January 2013 and the IMO Life-Saving Appliances including LSA Code 2010 Edition). The detailed requirement relating to an individual vessel may vary depending on the flag authority and the age and type of vessel. Where the term Administration is used it means the government of the state under whose laws a vessel is registered or licensed and whose flag it is entitled to fly. Whilst every effort has been made to provide up-to-date information the reader must be aware that regulations and performance standards are frequently upgraded, and that continuous research into survival medicine and equipment advances mean that the data provided should be cross checked with other current sources. Details concerning the specific lifesaving equipment and procedures aboard this vessel are to be entered in the last section, whilst a record to be completed when amendments are made to this Manual is to be found after the title page. Finally, owners, operators and users are reminded that by regulation they are required to ensure that all life-saving appliances are in full working order before their vessel leaves port and at all times during a voyage.ACKNOWLEDGEMENTS The companies, organisations and persons listed below have kindly given permission for pictures oftheir products or detalls from their publications to be used inthis Manual. Copyright of such material remains withthe relevant company, organisation or person. Beacon Offshore Lid, Thalland ‘wan beacon-ofshore com Baltic Safety Products AB, Sweden ‘wanes Buoyancy Aids [British Columbia Fery Services inc, Canada ‘weber com CM. Hammar AB, Sweden ‘ww.emhammar.com Hydrostatic Reease Unis Datrex UK Ltd, UK ws datrex.com {Low Location Escape Route Marking, Lifebuoys Davi international GmbH, Germany ‘i davtinlernatonal de ‘aunching Appances Drew Marine Signal & Safety Ltd, UK ‘ni drew-maine com Pyrotechnic Distess Signal, Line Throwing Appliances, Man Overboard Markers Fr. Fassmer GmbH & Co. KG, Germany win fassmer de [Uleboss, Reseve Boas, Launching Appliances Intormational Copas-Sarsat Programme ww copas-sarsat or 'GMDSS Schematic Drawing International Maritime Organisation vein | "Resume of Cold Water Survival alte ple, UK ‘wa jate.com {Low Location Escape Route Marking Jotron (UK) Ltd, UK ‘wonton com IEPIRBS, SARTe, Hand Held GMIDSS Radios Land & Marine Products Ltd, UK ‘won asonseradie.couk ‘Man Overboard Recovery Equipment, Rescue Nets Lifesaving Systems Corp, USA ‘wi fesavingsystems com Helicopter Rescue Equipment John Marsha Mechanically Propelled Lifeboat [Nammo LIAB AB (Hansson Pyrotech) Sweden ‘wn-hanssonpyrotch se Pyrotechnic Distess Signals, Line Throwing Appliances (Ocean Safty Lt, UK wi, oceansafey com “Thermal Protective Ais, Liebuoy tants (Odeo Flare Ltd, UK ww odeofas 20k Elecvonie Visual ire Signals Ovetek ne, Canada ‘wor ovatek com Rig Liferats Patfinger Ned-Deck BV, The Netherlands ‘won palingemeddeck com itera ane Rescue Goat Hooks Restech Norway AS, Norway ‘wonrstech no Line Throwing Appliances. Royal Yachting Association, UK ‘wena org.uk In-water Survival Techniques, Hetcopter Rescue Equipment & Methods Sula Bedrittsteneste AS, Norway ‘winn Sis 28 Man Overboard Recovery Equipment Survitee Group Ltd, UK ‘wo. sunitecgrup.com iterate, Resove Boats, Marine Evacuaton Systoms, Liejackets ‘Survival Craft Inspectorate, UK ‘wm surivalrat com ‘Sunival Craft, Rescue Boats ‘Swedish Maritime Administration ww soaisverketse Hetcoper Rescue Equipment and Method ‘Thanner & Co AS, Denmark ‘a thane de Hydrostate Release Unis Viking Life Saving Equipment A/S, Denmark viking fe com ‘Buoyancy Ads, Immersion Suis, Ant-exposure Suits Welin Lambie Ltd, UK ‘wont co uk Rescue Boat Launching AppliancesPublished by: I.C. BRINDLE & Co. Ltd ® Broadstone, Dorset, England Tel: +44 (091202 657814 E: info@icbrindle.com \won.icbrindle.com COPYRIGHT Third edition © 1.C. Brindle & Co. Ltd 1996, 2003, 2013, Allright reserved. No part of the copyright material inthis publication may be reproduced, stored in a rtieval system or tansmied in any form or by any ‘means without the prior written permission ofthe pubshers. The copyright of ‘some of he material and many ofthe images reproduced in his publication remains with those who have granted permission for teir materia tobe used, ‘ang they also must give parmission for further use of thor material First published in English - 1906 First ediion wth amendments - 2000, ‘Second Editon 2003 (reset 2007) “Thc editon 2013 ‘Translations avaiable English (third editon 2013) ISBN 978-1-905105.27-5 Russian (second ediion 2007) - ISBN 978-1-805195-15-2 Spanish (second edlion 2007) - ISBN 978-1-808195-14-5, ‘The authors and publishers, wile exercising care in ‘coming this book, donot hold themselves responsible forthe consequences arising fom any inacouracies therein. ‘The reader must be aware that reguations, performance standards and methodology ae frequenty upgraded, and that continuous research into Survival medkne and equipment advances mean thatthe data provided ‘shouldbe eross checked with other current sources. ISBN 978-1-005195-27-5