Preventive life-saving equipment. Life-saving equipment of ships

life saving equipment

On ships, life-saving equipment for collective and individual use is used. The means of collective use include boats, life rafts, floating instruments, and the means of individual use include lifebuoys, vests, bibs, overalls.

The main life-saving equipment on sea vessels is a boat device, including boats and boats, which, according to their purpose, are rescue, traveling, working, special, etc.; davits for launching and raising lifeboats, devices for storing boats, boats, rafts in a stowed way. Crew boats and boats are launched using booms and cranes or davits and crane beams of the simplest type.

On passenger, fishing, fishing vessels of an unlimited navigation area, the number of places in lifeboats on each side is taken to be equal to half of the total number of people on the vessel; on cargo ships of an unrestricted navigation area - to the total number of seats on the ship.

On ships of all purposes, in addition to ordinary lifeboats, and sometimes instead of part of them, one motor (standby) lifeboat is installed.

The buoyancy of the boat must be ensured even if it is completely flooded. The buoyancy margin necessary for this must be obtained through the use of structures and materials with positive buoyancy or special air boxes. The main materials for the manufacture of lifeboats are light alloys and plastics.

boats open type equipped with an orange closure to protect people from the effects of the external environment. Lifeboats for oil tankers are made of a closed type, with an irrigation system that supplies water to the outer surface of the boat. The hull of tanker boats is made of materials that ensure safe navigation for 10 minutes in the zone of burning oil products at temperatures up to 1200 0 C. Lifeboats are located along each side in places protected from the action of waves. The boats must be safely and quickly launched into the water with the ship's list of 20 0 (earlier - 15 0) on any side and trim up to 10 0, in no more than 30 minutes.

Work boats (1 - 2 per ship) or boats are used to provide communication with the shore or other ships in the roadstead, as well as to perform general ship work.

Lifeboats are launched using davits. There are three types of Οʜᴎ: rotary, falling and gravitational.

Swivel davits are one of the first types of davits that have been used in shipbuilding for a long time. Now they are used only on small craft or to service work boats. The dumping of the boat is carried out manually. When using falling davits, the boats are thrown out by rotating the boom relative to the horizontal axis of the lower heel using a manual drive and a screw gear. Gravity davits do not require the use of force or other form of energy to eject the lifeboat. The dumping, and then the descent of the boat occurs under the action of gravity after the release of the stoppers that secure the davits in the stowed position. There are gravity davits rolling, articulated, articulated-rolling, etc. In rolling davits, the arrows on the rollers move along curvilinear guides, throwing the boat overboard, the hinged ones rotate relative to the hinge.

Each pair of davits is served by a boat winch. Winches come with manual drive, non-motorized and motorized.

The boats are stowed either directly on the davits, or on the decks and on the so-called rosters - half-beams, resting at one end on the wheelhouse, and at the other - on the rack at the side.

Life rafts are inflatable and rigid (metal and plastic). Rigid rafts are less convenient to use. Inflatable rafts are stored in containers. On small and medium-sized ships, rafts dropped into the water automatically inflate, freeing themselves from the container. Planting people is made mainly from the water. On large ships, various slopes or sleeves began to be used to prevent people from falling into the water. At the same time, rescue operations at the same time turned out to be quite difficult. For this reason, life rafts were created. Οʜᴎ are inflated on the deck, carried overboard by an arrow, filled with people and launched into the water. The recoil of the pendant occurs automatically after the raft touches the water. Floating appliances include life benches and light rafts.

Rescue equipment - concept and types. Classification and features of the category "Rescue equipment" 2017, 2018.

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Introduction

1. Ship's life-saving appliances of sea vessels and general requirements for them

2. Acquisition of life-saving appliances on board

2.1 Personal life-saving appliances

4. Actions when leaving the ship

5. Actions on the survival craft after leaving the emergency ship

6. Ensuring safety when launching rafts

7. Actions to ensure survival on the survival craft

Conclusion

List of used literature

Introduction

Navigation has been and remains one of the areas of human activity associated with the possibility of accidents and the risk to people's lives. Therefore, it is believed that the probable risk to human life in maritime transport is significantly higher than in air or rail transport, but lower than in road transport. This is due to the fact that even in our age of durable ships with powerful power plants, equipped with many modern devices, it is not possible to avoid sea disasters and the death of people.

There have been, are, and probably always will be maritime emergencies. Statistics show that every year the world fleet loses an average of 200-250 ships, more than 7,000 ships suffer accidents, and about 200 thousand people die. 25% of people die directly in the water after a shipwreck, and 30% are already on life-saving equipment. Many accidents involve human casualties, which can be divided into two groups:

1. people who died directly in the accident.

2. dead due to insufficient effectiveness of rescue equipment and poor organization of rescue operations.

The number of casualties can be reduced by improving the effectiveness of life-saving equipment and skillful use of them.

"Only a fool is not afraid of the sea," say the British. However, it would be fundamentally wrong to attribute all accidents to the elements of the sea. According to experts, only about 10% of accidents can be attributed to the so-called force majeure - the irresistible action of the elements. Another 15% of accidents are the result of a lack of structures; ships or sudden equipment failure. In the remaining 75% of accidents, their direct cause was subjective factors associated with shortcomings in the organization of the ship service and in human behavior.

Every year the design and technical equipment of sea vessels, the equipment of sea routes with means of navigation fencing, and the professional training of floating personnel are being improved.

The ability of a person to withstand dangerous factors, and therefore, to behave correctly and with dignity in an extreme environment, is one of his most important personal qualities. However, these abilities must be developed and strengthened by constant training and exercises in such a way that professional skills and psychological readiness for action in any emergency are fully in demand at the right time. Mariners must be able to personally fight for the survivability of the ship, take measures to eliminate the accident or, at least, to localize it, and also correctly use the ship's life-saving equipment in the event of its imminent death to survive. All these actions must be practiced on special simulators for fighting fire, water and personal survival.

For salvation, it is not enough to have the most advanced rescue equipment on board - you need the ability to handle it.

The problem of human life at sea for the first time in international terms was discussed at the Washington Convention of Governments in 1899 - then the resolution "On the protection of human life and property at sea" was adopted.

Happened in the 20s maritime disasters forced governments to convene a conference at which the 1929 SOLAS Convention was developed. It contained international technical rules safety not only for passengers, but also cargo ships. Each successive International Convention for the Safety of Life at Sea (1948, 1960, 1974) introduced new provisions and increased requirements in terms of the design of life-saving equipment supply ships.

At the International Convention for the Safety of Life at Sea of 1974, by the collective efforts of the member states, such a form of the SOLAS Convention was created, which allows in the future to improve and expand its technical content without changing the forms and volume of legal relations of these states in the field of safety at sea sailors' lives.

The standards for the supply of life-saving appliances of the 1960 Convention are fully preserved in the 1974 convention and the rules for the conventional equipment of sea vessels of the USSR Register of 1977 and the Register of the Russian Federation. Comparison of the standards shows that the significant progress made in the development of life-saving appliances is only partially reflected in the regulation materials. New types of life-saving appliances were not used to improve the efficiency of rescue operations on ships, where, due to objective conditions, this task had not been solved earlier.

Chapter 6 of the International Convention STCW-78/95 imposes very strict requirements for the training of ratings and officers of ship crews in relation to functions related to emergencies. It obliges all seafarers to receive approved basic IMO standard training before being assigned to a ship. This gives them a minimum of knowledge and skills to deal with extreme conditions, which allows seafarers to provide evidence of meeting the standard of competence required by the convention by demonstrating skills and passing an examination. Such training is possible only in specialized training centers that have the appropriate material and technical base and teaching and instructor staff prepared for classes and training.

In the city of Petropavlovsk-Kamchatsky, a modern training center was created and licensed to prepare sailors for actions in extreme conditions - this is Kamchatflotservice LLC. It fully complies with the requirements of the international conventions STCW-78/95 and SOLAS 74/83 and is designed to train seafarers in the correct actions on fire and water fighting simulators, as well as in personal survival in the event of leaving an emergency ship.

1. Ship life-saving appliances of sea vessels and general requirements for them

Life-saving appliances are devices capable of saving the lives of people in distress from the moment they leave the ship. All rescue equipment is divided into two main types: collective use and individual. In addition, there is another type of life-saving equipment that does not belong to the above classification: line throwers. The requirements for life-saving appliances and the standards for supplying ships with them are regulated by the SOLAS-74/88 Convention and the Rules of the Maritime Register of Shipping in the Russian Federation.

General requirements for life-saving appliances:

§ be made in the right way and from the right materials;

§ be in working order when stored at air temperature from -30 to +65°С;

§ be in working condition at sea water temperatures from - 1 to + 30 ° C, if it is assumed that during use they can be immersed in sea water;

§ where applicable, be resistant to rot, corrosion and must not be excessively attacked by sea water, oil or fungi;

§ do not lose their qualities if they are open to sunlight;

§ be of a highly visible color wherever it will facilitate their detection;

§ be provided with retroreflective material in places where it will facilitate their detection, as well as in accordance with the recommendations of the organization;

§ if they are intended for use in seas, to operate satisfactorily in such conditions;

§ be clearly marked with approval information, including the name of the Administration that approved the facility, as well as indications of any operating restrictions;

§ be provided, where necessary, with protection against damage and bodily injury in the event of a short circuit of the electric current circuit.

The Administration should establish the service life of life-saving appliances subject to loss of performance over time. Such life-saving appliances must be marked with the expiration date or the date when they must be replaced.

Before leaving the port, as well as during the entire voyage, all life-saving appliances must be in working order and ready for immediate use.

2. Acquisition of life-saving appliances on board

2.1 Indus And visual life-saving equipment

Lifebuoys must

§ have an outer diameter of not more than 800 mm and an inner diameter of at least 400 mm;

§ be made of floating material;

§ The buoyancy of the lifebuoy must not be provided by reeds, cork shavings or chips, any other loose crumbled material or inflatable airbags;

§ maintain a load of iron weighing at least 14.5 kg in fresh water for 24 hours;

§ have a mass of at least 2.5 kg;

§ do not sustain combustion or continue to melt after it has been fully engulfed in flames for 2 seconds;

§ be so designed as to withstand being dropped into the water from the height of its installation above the waterline at the lightest operational draft of the ship or from a height of 30 m, whichever is greater, without degrading the performance of the lifebuoy or equipment attached to it;

§ if it is intended to actuate a device for quickly disengaging an automatically operating smoke bomb and a self-igniting signal light from the ship, have a mass sufficient to actuate these devices;

§ have a lifeline with a diameter of at least 9.5 mm and a length of at least four outer diameters of the circle. The lifeline must be fixed along the perimeter of the circle in four equally spaced places, forming four identical loops.

