Instruction manual

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE BOATS OTHER THAN
FAST RESCUE BOATS
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6.3 Marshalling liferafts and rescuing survivors from the sea
6.4 Recovery of survival craft and rescue boats
6.4.1 Coming alongside
The uncontrollable factors of tide, sea state, swell and general weather
conditions should be taken into full account before any approach is made. In
normal circumstances the approach should be made head to wind and sea, or
head to tide, whichever has the greater effect on the handling of the craft.
The angle of approach varies depending on the force of the weather but can
normally be expected to be around the 45˚ - 60˚ mark. A steeper angle to the
wind effectively reduces the windage that the craft will experience.
The power applied should be such as to overcome the prevailing weather so
that a safe, slow and manageable speed over the ground is acquired by the craft.
Once alongside, the power should be maintained at a level to prevent the bow
from paying off. Full use of the “bowman” and employment of the boathook in the
forepart is essential when closing the objective.
When making the approach and when close in alongside expedient use of
the rudder will attain the required angle of approach and also maintain the bow at
a position on station. Prudent use of fenders, especially against concrete quays,
or the marine growth on installations, should be regular practice to afford limited
protection to heavy landings by the craft.
Should weather conditions be extreme or circumstances not permit a safe
landing, either an alternative berth should be approached or the craft should
have to, and stand off, until a safe approach can be made.
6.4.2 Towing operations
During the evacuation of a ship or installation, lifeboats are most certainly
rescue boats are expected to collect and marshal other survival craft. These may
be other lifeboats or liferafts. The towline should be of sufficient strength to
achieve a successful tow to a comparatively safe area after a disaster.
When securing the towline, the length should be such that “snatching” of
the line is avoided; this is specially important in choppy seas. The length of line
and the speed of the towing operation should be established to prevent the
towed vessel or craft from overrunning the towing craft.
Large alteration of the course should be avoided in favour of gradual turns,
so avoiding excessive strain on the towline. A zig-zag course may prove more
effective when it is desired to make headway into the weather, as opposed to a
head-on approach.
The aim should be establish an even tension on the towline throughout the
operation. Should the line be allowed to become slack with the towed craft