Instruction manual

PROFICIENCY IN SURVIVAL CRAFT AND RESCUE BOATS OTHER THAN
FAST RESCUE BOATS
6 14
surging forward, a danger may arise that the towline could foul the propeller of
the towing craft. The tension on the towline is directly affected by the weight
aboard the craft being towed. Also, the resistance and speed of the operation
cause tensions to be increased. The speed can easily be adjusted but the
resistance experienced with a circular liferaft will be difficult to alleviate. In the
case of a boat, removing the propeller should be considered for lengthy tow
operation.
6.4.3 Control of disembarkation from survival craft
Any operation which involves the unstable platform of a small boat must, by
very nature, be considered hazardous. Should weather and sea conditions be
extreme, even simple procedures take on additional risk for the would-be
survivors. Disembarkation from survival craft is far from a simple procedure and
must be considered potentially one of the periods of greatest danger for
survivors.
The coxswain- and there is only one coxswain- takes responsibility for
controlling not only the craft but also the occupants. One of the greatest
problems in emergencies is to control emotions which may be running high. Lack
of thought by individuals, or complacency, panic or the loss of will to survive are
commonplace in an emergency. These characteristics must not be allowed to
develop and gather destructive momentum in the confines of a survival craft.
6.4.4 Controlling the transfer from survival craft to support vessel
Depending on the circumstances the support vessel will reduce her speed
and attain a course and position stern to the wind. The freeboard height of the
support vessel is critical and the mode of transfer, i.e. side ladders, nets or
boarding at deck level, will be determined by it.
The survival craft will probably close the support vessel on either quarter at
approximately 45˚ and hold a parallel station, adjusting speed to about 4 knots.
Once the boat is also in position, stern to the wind, the forward hatch should be
opened and bow-line made ready. All persons, other than bowman, should be
strapped into their respective seats to provide the bottom weight for adequate
stability.
The support vessel should adjust her speed accordingly to about 3.5 knots.
The deck point of embarking survivors should have a guest warp rigged and
additional lifebelts readily available. The deck party should be briefed to accept a
bow-line from the survival craft.
Both support vessel and survival craft should maintain their existing
courses and speeds alongside each other. The access door towards the support
vessel should be opened and an orderly disembarkation of personnel, one at a
time, should be made from the side of the survival craft. The coxswain should be
the last person to disembark after closing down the boat’s engine.
The survival craft will be cut away, to be recovered later or sunk.