The number of lifebuoys depends on the length of the vessel. At the same time, on each side of the vessel there should be at least one circle with a line 30 m long, at least half of the circles should be with self-igniting lights, and at least two of them should be equipped with smoke bombs and located on the bridge from each side. Circles should be easily accessible and not fixed in their places. At least one circle must be located at the stern of the vessel.

Self-igniting lifebuoy signal lights (Fig. 2.1.) should:

§ be such that they cannot be extinguished with water;

§ be white and must burn continuously with a luminous intensity of at least 2 cd in all directions of the upper hemisphere or flash at a frequency of at least 50 and not more than 70 flashes per minute, at least with the same effective luminous intensity;

§ have an energy source that provides work for at least 2 hours;

Fig.2.1. Lifebuoy with luminous buoy.

Automatic lifebuoy smoke bombs required by SOLAS 74 III/7.1.3 must:

§ produce smoke of a highly visible color evenly for at least 15 minutes while afloat in still water:

§ do not burn with flashes and do not throw out flames during the entire duration of the smoke bomb;

§ do not flood with water in waves;

§ continue to produce smoke when fully immersed in water for at least 10 seconds;

§ pass the drop test.

Floating lifelines must:

§ be non-twisting;

§ have a diameter of at least 8 mm;

§ have a breaking force of at least 5 kN.

Life jackets (Fig. 2.2.) must:

§ do not support combustion or melt after it has been completely engulfed in flames for 2 seconds;

§ persons completely unfamiliar with the design of the vest could correctly use it for no more than one minute without any help;

§ it was possible to jump into the water from a height of at least 4.5 m without injury and without displacing or damaging the lifejacket;

§ must have sufficient buoyancy and stability.

§ so that it can swim a short distance and climb into a lifeboat or life raft.

Lifejacket warning lights must:

§ have a luminous intensity of at least 0.75 kD in all directions of the upper hemisphere;

§ have an energy source capable of providing a luminous intensity of 0.75 kD for at least 8 hours;

§ be visible, when attached to a lifejacket, over as much of the upper hemisphere segment as practicable;

§ be white.

Rice. 2.2 Life jacket

Wetsuits must:

§ it can be unpacked and put on unaided within no more than 2 minutes, together with any appropriate clothing and a lifejacket if the suit requires its use;

§ do not sustain combustion or continue to melt after being fully engulfed in flame for 2 s;

§ cover the entire body, except for the face. Hands must also be covered unless gloves are permanently attached to the wetsuit;

§ he had a device for bleeding excess air in the area of \u200b\u200bthe legs;

§ After jumping into the water from a height of at least 4.5 m, it has not been exposed to excessive amounts of water.

A person in an immersion suit with a lifejacket, if the immersion suit requires the use of one, must be able to:

§ carry out the normal duties associated with leaving the ship;

§ jump into the water from a height of at least 4.5 m without damaging or displacing the wetsuit and without bodily injury;

§ swim a short distance and climb into a collective survival craft.

An immersion suit that is buoyant and intended to be used without a lifejacket must be equipped with an appropriate signal light and whistle.

If the wetsuit requires the use life jacket the life jacket must be worn over the wetsuit. The person wearing the wetsuit must be able to put on the lifejacket without assistance.

Protective suits must:

§ be made of waterproof materials;

§ have their own buoyancy of at least 70 N;

§ the material used reduced the risk of overheating of the body during rescue operations and evacuation;

§ the whole body was covered except for the face, hands and, if the Administration permits, legs. Gloves and a head hood must be made taking into account the conditions for using a protective suit;

§ it was possible to unpack and put it on without outside help within 2 minutes;

§ no combustion was maintained or the suit continued to melt after being completely engulfed in flame for 2 s;

§ there was a pocket for a portable VHF radiotelephone;

§ lateral vision was provided in a sector of at least 120 °.

The protective suit must allow the wearer to:

§ go up and down a vertical ladder at least 5 m long;

§ jump into the water feet first from a height of at least 4.5 m without damaging or displacing the suit and without sustaining bodily harm;

§ swim in the water for at least 25 m and climb into a lifeboat or raft;

§ put on a life jacket without assistance;

§ perform all watchkeeping duties for leaving the ship, assisting others and using the rescue boat.

The protective suit must have a signal light and a whistle.

The protective suit must:

§ be marked;

§ continue to provide sufficient thermal protection to the person after a full immersion jump in such a way that the body temperature of the person does not drop faster than 1.5 0 C after the first half-hour stay in circulating water with a temperature of 5 ° C in the absence of waves;

§ A person wearing a protective suit that meets the requirements of this regulation must be able to roll over in fresh water from a face-down position to a face-up position in no more than 5 s and maintain this position. The suit should not allow the person to turn face down in rough conditions;

Heat protectants

Thermal protection means - a bag or suit made of waterproof material with low thermal conductivity, designed to restore the body temperature of a person who has been in cold water.

The heat protectant is made of a waterproof material with a heat transfer coefficient of not more than 7800 W/(m 2 -K), and is designed to reduce heat loss by a person both by conventional means and through evaporation.

The heat protectant has the following properties:

covers the entire body of a person of any height in a life jacket, with the exception of the face. Hands are also covered unless gloves are permanently attached to the heat protectant;

it can be unpacked and put on easily without assistance in a lifeboat, raft or rescue boat;

it can be removed in water in no more than 2 minutes if it interferes with swimming;

it performs its functions at an air temperature of -30 to +20°C.

Usage. Heat protectants are intended for use on lifeboats, liferafts and rescue boats for people who have been in cold water.

The heat protector must be unpacked and worn over the lifejacket as it does not have its own buoyancy. Then it should be closed from the inside.

In case of danger, for example when the life raft capsizes, the heat shield must be removed.

Pyrotechnics

Ship pyrotechnics

§ red parachute disaster rocket - 12 pcs.;

§ PRB-40, expiration date 10 years,

§ red flares - 12 pcs., expiration date 10 years;

§ 12 sonic distress missiles;

Boat pyrotechnics (for each boat):

§ red distress parachute missile - 4 pcs.;

§ red flares - 6 pieces;

§ floating smoke bombs-2 pcs.

2.2 Collective life-saving appliances

lifeboats

A). Lifeboat design.

All lifeboats must be of proper construction and of such shape and proportion of main dimensions as to have sufficient sea stability and sufficient freeboard when loaded with their full complement of persons and equipment. All lifeboats must be rigidly hulled and maintain positive stability in a straight position in calm water when loaded with their full complement of persons and equipment and pierced at any one point below the waterline, assuming no loss of buoyant material and no other damage.

Each lifeboat must carry information confirmed by the Administration, at least containing:

the name of the manufacturer and his address;

boat model and serial number;

month and year of manufacture;

· the number of persons approved to be placed in the boat.

The organization conducting the survey of the lifeboat must issue a certificate of approval, which, in addition to the above information, indicates:

· the approval number of the Boat Approval Administration;

· the material from which the lifeboat's hull is made, giving details of material compatibility issues in the event of a repair;

· the total mass of the fully equipped and manned lifeboat.

All lifeboats must be of sufficient strength to:

· they can be safely launched when loaded with their full complement of men and equipment;

· they could be launched and towed at the forward speed of the vessel at a speed of 5 knots in calm water;

· Enclosures and rigid closures must be non-flammable or non-combustible.

Seats for people must be equipped on transverse and longitudinal banks or fixed seats and be so designed as to withstand:

· the total static load equivalent to the mass of the approved number of people to accommodate, weighing 100 kg each, in places in the boat;

· for a lifeboat designed to be hoisted, a load of 100 kg at any landing place when it is dropped into the water from a height of at least 3 m;

· for a lifeboat intended to be launched by free fall, a load of 100 kg at any landing place when it is dropped from a height at least 1.3 times greater than that approved on the certificate.

Every lifeboat, other than those designed to be launched by free fall, shall be of sufficient strength to withstand the load specified below without permanent deformation after removal:

· for boats with a metal hull - a load of 1.25 times the total mass of such a lifeboat when loaded with its full complement of people and equipment;

· for other lifeboats, a load of 2 times the total mass of such lifeboat when loaded with its full complement of persons and equipment.

Every lifeboat, other than those intended to be launched by free fall, when loaded with its full complement of persons and equipment and equipped, where applicable, with skids or external fenders, shall be of sufficient strength to withstand a strike against the side of the lifeboat's ship in a perpendicular direction board the ship at a speed of at least 3.5 m/s, as well as dropping into the water from a height of at least 3 m.

The vertical distance between the flooring of the bottom and the inner surface of the closure or canopy extending over 50% of the area of the bottom should be:

not less than 1.3 m - for lifeboats with a capacity of 9 people or less;

not less than 1.7 m - for lifeboats with a capacity of 24 people or more;

· not less than a distance calculated by linear interpolation between 1.3 and 1.7 m - for lifeboats with a capacity of 9 to 24 people.

b). Lifeboat capacity.

Lifeboats with a capacity of more than 150 people are not allowed.

The number of persons permitted to be placed in a lifeboat to be launched on a hoist must be the lesser of the following numbers:

· the number of persons, with an average mass of 75 kg, which can be seated in a normal position in life jackets without interfering with the operation of the lifeboat's propulsion means and the operation of any of its equipment;

numbers seats which may be fitted on banks and seats in accordance, the seating areas may overlap, provided that there is sufficient legroom and footrests are provided and the vertical distance between the upper and lower seat is at least 350 mm.

V). Lifeboat buoyancy.

All lifeboats must be self-floating or be equipped with seawater, oil or oil resistant buoyancy material sufficient to keep the lifeboat and all its equipment afloat when flooded and exposed to the sea. In addition, additional buoyancy must be provided in an amount sufficient to provide a buoyancy force of 280 N for each person allowed to be placed on the lifeboat. No buoyant material shall be placed outside the lifeboat's hull, except for material provided in excess of the amount required above.

G). Freeboard and lifeboat stability.

All lifeboats must be stable and positive. metacentric height(GM) when loaded with 50% of the number of persons permitted to be placed on the lifeboat, sitting in a normal position on one side of its centreline.

5. Requirements for the boat sub-ration.

According to the SOLAS-74 standard, one person of boat capacity requires a "NZ" calorie content of 10 mJ (10,000 kJ). The food ration is issued in the form of a package. Thus, one package is required per person. The total number of food ration packages for each boat is determined by its capacity (the number of people allowed to be placed in the boat) or by the number of people for which the ship's life-saving equipment is designed. Packages are made in accordance with GOST and must have a hygienic certificate. The date of manufacture and expiration date is indicated on the package. Shelf life 5 years. The manufacturer must be recognized by the Russian MRS. On foreign-made packages, the year, month of manufacture, expiration date and amount of mJ are indicated. The packages must have a Manufacturer's Certificate, checked by the State Sanitary and Epidemiological Supervision for suitability and compliance with GOST, the Register's approval.

Canned drinking water is produced according to specifications in tetra-packages with a capacity of 250 grams with the inscription "Water - canned drinking" and indicating the dates of manufacture and expiration date. It must have a hygiene certificate reflecting the same expiration dates that are printed on the bank. A photocopy of the hygiene certificate, which indicates the date and number of cans received, must be certified with a genuine seal, signed by an official and have an indication of where the original certificate is located.

6. Fully enclosed lifeboats.

Fig..2.3. Hermetically sealed lifeboat.

Every fully enclosed lifeboat must have a rigid watertight closure. The closure must respond the following requirements:

protect people in the boat from heat and cold;

access to the boat must be provided through hatches that can be hermetically closed;

· with the exception of free-fall lifeboats, access hatches should be located so that it is possible to carry out operations related to the launching and recovery of the lifeboat without resorting to people getting out of it;

· ensure trouble-free and easy opening and closing of manhole covers from the outside and from the inside. Hatch covers must be held securely in the open position;

· with the exception of free-falling lifeboats, ensure the possibility of rowing;

With closed hatches and without significant water leaks, keep the full weight of the boat afloat with a full set of people, equipment and mechanisms when the boat is in an overturned position;

· have portholes or windows that allow daylight to enter when the hatches are closed;

· the outer surface of the closure must be of a clearly visible color, and the inner surface of a color that does not cause irritation to people in the boat;

· have handrails that can be held by people moving outside the boat, and which can be used when boarding and disembarking;

· people should be able to walk from the entrance to their seats without climbing over cross banks or other obstacles;

· the air pressure inside the lifeboat during engine operation with closed inlets must not be more than 20 hPa above or below atmospheric pressure.

Capsizing the lifeboat and returning it to the upright position.

With the exception of freefall lifeboats, seat belts must be provided for each designated seating position. The design of the seat belts must be such that they securely hold a 100 kg person in place when the lifeboat is in the capsized position.

Each set of seat belts for a seat must be in a color that contrasts with the seat belts of adjacent seat positions.

The stability of the lifeboat must be such that it will automatically or automatically return to a straight position when it is fully or partially manned and equipped, all its entrances and openings are watertightly closed, and people are fastened with safety belts.

After sustaining damage, the lifeboat must maintain afloat the full number of persons and equipment, and its stability must be such that, in the event of capsizing, it automatically assumes a position that allows the people in the lifeboat to leave it through an exit located above the water level. When the lifeboat is in a stably flooded state, the water level inside the lifeboat, measured along the back of the seat, should be no more than 500 mm above any seat.

All engine exhaust pipes, air ducts and other openings must be arranged so that when the lifeboat capsizes and returns to the upright position, the possibility of water entering the engine is excluded.

The control of the engine and its transmission must be carried out from the control position of the boat.

The engine and related appliances shall be capable of operating in any position during the capsizing of the lifeboat and continue to operate after returning it to the upright position, or stop automatically upon capsizing and then be easily restarted when the lifeboat returns to the upright position. The design of the fuel and lubrication system must prevent the possibility of fuel leakage from the engine and leakage of more than 250 ml of lubricating oil during the capsizing of the lifeboat.

Air-cooled engines should have a ducting system to take in cooling air and exhaust it outside the lifeboat. Manually operated dampers should be provided to allow cooling air to be taken in from inside the lifeboat and also expelled inside the lifeboat.

A fully enclosed lifeboat shall be so designed and fitted with external fenders that the lifeboat provides protection against the dangerous accelerations resulting from impact of the fully manned and equipped lifeboat against the ship's side at a speed of not less than 3.5 m/s.

Descending devices and boarding ladders.

Each descender must be arranged as follows:

1. to ensure the safe launching of lifeboats and liferafts serviced by a launching device or a rescue boat with their full equipment from the ship at trim up to 10 and list up to 20 to any side;

2. have a non-slip surface, the effectiveness of which is provided either by longitudinal grooves or an approved non-slip coating;

3. be at least 480 mm long, at least 115 mm wide and at least 25 mm thick, excluding non-slip surfaces or coatings;

4. be located at an equal distance from each other, which should not be less than 300 mm and not more than 380 mm, and fixed so as to maintain a horizontal position.

The bowstrings of the ladder must be made of two uncoated manila cables with a circumference of at least 65 mm. Each cable must be solid, with no connections below the top baluster. Other materials may be used, provided that their dimensions, breaking strength, environmental resistance, elasticity and grip are at least equivalent to those of manila cable. All cable ends must be sealed to prevent untwisting.

life rafts

All ship PSN (inflatable life raft) differ in capacity: 10 people (PSN-10) and 6 people (PSN-6) (Fig. 2.4.). The main material for the manufacture of the raft is a multi-layered rubberized fabric, which is dyed bright orange. The hull of the raft consists of buoyancy chambers, a bottom, inflatable arches and an awning.

Rice. 2.4. Inflatable life raft PSN-6M (PSN-10M): a - general view; 6 - arrangement and supply (raft awning removed).

The buoyancy chamber (Fig. 2.4.) consists of two compartments, each of which is capable of supporting a raft with a full number of people escaping. An inflatable can is located across the raft, increasing its rigidity.

The double bottom provides good insulation against low water temperatures. An annular can is attached to the bottom along the inner perimeter of the buoyancy chambers, on which people inside the raft can be accommodated.

The inflatable bars connected to the buoyancy chambers are designed to support an awning made of waterproof fabric, which forms a tent that shelters people from the weather.

Gas cylinders with carbon dioxide, with which the buoyancy chambers and awning arcs are inflated, are attached to the bottom of the raft. The air supply to the double bottom is carried out after the placement of those escaping on the raft with the help of hand fur, thus increasing the buoyancy margin.

The lifeline is attached to the outside of the raft, it is designed to support those who are escaping on the water. At the entrance to the raft, a ladder is fixed, necessary for lifting those fleeing from the water.

At the bottom, there are handles for turning the raft into a normal position. On other types of rafts, this purpose is served by a straightening sling fixed under the bottom of the raft. Along the long sides of the tent are water collectors that converge in the middle of the tent. Rainwater runs down the sloping gutters and flows through the hole into the raft, where it is collected to replenish drinking water.

An identification light is attached to the top of the awning. The light bulb lights up from the battery, which is fixed under the bottom, and starts working after sea water enters it.

A floating anchor is connected to the hull of the raft with the help of a draft.

The towing device consists of straps and rings to which a towing cable can be attached. Ballast pockets are used to stabilize the raft and prevent it from capsizing on a large and steep wave, as well as to reduce wind drift. Four such pockets located under the bottom are filled with water.

The starting line is attached with its root end to the starting device in the head of the gas cylinder. The second end of the line is tied on board the ship.

The valves are designed to fill the raft chambers with gas and air, as well as to regulate the pressure inside the chambers and release gas and air. The inlet valves are non-return, so gas or air can exit through the diaphragm type relief valves if there is excess pressure. The filling time of all chambers is up to 60 s. The materials providing buoyancy of the raft must be resistant to oil products, and the overall strength of the raft must ensure suitability for operation for at least 30 days in any sea conditions.

The fastening of the container in which the raft is stored provides for the presence of an uncoupling device that is triggered when it is immersed to a depth of not more than 3.5 m (Fig. 2.5).

Fig.2.5. Uncoupling device PSN

3. Preparing to leave the ship

1. By broadcasting or other means of communication, information is given about the state of the vessel and the planned actions of the crew.

2. In accordance with the established procedure, a report is given on the situation, actions and the decision to leave the ship.

3. An emergency beacon is activated to indicate the location of those in distress and facilitate search and rescue operations, which is designed for at least 48 hours of continuous operation (Fig. 3.1).

4. Collective life-saving appliances are put on alert for immediate launching and their order is announced. Depending on the situation, a decision is made on the preliminary descent of life-saving equipment to increase their readiness to receive people on the water or to leave the ship by passengers and part of the crew. Such early action can be caused, for example, by a fire hazard to the boat and raft stowage areas, as well as by an increase in the ship's heel up to 20°. when it becomes impossible to launch boats.

Fig.3.1. Scheme of operation of the rescue system

5. Passengers and crew members not involved in the damage control of the vessel dress warmly (preferably in woolen underwear and waterproof clothing) and with life jackets, as well as wetsuits, if provided for on this vessel, are sent to the muster point (Fig. 3.2)

Fig.3.2. To the collection point

6. Additional supplies of water, food (chocolate, sugar, canned meat and fish, alcohol), signaling and communication equipment, warm linen, blankets, etc. are being prepared and loaded onto rescue vehicles.

7. The sequence and procedure for leaving the ship is announced.

8. The part of the crew that will be the last to leave the ship and that will have to jump into the water is preparing for a long stay in cold water (remove shoes, put on a wetsuit, grease exposed parts of the skin, perform other actions depending on the situation).

9. If possible, additional briefing is carried out on the procedure for using life-saving equipment that can be dropped from aircraft in the disaster area (Fig. 3.3).

10. Landing on life-saving equipment is carried out in the following order: seriously ill or injured during the accident, children, women, old people, other passengers, and then crew members who are not used and the ship's damage control.

Fig.3.3. Dropping life-saving equipment from an aircraft

ship life raft survivability

4. Actions when leaving the ship

The decision to leave the ship is made only by the captain.

The abandonment of the emergency ship is carried out on a signal - seven or more short sounds and one long one, given by the ship's whistle, siren and additionally by an electric bell or howler (repeated 3-4 times), as well as by radio broadcasting the voice "Abandon the ship" (Fig. 4.1, Fig. .4.2), with the announcement of preparations for launching specific life-saving appliances.

Fig.4.1. Signaling by a loud battle bell

Fig.4.2. Sounding a ship's whistle

Upon receipt of the "Abandon the ship" signal, all crew members and passengers comply with the requirements of the memo to crew members and passengers on leaving the emergency ship, and the commanders of life-saving equipment and persons assigned to the launching and dropping devices and places of landing of people perform their duties according to the ship's schedule

The wetsuit is put on in the "ready" position so that the chest and face pieces can be fastened at the last moment, after the necessary preparatory work in accordance with the ship's schedule. Over some types of wetsuits, it is necessary to wear a life jacket (you need to know this in advance).

The life jacket is put on and securely fastened with straps. It provides the body with sufficient buoyancy and the correct position in the water, even if a person has lost consciousness, and also allows you to remain still while waiting for help in order to reduce body heat transfer. The respective commanders check the correctness of putting on the personal life-saving equipment (Fig. 4.3, 4.4).

Figure 4.3. Putting on a life jacket

Fig.4.4. Putting on a wetsuit

When boarding people in collective life-saving appliances, crew members, in accordance with the schedule, must:

§ maintain order in the corridors and on the ladders leading to life-saving equipment and landing sites;

§ organize and manage the boarding of people in life-saving appliances, paying attention to the observance of the order;

§ check the absence of people in residential and service premises (loss of consciousness, trauma, jamming of the exit, damage to the broadcast);

§ identify persons who have lost control over their actions, remove piercing, cutting and heavy objects from them, provide assistance to the weak and helpless;

§ prevent panic and excess number of people on the ladders, in the transitions and on the boarding chutes in excess of the norm.

A). Leaving a distressed vessel on a lifeboat

1. Give the lashings, each attached to its own davit or a single stopper (Fig. 4.5), for which you should give the verb-hook (instead of the verb-hook there may be some other device).

Fig.4.5. Preparing the boat for launch

2. Release the davit stoppers by turning the flywheels (there are boat devices in which the release of lashings and the release of davits from the stoppers are blocked, in such cases, when the stoppers of the davits are released, the lashings are released).

3. Spread and secure the painters (on some ships they are in this state all the time).

4. Give up the railing.

5. If possible, load additional supplies (fresh water, pyrotechnics, food, etc.).

6. Raising the handle of the centrifugal brake, set in motion and dump the gravity davits overboard (Figure 4.6). If the handle is released, the movement will stop. If you continue to lift the brake handle, then the sloop-hoists begin to be poisoned and the boat will go down. After the boat is afloat, the handle should be kept on the "descent" to enable those in the boat to lay out the hoist (Fig. 4.7). When rough, you should try to lower the boat to the bottom of the wave and lay out the hoists at the moment the boat is raised on the wave.

Fig.4.6. Launching a boat into the water

Pic.4.7. Recoil of sloop-hoists

7. Some types of concealed lifeboats and their launching gear are equipped with a mechanism to control the launching of the lifeboat. To descend, pull the handle down. If you release the handle, then braking occurs (Fig. 4.8).

Fig.4.8. Dinghy launch control

8. There are boats that are equipped with an uncoupling mechanism that allows you to lay out bow and stern hoists simultaneously under load, i.e. when the boat has not yet touched the surface of the water (Fig. 4.9).

Fig.4.9. Launching a boat with a release mechanism

9. Boarding of people in the boat is carried out from the boat deck (Fig. 4.10) or along the storm ladder, rescue pendants (Fig. 4.11), nets and inflatable chutes.

Pic.4.10. Landing from the boat deck

Fig.4.11. Landing on a storm ladder and pendants

10. The first place in the boat is taken by the launch team, and then the rest of its crew. Boarding in covered boats is carried out through all hatches at the same time.

11. Boat commanders ensure that each crew member takes his place, does not walk along the beams and does not interfere with others taking their places (if there are no places on the banks, the rest are placed on the floor of the boat).

12. Radio equipment (emergency beacon), additional supplies, food, water, blankets, medicines, etc. are loaded into the boat.

13. Engines and radio equipment are put into action and checked.

14. The commander checks that the crew members are wearing life jackets correctly.

15. Depending on the emergency situation and the presence of members of its crew in the lifeboat, the commander makes a decision to launch (dump) it. When descending, the lifeboat crew members must be fastened in their regular places and strain to prepare for her impact on the water or the ship's side.

16. Launched boats with the help of a painter and clamping ends are held at the side of the vessel until the crew members and the launch team are fully boarded in it. In emergency cases, you can use the axes that are located in the bow and stern of the boat to return the painters.

17. Jumping into the boat is strictly prohibited.

18. When leaving the boat on oars, it is necessary to stretch along the side towards the bow of the vessel and, having gained sufficient speed, turn away from the side using the rudder, the rebound hook and transfer to the stern and delay the stern painter. The movement of the oars begins with an increase in the water space between the boat and the vessel.

19. When leaving the boat, which has an engine with a right-hand propeller, reverse if the boat is on the port side, and front or rear if it is on the starboard side.

20. In the presence of a strong opposite wind and forward movement, it is necessary to push the bow of the boat away from the ship and move away from it, keeping at an angle of no more than 30 ° relative to the center line of the ship.

21. In the presence of a strong tailwind, it is more expedient to leave the boat in reverse, with the return of the stern painter first.

22. When moving away from the side, the captain of the boat must lead and organize reliable observation of other life-saving equipment, floating people and objects hanging from the emergency ship, in order to avoid collision with them and accidents.

23. Having moved away from the side, the lifeboat commander must immediately organize the search for and recovery of people from the water and the towing of life rafts from the vessel.

b). Abandonment of the emergency vessel on the descending rescue helots

1. The raft in the container is released from the anchorage and transferred to the floor crane beam.

2. The liferaft is taken out of the container and filled with gas from the cylinder of the life-saving device included in the package or the located descender.

3. The hook of the pendant is laid behind the eye on the top of the raft tent (Fig. 4.12).

Fig.4.12. Preparing the raft for launch

4. If necessary, railings are removed in the descent area.

5. The raft is taken overboard and pulled up for boarding people (Fig. 4.13) At the same time, the next raft is being prepared for launching on the deck.

6. In the established sequence, the landing of the crew is carried out in such a way that the area of the landing part is occupied evenly and the fall of people from the raft during the descent is excluded.

7. The commander of the KSS checks the presence of all the people assigned to the boat and takes measures to search for the missing ones.

Fig.4.13. Boarding people in the descent raft

6. A check is made for the presence and removal of all piercing and cutting objects from the crew of the KSS, as well as shoes that can cause damage to it.

7. The raft is lowered into the water due to its own weight when the winch drum is released. The winch is controlled from the console on the deck or from the raft using the control line.

8. After the raft touches the water, when the load is removed from the hook of the pendant, the hook will automatically lay out and the released pendant will return for the next raft.

9. Turning and unfastening the crane-beam in a given position are carried out using a mechanism. On older systems, this is done by guy wires.

V). Abandonment of an emergency vessel on dumped rafts

1. Persons scheduled to drop liferafts arrive at the places of their storage and unfastening (Fig. 4.14), and the rest of the crew and passengers - at the declared landing sites.

2. The reliability of fastening the starting line on the ship is checked.

3. The site of the alleged fall of the raft is examined in order to avoid falling of the raft on people floating near the side, as well as on other life-saving appliances or floating objects at the time of its drop.

Fig.4.14. Place of storage of the dropped raft: 1 - container, 2 - stand, 3 - lashings, 4 - hydrostat, 5 - bandage with explosive bolts, b - starting line, 7 - weak link

4. Handrails or other guardrails, if necessary, if they interfere with the dropping of flesh.

5. At the landing site, landing aids are prepared: outboard ladders, storm ladders, folding bulwarks, nets, inflatable ramps and gutters.

6. The sequence and order of boarding people in rafts is established.

7. Persons painted for dropping release the raft from the fasteners and dump it overboard. When the ship's heel is more than 15 °, the rafts should be thrown from one side in the direction of the roll, because the opposite side, overgrown with shells in the underwater part, is dangerous for the descent of people.

8. To actuate the starting device, it is necessary to select the slack in the starting line and pull it sharply (Fig. 4.15).

9. The raft begins to fill with gas, the bandages break bolts will open, the container will open and fall off. After 25-35 seconds, the raft will be filled with gas and will be ready to receive people (Fig. 4.16).

Fig.4.15. Activation of the drop raft

Fig.4.16. Disclosure of the dropped raft

9. With the help of a launch line, the raft is brought to the landing site at the side of the vessel, where the line is fixed to any deck device. At the same time, the landing site should be illuminated from an emergency source in case the ship is abandoned at night.

10. When a dropped raft capsizes, a trained crew member appointed by the commander descends (jumps) into the water and turns it over to its normal position. To do this, grasping the cover of the gas cylinder, it is necessary to turn the raft into the wind, and then, holding on to the bottom handles (special rope), climb onto the cylinder and jerk the raft over (Fig. 4.17). A tipping raft will not cause injury, but in strong winds it drifts quickly. Therefore, in such conditions, it is recommended, in order to avoid losing the raft, to first tie yourself by the belt with a starting line, the end of which is fixed on the side of the vessel.

11. People are being prepared for boarding and boarding the raft. At the same time, the presence of individual rescue equipment, warm clothes and the absence of nails and protruding horseshoes on their shoes are checked. Landing in the raft is carried out with the help of landing aids. The first to be evacuated to the rafts are the sick, the wounded, children, women and sailors.

12. If the height of the freeboard at the landing site is not more than two meters, in emergency cases it is allowed to jump onto the camera of the raft, and at a height of up to 4.5 meters - onto inflatable arches.

13. The placement of people is organized so that they do not interfere with the entrance of those following them.

14. To move the raft away from the vessel to a safe distance, it is necessary to cut the starting line, for which a special knife is used, stored in a pocket at the entrance near the line attachment point (Fig. 4.18).

Fig.4.17. Raft capsize

Fig. 4.18. Cutting the starting line

16. The departure of the life raft from the ship can be facilitated by pulling up the bottom ballast pockets, the pins from which are fixed on the frame arcs.

17. The departure of the raft from the vessel is carried out under the guidance of the commander or his deputy, who monitor the situation through the front door (entrance). The rowers are the two most powerful crew members, located with oars at the rear door (entrance) of the raft.

18. The movement of the raft can be carried out by throwing forward, and then choosing a floating anchor (Fig. 4.19). At the same time, it is not recommended to move along the side of the vessel in order to avoid getting the floating anchor into gear and rigging, lowered from the vessel.

Fig.4.19. Propulsion with floating anchor

19. In the presence of downwind or opposite wind, it is necessary to stretch along the side downwind into clear water and go downwind, helping with oars.

20. When a lifeboat approaches for the purpose of towing a raft, it is necessary to take a throwing line from it and use it to transfer the towing line of the raft to the boat.

21. In the event of a sudden immersion of an emergency ship, for the device of which the launch line of the raft is attached, it is necessary to cut off the last one, and in the absence of a knife, firmly hold on to each other and to the raft, sitting on its bottom, waiting for spontaneous rupture of the weak link of the launch line.

G). Leaving the emergency ship by evacuating people into the water

1. Before jumping into the water, it is necessary to inspect the splashdown area so as not to get on people and floating objects.

2. If it is necessary to jump (in case of an accidental fall), each escaping takes a deep breath and jumps with his feet forward, slightly bending them and keeping his head straight (Fig. 4.20).

Fig.4.20. Jumping into the water from a boat

3. When jumping, a life jacket is pressed against the chest to prevent injury when jerking from hitting the water.

4. It is not recommended to jump from the side opposite to the heeled one, as well as from the windward side.

5. It is necessary to ascend with open eyes in order to avoid getting under the hull of the vessel or floating objects.

6. After surfacing, it is recommended to swim away from the emergency ship to a safe distance (15-20m) in order to avoid being caught by the side, superstructure, masts when it is submerged.

7. Once in the water, first of all, you need to orient yourself to the immediate danger in order to avoid it.

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Introduction

1. Ship's life-saving appliances of sea vessels and general requirements for them

2. Acquisition of life-saving appliances on board

2.1 Personal life-saving appliances

2.2 Collective life-saving appliances

3. Preparing to leave the ship

4. Actions when leaving the ship

5. Actions on the survival craft after leaving the emergency ship

6. Ensuring safety when launching rafts

7. Actions to ensure survival on the survival craft

Conclusion

List of used literature

Introduction

1.people who died directly in the accident.

2.dead due to insufficient effectiveness of rescue equipment and poor organization of rescue operations.

The number of casualties can be reduced by improving the effectiveness of life-saving equipment and skillful use of them.

Every year the design and technical equipment of sea vessels, the equipment of sea routes with means of navigation fencing, and the professional training of floating personnel are being improved.

For salvation, it is not enough to have the most advanced rescue equipment on board - you need the ability to handle it.

The maritime disasters that occurred in the 1920s forced governments to convene a conference at which the 1929 SOLAS Convention was developed. It contained international technical safety rules not only for passenger ships, but also for cargo ships. Each successive International Convention for the Safety of Life at Sea (1948, 1960, 1974) introduced new provisions and increased requirements in terms of the design of life-saving equipment supply ships.

Chapter 6 of the International Convention STCW-78/95 imposes very stringent requirements on the training of ratings and officers of ship crews in relation to emergency functions. It obliges all seafarers to receive approved basic IMO standard training before being assigned to a ship. This gives them a minimum of knowledge and skills to deal with extreme conditions, which allows seafarers to provide evidence of meeting the standard of competence required by the convention by demonstrating skills and passing an examination. Such training is possible only in specialized training centers that have the appropriate material and technical base and teaching and instructor staff prepared for classes and training.

1. Ship's life-saving appliances of sea vessels and general requirements for them

General requirements for life-saving appliances:

§ be made in the right way and from the right materials;

§ be in working order when stored at an air temperature of -30 to +65°C;

§ be in working condition at sea water temperatures from - 1 to + 30 ° C, if it is assumed that during use they can be immersed in sea water;

§ where applicable, be resistant to decay, corrosion and should not be excessively attacked by sea water, oil or fungi;

§ do not lose their qualities if they are open to sunlight;

§ be of a highly visible color wherever it will facilitate their detection;

§ be provided with retroreflective material in places where it will facilitate their detection, and in accordance with the recommendations of the organization;

§ if they are intended for use in seas, to operate satisfactorily in such conditions;

§ have clearly marked approval information, including the name of the Administration that approved the product, as well as indications of any operating restrictions;

§ be provided, where necessary, with protection against damage and bodily injury in the event of a short circuit of the electric circuit.

Before leaving the port, as well as during the entire voyage, all life-saving appliances must be in working order and ready for immediate use.

2. Acquisition of life-saving appliances on board

2.1 Personal life-saving appliances

Lifebuoys must

§ have an outer diameter of not more than 800 mm and an inner diameter of at least 400 mm;

§ be made of floating material;

§ the buoyancy of the lifebuoy must not be provided by reeds, cork shavings or chips, any other loose crumbled material or inflatable airbags;

§ maintain a load of iron weighing at least 14.5 kg in fresh water for 24 hours;

§ have a mass of at least 2.5 kg;

§ do not sustain combustion or continue to melt after it has been fully engulfed in flames for 2 seconds;

§ be so designed as to withstand being dropped into the water from the height of its installation above the waterline at the lightest operational draft of the ship or from a height of 30 m, whichever is greater, without degrading the performance of the lifebuoy or equipment attached to it;

§ if it is intended to actuate a device for quickly disengaging an automatically operating smoke bomb and a self-igniting signal light from the ship, have a mass sufficient to actuate these devices;

§ have a lifeline with a diameter of at least 9.5 mm and a length of at least four outer diameters of the circle. The lifeline must be fixed along the perimeter of the circle in four equally spaced places, forming four identical loops.

Self-igniting lifebuoy signal lights (Fig. 2.1.) should:

§ be such that they cannot be extinguished by water;

§ be white and must burn continuously with a luminous intensity of at least 2 cd in all directions of the upper hemisphere or flash at a frequency of at least 50 and not more than 70 flashes per minute, at least with the same effective luminous intensity;

§ have an energy source that provides work for at least 2 hours;

Fig.2.1. Lifebuoy with luminous buoy.

Automatic lifebuoy smoke bombs required by SOLAS 74 III/7.1.3 must:

§ produce smoke of a highly visible color evenly for at least 15 minutes while afloat in still water:

§ do not burn with flashes and do not throw out flames during the entire duration of the smoke bomb;

§ do not flood with water in a wave;

§ continue to smoke when fully immersed in water for at least 10 seconds;

§ withstand the drop test.

Floating lifelines must:

§ be non-twisting;

§ have a diameter of at least 8 mm;

§ have a breaking force of at least 5 kN.

Life jackets (Fig. 2.2.) must:

§ do not sustain combustion or melt after it has been fully engulfed in flames for 2 seconds;

§ persons completely unfamiliar with the design of the vest could correctly use it for no more than one minute without any help;

§ it was possible to jump into the water from a height of at least 4.5 m without injury and without displacing or damaging the lifejacket;

§ should have sufficient buoyancy and stability.

§ so that it can swim a short distance and climb into a lifeboat or life raft.

Lifejacket warning lights must:

§ have a luminous intensity of at least 0.75 kD in all directions of the upper hemisphere;

§ have an energy source capable of providing a luminous intensity of 0.75 kD for at least 8 hours;

§ be visible, when attached to a lifejacket, over as much of the upper hemisphere segment as practicable;

§ be white.

Rice. 2.2 Life jacket

Wetsuits must:

§ it can be unpacked and put on unaided within no more than 2 minutes, together with any appropriate clothing and a lifejacket if the suit requires its use;

§ do not sustain combustion or continue to melt after being fully engulfed in flame for 2 s;

§ cover the entire body, except for the face. Hands must also be covered unless gloves are permanently attached to the wetsuit;

§ he had in the area of \u200b\u200bthe legs a device for bleeding excess air;

§ after jumping into the water from a height of at least 4.5 m, it has not been exposed to excessive amounts of water.

A person in an immersion suit with a lifejacket, if the immersion suit requires the use of one, must be able to:

§ perform the normal duties associated with leaving the ship;

§ jump into the water from a height of at least 4.5 m without damaging or displacing the wetsuit and without bodily injury;

§ swim a short distance and climb into a collective survival craft.

An immersion suit that is buoyant and intended to be used without a lifejacket must be equipped with an appropriate signal light and whistle.

If the wetsuit requires the use of a lifejacket, then the lifejacket must be worn over the wetsuit. The person wearing the wetsuit must be able to put on the lifejacket without assistance.

Protective suits must:

§ be made of waterproof materials;

§ have their own buoyancy of at least 70 N;

§ the material used reduced the risk of overheating of the body during rescue operations and evacuation;

§ the whole body was covered with the exception of the face, hands and, if the Administration permits, the legs. Gloves and a head hood must be made taking into account the conditions for using a protective suit;

§ it was possible to unpack and put it on without outside help within 2 minutes;

§ combustion was not maintained or the suit continued to melt after full engulfment in flames for 2 s.;

§ there was a pocket for a portable VHF radiotelephone;

§ lateral vision in a sector of at least 120 ° was provided.

The protective suit must allow the wearer to:

§ climb and descend a vertical ladder with a length of at least 5 m;

§ jump into the water feet first from a height of at least 4.5 m without damaging or displacing the suit and without sustaining bodily harm;

§ swim in the water for at least 25 m and climb into a lifeboat or raft;

§ put on a life jacket without assistance;

§ perform all watchkeeping duties for leaving the ship, assisting others and using the rescue boat.

The protective suit must have a signal light and a whistle.

The protective suit must:

§ have a label;

§ continue to provide adequate thermal protection to the person after a fully immersed dive in such a way that the person's body temperature does not drop faster than 1.5 0 C after the first half-hour stay in circulating water with a temperature of 5 ° C in the absence of excitement;

§ A person wearing a protective suit complying with the requirements of this regulation must be able to roll over in fresh water from a face-down position to a face-up position in no more than 5 s and maintain this position. The suit should not allow the person to turn face down in rough conditions;

Heat protectants

Thermal protection means - a bag or suit made of waterproof material with low thermal conductivity, designed to restore the body temperature of a person who has been in cold water.

The heat protectant is made of a waterproof material with a heat transfer coefficient of not more than 7800 W/(m 2-K), and has a design that reduces heat loss by a person both by conventional means and through evaporation.

The heat protectant has the following properties:

covers the entire body of a person of any height in a life jacket, with the exception of the face. Hands are also covered unless gloves are permanently attached to the heat protectant;
it can be unpacked and put on easily without assistance in a lifeboat, raft or rescue boat;
it can be removed in water in no more than 2 minutes if it interferes with swimming;
it performs its functions at an air temperature of -30 to +20°C.

Usage. Heat protectants are intended for use on lifeboats, liferafts and rescue boats for people who have been in cold water.

The heat protector must be unpacked and worn over the lifejacket as it does not have its own buoyancy. Then it should be closed from the inside.

In case of danger, for example when the life raft capsizes, the heat shield must be removed.

Pyrotechnics

Ship pyrotechnics

§ red distress parachute rocket - 12 pcs.;

§ PRB-40, shelf life 10 years,

§ red flares - 12 pcs., expiration date 10 years;

§ 12 sonic distress missiles;

Boat pyrotechnics (for each boat):

§ red distress parachute missile - 4 pcs.;

§ PRB-40;

§ red flares - 6 pcs.;

§ floating smoke bombs-2 pcs.

2 Collective life-saving appliances

lifeboats

A). Lifeboat design.

Each lifeboat must carry, certified by the Administration, at least:

· manufacturer's name and address;

· boat model and serial number;

· month and year of manufacture;

· the number of persons approved to be placed in the boat.

The organization conducting the survey of the lifeboat must issue a certificate of approval, which, in addition to the above information, indicates:

· boat approval number from the Administration;

· the material from which the boat's hull is made, giving details of material compatibility issues in the event of a repair;

· the total mass of the fully equipped and manned lifeboat.

All lifeboats must be of sufficient strength to:

· they could be safely launched when loaded with their full complement of men and equipment;

· they could be launched and towed at the forward speed of the vessel at a speed of 5 knots in calm water;

· Enclosures and rigid closures must be non-flammable or non-combustible.

Seats for people must be equipped on transverse and longitudinal banks or fixed seats and be so designed as to withstand:

· the total static load equivalent to the mass of the approved number of people to accommodate, weighing 100 kg each, in places in the boat;

· for a lifeboat intended to be hoisted, a load of 100 kg at any landing place when it is dropped into the water from a height of at least 3 m;

· for a lifeboat intended to be launched by free fall, a load of 100 kg at any landing place when it is dropped from a height at least 1.3 times greater than that approved on the certificate.

Every lifeboat, other than those designed to be launched by free fall, shall be of sufficient strength to withstand the load specified below without permanent deformation after removal:

· for metal-hulled lifeboats, a load of 1.25 times the total mass of such lifeboat when loaded with its full complement of persons and equipment;

· for other lifeboats, a load of 2 times the total mass of such lifeboat when loaded with its full complement of persons and equipment.

· Every lifeboat, other than those intended to be launched by free fall, when loaded with its full complement of persons and equipment and equipped, where applicable, with skids or external rubbing rails, shall be of sufficient strength to withstand a blow against the side of the lifeboat's ship in a direction perpendicular to the side. vessel at a speed of at least 3.5 m/s, as well as dropping into the water from a height of at least 3 m.

The vertical distance between the flooring of the bottom and the inner surface of the closure or canopy extending over 50% of the area of the bottom should be:

· not less than 1.3 m - for lifeboats with a capacity of 9 people or less;

· not less than 1.7 m - for lifeboats with a capacity of 24 people or more;

· not less than a distance calculated by linear interpolation between 1.3 and 1.7 m for lifeboats with a capacity of 9 to 24 persons.

b). Lifeboat capacity.

Lifeboats with a capacity of more than 150 people are not allowed.

The number of persons permitted to be placed in a lifeboat to be launched on a hoist must be the lesser of the following numbers:

· the number of persons, with an average mass of 75 kg, who can sit in a normal position in life jackets without interfering with the operation of the lifeboat's propulsion means and the operation of any of its equipment;

· the number of seats that can be fitted on the banks and the seats in accordance, the areas of the seats may overlap, provided that there is sufficient legroom and footrests, and the vertical distance between the upper and lower seat is at least 350 mm.

V). Lifeboat buoyancy.

G). Freeboard and lifeboat stability.

All lifeboats must be stable and have a positive metacentric height (GM) when loaded with 50% of the number of persons the lifeboat can accommodate, sitting in a normal position on one side of its centreline.

Requirements for the boat subration.

Fully enclosed lifeboats.

Fig..2.3. Hermetically sealed lifeboat.

Every fully enclosed lifeboat must have a rigid watertight closure. The closure must meet the following requirements:

· protect people in the boat from heat and cold;

· access to the boat must be provided through hatches that can be hermetically closed;

· with the exception of free-fall lifeboats, access hatches must be located so that it is possible to carry out operations related to the launching and recovery of the lifeboat without resorting to the exit of people from it;

· ensure trouble-free and easy opening and closing of access hatch covers from the outside and from the inside. Hatch covers must be held securely in the open position;

· with the exception of free-falling lifeboats, ensure the ability to row;

· with hatches closed and without significant water leaks, keep the full weight of the boat afloat with a full set of people, equipment and mechanisms when the boat is in an overturned position;

· have portholes or windows that let daylight in when the hatches are closed;

· the outer surface of the closure must be of a clearly visible color, and the inner surface of a color that does not cause irritation to people in the boat;

· have handrails that can be held by people moving outside the boat, and which can be used when embarking and disembarking;

· people should be able to walk from the entrance to their seats without climbing over cross banks or other obstacles;

· the air pressure inside the lifeboat during engine operation with closed inlets shall not be more than 20 hPa above or below atmospheric pressure.

Capsizing the lifeboat and returning it to the upright position.

Each set of seat belts for a seat must be in a color that contrasts with the seat belts of adjacent seat positions.

The control of the engine and its transmission must be carried out from the control position of the boat.

Descending devices and boarding ladders.

Each descender must be arranged as follows:

1.to ensure the safe launching of lifeboats and liferafts serviced by the launching device or a rescue boat with their full equipment from the vessel with a trim of up to 10 ° and roll up to 20 ° on any board;

2.have a non-slip surface, the effectiveness of which is provided either by longitudinal grooves or an approved non-slip coating;

.be at least 480 mm long, at least 115 mm wide and at least 25 mm thick, excluding non-slip surfaces or coatings;

.be located at an equal distance from each other, which should not be less than 300 mm and not more than 380 mm, and fixed so as to maintain a horizontal position.

life rafts

Rice. 2.4. Inflatable life raft PSN-6M (PSN-10M): a - general view; 6 - arrangement and supply (raft awning removed).

The inflatable bars connected to the buoyancy chambers are designed to support an awning made of waterproof fabric, which forms a tent that shelters people from the weather.

An identification light is attached to the top of the awning. The light bulb lights up from the battery, which is fixed under the bottom, and starts working after sea water enters it.

A floating anchor is connected to the hull of the raft with the help of a draft.

The starting line is attached with its root end to the starting device in the head of the gas cylinder. The second end of the line is tied on board the ship.

The fastening of the container in which the raft is stored provides for the presence of an uncoupling device that is triggered when it is immersed to a depth of not more than 3.5 m (Fig. 2.5).

Fig.2.5. Uncoupling device PSN

3. Preparing to leave the ship

1.By broadcasting or other means of communication, information is given about the state of the vessel and the planned actions of the crew.

2.In accordance with the established procedure, a report is given on the situation, actions and the decision to leave the ship.

.An emergency beacon is activated to indicate the location of those in distress and facilitate search and rescue operations, which is designed for at least 48 hours of continuous operation (Fig. 3.1).

4.Collective life-saving equipment is brought to readiness for immediate launching and their order is announced. Depending on the situation, a decision is made on the preliminary descent of life-saving equipment to increase their readiness to receive people on the water or to leave the ship by passengers and part of the crew. Such early action can be caused, for example, by a fire hazard to the boat and raft stowage areas, as well as by an increase in the ship's heel up to 20°. when it becomes impossible to launch boats.

Fig.3.1. Scheme of operation of the rescue system

5.Passengers and crew members who are not involved in the damage control of the vessel are dressed warmly (preferably in woolen underwear and waterproof clothing) and with life jackets, as well as wetsuits, if provided for on this vessel, are sent to the muster point (Fig. 3.2)

Fig.3.2. To the collection point

6.Additional supplies of water, food (chocolate, sugar, canned meat and fish, alcohol), signaling and communication equipment, warm linen, blankets, etc. are being prepared and loaded onto rescue vehicles.

7.The sequence and order of leaving the ship is announced.

.Preparing for a long stay in cold water is that part of the crew that will leave the ship last and who will have to jump into the water (remove shoes, put on a wetsuit, grease open parts of the skin, perform other actions depending on the situation).

Rescue equipment is a set of devices, mechanisms and structures necessary for training and for rescuing the crew and passengers in the event of a shipwreck.

The requirements defining the ship's life-saving appliances are specified in the following documents:

International Convention for the Safety of Life at Sea 1974 (SOLAS-74), chapter III "Life-saving appliances and appliances";

International Code for Life Saving Appliances (LSA Code);

Rules for the equipment of sea vessels of the Russian Maritime Register of Shipping, Part II "Life-saving appliances".

The proposed classification divides life-saving appliances into individual, collective and auxiliary.

Figure 5. Classification of ship's life-saving appliances

Personal life-saving equipment

Personal life-saving equipment is an equipment designed for use by one person. This group includes both personal (life jackets and diving suits) and means that can be used by any person as needed (life buoys, protective suits and thermal protective equipment).

life buoys

A lifebuoy is a floating circle of elliptical shape in cross section with a lifeline attached to it at four points.

Lifebuoys may not be inflatable or made of cane, cork shavings or any crumbled material. Usually the circles are made of foamed polystyrene, styrofoam or other synthetic foam material that does not absorb water.

The lifeline must:

Have an outer diameter of not more than 800 mm and an inner diameter of at least 400 mm;

Have a lifeline passing along the outer perimeter of the circle and fixed in four places equidistant from each other, forming four identical loops;

have sewn strips of reflective material;

Have a mass of at least 2.5 kg.

At least one lap on each side must have lifelines at least 30 m long.

Figure 6. Lifebuoy with self-igniting flame

50% of lifebuoys, but not less than six, must be equipped with self-igniting lights with a source of electricity that provides burning for at least 2 hours.

The white light must burn continuously or be flashing with a frequency of not more than 70 flashes per minute.

At least two circles, out of those equipped with self-igniting lights, must be equipped with automatically operating smoke bombs with a duration of at least 15 minutes and be able to be quickly dropped from the navigation bridge. These circles must not have lifelines.

Smoke grenades produce orange-colored smoke that is clearly visible during the day and distinguishable from other possible sources of smoke. Usually, self-igniting fire and a checker are combined in one case.

Such a complete set of lifebuoys is made in order to be able to provide assistance to a person in the water under various circumstances:

if a person fell overboard from an anchored vessel, then the most rational is to supply a circle with a lifeline, which will not allow the current to carry the person away from the vessel during the rescue operation;

If a person fell overboard of a moving ship, then it is pointless to give him a circle with a line - the circle will leave with the ship. In this case, a circle with means of signaling must be given: during the day - with a self-igniting smoke bomb, at night - with a self-igniting fire.

Figure 7. Circle with self-igniting fire and smoke bomb

Lifebuoys without additional equipment can also be installed on the ship, if the above conditions of configuration are met.

The circles are distributed in such a way as to be easily accessible on both sides of the ship and, if possible, on all open decks extending to the side. At least one lifebuoy must be placed near the stern of the ship.

Wheels should be stored in such a way that they can be quickly dropped, and should not be tightly fastened in any way. Each lifebuoy must be marked in block letters of the Latin alphabet with the name of the ship and the port of registry.

Life jackets

A life jacket is a means to keep a person on the surface of the water. A life jacket must be provided for each person on board.

Life jackets can be structurally inflatable or with "rigid" elements that provide buoyancy.

The design of the lifejacket must provide:

The ascent of an unconscious person and their flip face up in no more than 5 seconds;

Maintaining a person in such a position that the body is tilted back by at least 20 °, and the mouth is at a height of at least 12 cm above the water level.

When jumping into the water from a height of 4.5 meters, the vest must not cause damage.

Inflatable lifejackets shall have at least two independent chambers of such buoyancy and arrangement that, in the event of damage to any of them, the lifejacket will meet the requirements listed above.

The inflation system allows you to inflate the vest both automatically and manually from a gas cylinder. In addition, it provides for the possibility of pumping the vest by mouth.

A jump into the water in a vest is done with feet forward. In this case, the vest must be well fixed (do not hang out).

A vest with rigid buoyancy elements has a lot of resistance when entering the water, so to additionally fix the vertical displacement, you should take hold of the chest buoyancy elements with your hands.

It is not recommended to jump into the water in a vest with rigid buoyancy elements from a height of more than 4.5 m. However, if you inevitably have to jump from a greater height, then you should wind the end of the straps for attaching to your arm, and take the vest in your hand. In this case, when entering the water, the vest will be torn out of the hand, but held by the straps.

Figure 8. Rigid lifejacket

Each lifejacket must be equipped with a white signal light and a whistle.

The signal light battery starts working after it is filled with sea water. It is impossible to stop the electrochemical reaction that has begun after water enters the body, therefore, to prevent premature use of the resource, the water inlet hole is closed with a plug. The cork is pulled out only by hand, and this should be done only after dark.

Figure 9. Warning light and lifejacket battery

The ship should carry a sufficient number of life jackets for watchkeeping personnel, as well as for use in remote locations of lifeboats and rafts. Life jackets provided for watchmen should be stored on the bridge, in the engine control station and in any other station where the watch is kept.

Figure 10. Storage of life jackets in remote locations

Wetsuits and protective suits

Immersion suit - a suit made of waterproof material to protect a person from hypothermia in cold water.

An immersion suit must be provided for each person on board.

Wetsuits must meet the following requirements:

Any member of the crew could independently put on the suit for no more than 2 minutes, along with clothing and a life jacket, if the wetsuit requires wearing a life jacket;

The temperature of the human body should not drop by more than 2°C for 6 hours at a water temperature of 0 - 2°C;

It did not support combustion and did not melt if it was engulfed in an open flame;

Possessed strength, providing a jump from a height of 4.5 meters;

It provided freedom of movement when lowering rescue equipment, when climbing a vertical ladder to a height of up to 5 meters, and a person could swim a short distance and climb into a boat or raft.

The label on the wetsuit indicates the guaranteed thermal protection time.

Figure 11. Putting on the wetsuit

Thermal protective agent - made of waterproof material with low thermal conductivity in the form of suits or bags and is designed to restore the body temperature of a person who has been in cold water. The supply of each lifeboat and raft must include thermal protective equipment in the amount of 10% of the capacity of people, but not less than two.

The heat protectant must ensure that the body temperature of a person does not drop by more than 1.5°C after the first half hour in water at a temperature of 5°C in the absence of waves.

Of the many other personal life-saving equipment, it is worth noting the rescue “ball” - a red inflatable balloon with a thin nylon cord, packed in a white plastic box attached to a life jacket. When the package is opened, the balloon is inflated with gas to a diameter of 0.5 m and rises into the air, being held by a line. A balloon, and with it a person, can be easily detected during the day from a distance of 2 miles.

Questions for self-examination:

1. What is the outside diameter of the lifebuoy?

2. The design of the life jacket.

3. Wetsuits.

4. Heat protectant.

§ 122 Boat equipment and life-saving appliances of ships

The lifeboat device of a modern transport vessel consists of boats (rescue and workers), devices for storing boats in their regular places, devices for launching boats into the water and lifting them on board the vessel and deck mechanisms (boat winches).

When arranging lifeboats, consideration should be given to the availability and possibility of a quick boarding of passengers and crew, the ease, speed and safety of launching the boats into the water under adverse conditions of heel and trim, and the safety of storage. The boats are positioned so that they do not interfere with the work of other boats. The decks on which the boats are placed must be lit.

Boats are stored on both sides on one of the highest decks in the middle of the vessel. Lifeboats should not be placed in the bow within 1/5 of the ship's length, as here they may be damaged or washed by the waves. When placing boats in the stern, they can fall under the propellers during the descent.

On tankers with a carrying capacity of more than 3000 tons, there must be at least four lifeboats: two on the stern superstructure and two in the middle of the vessel. On large-tonnage vessels, the arrangement of boats in two tiers, two under one pair of davits, is allowed.

In their regular places, the boats must be installed in such a way that, under any difficult conditions of the voyage, they remain motionless and are not damaged. They are placed on two or three roster blocks (keel blocks), which should have a simple design and be precisely fitted to the shape of the boat's contours. They fasten the boats in a stowed manner with the help of lashings that have a verb-hook for their quick return.

Davits of various designs are used for lifting and lowering boats into the water. The boat is suspended from the heads of two davits on hoists. The davits must ensure that the boat is quickly dumped overboard, lowered with full equipment and a set for people for which it is designed; launching boats from both sides of the vessel with a list of up to 15 °.

Davits are divided into three groups.

Rice. 173.

Swivel(ordinary) davits (Fig. 173) consist of curved steel beams rotating around their longitudinal axis.

Collapsing davits also paired, but their rotation is performed on a hinge at the heel. 1 this type of davits includes a sector davit (Fig. 174), in which a gear sector rolls along a gear rack fixed on the deck of the vessel due to the rotation of the handle of the screw rod passing through the threaded clip. The third group includes gravitational (sliding) davits(with rolling cart). There are several varieties of such davits.

Rice. 174.

One of the types is shown in Fig. 175. The boat is launched under the action of its own weight when the braking device of the boat winches is loosened. The advantage of this group of davits is that when using them, it is impossible to damage and wash away the boats, since they are stored above the highest deck of the vessel and far from the side.

Rice. 175.

The descent and recovery of the boat is carried out manually or with the help of boat winches. The boat is lowered to such a height that its keel is slightly above the level of the crest of the wave, and then smoothly but quickly lowered to the bottom of the wave. This eliminates the possibility of an incoming wave hitting the bottom of the boat. It is important to lay out the lower blocks of the boat hoists in a timely manner, which is greatly simplified if there is a device for the simultaneous laying out of the boat hoists. When the boat is launched into the water, a painter is first brought to the bow of the vessel, which is passed through the bow eye of the boat and fastened with a boat assembly for the second bank.

After laying out the boat hoists, the boat is held parallel to the side of the vessel at the required distance, while steering. In order not to damage the boat from hitting the side of the vessel, it is lowered from the lee side, reducing the speed of ds small. If the boat is lowered in heavy seas, it is recommended to release vegetable or mineral oil.

For this purpose, bags of oil are hung along the side of the vessel, which, seeping through the walls of the bag, spreads in a thin layer over the surface of the water and weakens the force of the wave.

When lifting the boat onto the vessel, two people must be in it. Fallin are served on board. Boat hoist falls are carried along the deck of the vessel through canifas blocks (when lifted manually). It is necessary to tear off the boats from the water at the moment it is on the crest biggest wave. After separation from the water, the plugs are opened to remove water from the boat.

The life-saving equipment of a modern sea vessel includes boats, rafts, benches, circles, bibs, etc.

ship boats- the main life-saving equipment for passengers and crew. The boats are also used for communication with the shore, for the delivery of verps, for various work (outboard work, delivery of ends when setting on a barrel, etc.). For the latter purposes, work boats are usually used.

The buoyancy of the lifeboat and its ability to float must be such that the lifeboat does not sink under full load while being filled with water. The boat must have sufficient stability to carry a sail, not capsize in waves and allow people to move freely in it without a significant roll; be agile and have little drift when sailing; its contours should provide the least resistance to movement under sail and at oars; the height of the side of the boat should be such that it is possible to work with oars, but the wave should not overwhelm it. The hull of the boat must withstand the harsh conditions of sailing in waves with a full load, as well as possible shocks during operation or launching. The outer skin should not let water through and dry out during long-term storage on the ship.

The dimensions of the boat for a given number of people to be accommodated should be minimal so that it takes up as little space as possible on board the vessel. People should be comfortably placed in the boat, be able to sit on the banks without interfering with the controls (rowers and helmsman).

At present, the generally recognized best type of lifeboats, whaleboats, has been developed. These best designs were reflected in the rules of the Register of the USSR and GOSTs.

The ships of foreign navigation are supplied with life-saving appliances in accordance with the rules developed by the International Convention for the Safety of Life at Sea. The supply of lifeboats with rigging and food is carried out in accordance with GOST standards.

For each lifeboat, a senior person from navigators or qualified rowers is appointed by the ship's boat alarm schedule. A person who knows how to operate a motor is assigned to a motor boat, and a person who knows how to handle radio and searchlight installations is assigned to a boat equipped with a radiotelegraph installation and a searchlight.

Universal raft used in the closed position as a normal life raft. In the open position, the raft is used for painting overboard or dock work from it.

Inflatable life rafts are made for 6, .10 and 20 people for merchant ships of all types. This is a durable inflatable structure that protects against the action of waves, rain and sun. Rafts are stored on the deck in the form of compact packages. The time required to bring the raft to readiness, from the moment of dropping to the end of filling with carbon dioxide, is not more than 30 seconds.

life buoys and a bib and are made from lumpy cork or other equivalent material. The use of circles and bibs filled with cane, cork sawdust, crushed cork, with air chambers that require pre-filling with air, is prohibited. The lifebuoy must maintain 14.5 kg of ballast in fresh water for 24 hours. Lifebuoys must have fixed lifelines. One lifebuoy on each side must be equipped with a lifeline not less than 27.5 m long.

For all ships, the supply standards establish a minimum number of lifebuoys. Half of them, but not less than two, must have luminous buoys that automatically light up when the rug falls into the water.

Lifebuoys should be placed in such a way that they are easily accessible.

The life jacket must support 7.5 kg of iron in fresh water for 24 hours, and then an additional 15 minutes of the same kind of load weighing 8 kg.

The design of the bib should be such that it can be worn from any side. According to calculations, the bib should support the head of a person who is unconscious above the water.

Life vest It is made from materials resistant to oil and oil products. The lifejacket is filled with polystyrene foam with a specific gravity of 0.1 g/cm³.

The supporting force is about 11kg, the vest weighs 1.5-1.6kg. It is equipped with a whistle, an electric bulb with a battery powered by water.

It is forbidden to release ships to sea - in the absence or insufficient number of lifeboats, rafts, bibs and other life-saving equipment and a malfunction of the starting device.

On ships, there must be an emergency supply (NZ) - food products necessary to feed the personnel who left the ship for several days. For long-distance navigation vessels, NZ is calculated for five days, for coastal vessels - for three days. At the same time, it is recommended to place food products in wooden boxes of appropriate sizes with rope handles on the sides, based on the calculation of the capacity of each boat and the vessel's navigation area. The presence of boxes prepared in this way ensures the convenience of storing NS on ships.

Each person is supposed to have the following products for the day as part of the emergency supply: a) canned meat - 300 g or canned fish - 400 g, canned meat and vegetable - 500 g; b) oil - 50 g; c) crackers or biscuits - 500 g; d) sugar -5 0 g; e) tea - 1 g; f) salt - 5 g; g) vitamin preparations - 2 g. The composition of the emergency reserve also includes sweet condensed milk - 500 g for the entire three-day or five-day period.

In addition to food, the lifeboat must be provided with a supply of fresh water in anchors at the rate of 3 liters per person.

The emergency reserve is spent in the event of a shipwreck, the need to provide assistance to a ship in distress, and if, due to unforeseen circumstances, the voyage continues beyond the expected time.

Preventive life-saving equipment. Life-saving equipment of ships

Send your good work in the knowledge base is simple. Use the form below

1. Ship life-saving appliances of sea vessels and general requirements for them

2. Acquisition of life-saving appliances on board

2.1 Indus And visual life-saving equipment

Lifebuoys must

§ have an outer diameter of not more than 800 mm and an inner diameter of at least 400 mm;

§ be made of floating material;

§ The buoyancy of the lifebuoy must not be provided by reeds, cork shavings or chips, any other loose crumbled material or inflatable airbags;

§ maintain a load of iron weighing at least 14.5 kg in fresh water for 24 hours;

§ have a mass of at least 2.5 kg;

§ do not sustain combustion or continue to melt after it has been fully engulfed in flames for 2 seconds;

§ be so designed as to withstand being dropped into the water from the height of its installation above the waterline at the lightest operational draft of the ship or from a height of 30 m, whichever is greater, without degrading the performance of the lifebuoy or equipment attached to it;

§ if it is intended to actuate a device for quickly disengaging an automatically operating smoke bomb and a self-igniting signal light from the ship, have a mass sufficient to actuate these devices;

§ have a lifeline with a diameter of at least 9.5 mm and a length of at least four outer diameters of the circle. The lifeline must be fixed along the perimeter of the circle in four equally spaced places, forming four identical loops.

Self-igniting lifebuoy signal lights (Fig. 2.1.) should:

§ be such that they cannot be extinguished with water;

§ be white and must burn continuously with a luminous intensity of at least 2 cd in all directions of the upper hemisphere or flash at a frequency of at least 50 and not more than 70 flashes per minute, at least with the same effective luminous intensity;

§ have an energy source that provides work for at least 2 hours;

Fig.2.1. Lifebuoy with luminous buoy.

Automatic lifebuoy smoke bombs required by SOLAS 74 III/7.1.3 must:

§ produce smoke of a highly visible color evenly for at least 15 minutes while afloat in still water:

§ do not burn with flashes and do not throw out flames during the entire duration of the smoke bomb;

§ do not flood with water in waves;

§ continue to produce smoke when fully immersed in water for at least 10 seconds;

§ pass the drop test.

Floating lifelines must:

§ be non-twisting;

§ have a diameter of at least 8 mm;

§ have a breaking force of at least 5 kN.

Life jackets (Fig. 2.2.) must:

§ do not support combustion or melt after it has been completely engulfed in flames for 2 seconds;

§ persons completely unfamiliar with the design of the vest could correctly use it for no more than one minute without any help;

§ it was possible to jump into the water from a height of at least 4.5 m without injury and without displacing or damaging the lifejacket;

§ must have sufficient buoyancy and stability.

§ so that it can swim a short distance and climb into a lifeboat or life raft.

Lifejacket warning lights must:

§ have a luminous intensity of at least 0.75 kD in all directions of the upper hemisphere;

§ have an energy source capable of providing a luminous intensity of 0.75 kD for at least 8 hours;

§ be visible, when attached to a lifejacket, over as much of the upper hemisphere segment as practicable;

§ be white.

Rice. 2.2 Life jacket

Wetsuits must:

§ it can be unpacked and put on unaided within no more than 2 minutes, together with any appropriate clothing and a lifejacket if the suit requires its use;

§ do not sustain combustion or continue to melt after being fully engulfed in flame for 2 s;

§ cover the entire body, except for the face. Hands must also be covered unless gloves are permanently attached to the wetsuit;

§ he had a device for bleeding excess air in the area of ​​\u200b\u200bthe legs;

§ After jumping into the water from a height of at least 4.5 m, it has not been exposed to excessive amounts of water.

A person in an immersion suit with a lifejacket, if the immersion suit requires the use of one, must be able to:

§ carry out the normal duties associated with leaving the ship;

§ jump into the water from a height of at least 4.5 m without damaging or displacing the wetsuit and without bodily injury;

§ swim a short distance and climb into a collective survival craft.

An immersion suit that is buoyant and intended to be used without a lifejacket must be equipped with an appropriate signal light and whistle.

4. Actions when leaving the ship

The decision to leave the ship is made only by the captain.

Fig.4.1. Signaling by a loud battle bell

Fig.4.2. Sounding a ship's whistle

The wetsuit is put on in the "ready" position so that the chest and face pieces can be fastened at the last moment, after the necessary preparatory work in accordance with the ship's schedule. Over some types of wetsuits, it is necessary to wear a life jacket (you need to know this in advance).

Figure 4.3. Putting on a life jacket

Fig.4.4. Putting on a wetsuit

When boarding people in collective life-saving appliances, crew members, in accordance with the schedule, must:

§ maintain order in the corridors and on the ladders leading to life-saving equipment and landing sites;

§ organize and manage the boarding of people in life-saving appliances, paying attention to the observance of the order;

§ check the absence of people in residential and service premises (loss of consciousness, trauma, jamming of the exit, damage to the broadcast);

§ identify persons who have lost control over their actions, remove piercing, cutting and heavy objects from them, provide assistance to the weak and helpless;

§ prevent panic and excess number of people on the ladders, in the transitions and on the boarding chutes in excess of the norm.

A). Leaving a distressed vessel on a lifeboat

1. Give the lashings, each attached to its own davit or a single stopper (Fig. 4.5), for which you should give the verb-hook (instead of the verb-hook there may be some other device).

Fig.4.5. Preparing the boat for launch

2. Release the davit stoppers by turning the flywheels (there are boat devices in which the release of lashings and the release of davits from the stoppers are blocked, in such cases, when the stoppers of the davits are released, the lashings are released).

3. Spread and secure the painters (on some ships they are in this state all the time).

4. Give up the railing.

5. If possible, load additional supplies (fresh water, pyrotechnics, food, etc.).

Fig.4.6. Launching a boat into the water

Pic.4.7. Recoil of sloop-hoists

7. Some types of concealed lifeboats and their launching gear are equipped with a mechanism to control the launching of the lifeboat. To descend, pull the handle down. If you release the handle, then braking occurs (Fig. 4.8).

Fig.4.8. Dinghy launch control

8. There are boats that are equipped with an uncoupling mechanism that allows you to lay out bow and stern hoists simultaneously under load, i.e. when the boat has not yet touched the surface of the water (Fig. 4.9).

Fig.4.9. Launching a boat with a release mechanism

9. Boarding of people in the boat is carried out from the boat deck (Fig. 4.10) or along the storm ladder, rescue pendants (Fig. 4.11), nets and inflatable chutes.

§ he had a device for bleeding excess air in the area of \u200b\u200bthe legs;

6. In the established sequence, the landing of the crew is carried out in such a way that the area of the landing part is occupied evenly and the fall of people from the raft during the descent is excluded.