IMOandLSA 1

Lifeboat Safety and the Future
HQS Wellington, London, 31 May 2007
IMOS WORK ON MEASURES TO PREVENT ACCIDENTS WITH LIFEBOATS
CHRONOLOGY
Heike Hoppe
Maritime Safety Division
International Maritime Organization (IMO)
4 Albert Embankment, London SE1 7SR, United Kingdom
Summary
The paper presents an overview of IMOs work on lifeboat safety over the last few years, briefly
describing developments and results, including amendments to IMO instruments (SOLAS, LSA
Code, Recommendation on testing of LSA) and guidance prepared in the form of MSC circulars.
MSC 71 (MSC 71/23): 1999
1 MSC 71 noted information by Australia (MSC 71/20/7) on a number of serious accidents

which occurred during lifeboat maintenance, inspection and drills, drawing attention to the safety
matters involved and pointing out, in particular, the following:
.1 the introduction of quick release technology for lifeboats has proven to be of

benefit to the mariner in improving the response times for the launch of safety and
survival equipment and reducing the exposure of mariners to mechanisms which
often presented great risks in their operation in adverse conditions;
.2 however, growing body of evidence that such quick release systems can also
present a substantial hazard to mariners in the event of accidental release during
routine operations where launching is not intended, e.g. cases in Australia:
.2.1 during a drill, the quick release mechanism was activated with the boat
swung out to deck level for boarding and the lifeboat fell to the water
causing spinal injuries to several of the crew;
.2.2 a free-fall lifeboat was accidentally launched during an inspection and

engine test, the crew member inside as unrestrained and suffered severe
internal and spinal injuries;
.2.3 as a result of control failure a lifeboat which was being recovered, was
pulled up hard into the davit stops and the force of the impact caused the
wire falls to part and the boat to fall to the water, the eight crew in the boat
at the time were all hospitalized;
/conversion/tmp/scratch/362532971.doc
2
.2.4 a number of incidents involving free-fall lifeboats which have been

accidentally released at sea, usually in bad weather;
.3 apart from the human costs of such preventable accidents, substantial capital cost
in repairs, replacements and delays, as well as hazards to shipping caused by the
released boat. Australia concerned that number of these accidents appears to be
growing.
2 MSC 71 referred the Australian proposal to DE 43 for consideration and advice, as

appropriate, under its agenda item on "Any other business".
DE 43 (DE 43/18): 2000
3 Recognizing that this kind of accidents may need to be addressed in more detail, DE 43
invited Members to take note of the Australian concerns with a view to determining whether they
could contribute their expertise in order to minimize the likelihood of occurrence of this type of
accidents.
4 It also considered a submission by IADC (DE 43/INF.10), presenting their views on the
current practices for in-service survey of lifeboats, the hazards posed by certain of these
practices, and suggesting means of reducing these hazards.
DE 44 (DE 44/19): 2001
5 DE 44 considered submissions by Australia (DE 44/18/1), reporting on specific accidents

with lifeboats having occurred on ships in Australian waters, supplementing the information
given in MSC 71/20/7, and by Canada (DE 44/INF.3), reporting on five incidents involving the
accidental release of a lifeboat that had been investigated in Canada since 1992.
6 DE 44 felt that this very important matter, whereby serious accidents with lifeboats
during drills occurred frequently and lead to a significant number of casualties and serious
injuries, needed further investigation and should be given high priority, and concluded:
.1 the majority of accidents was related to failure or mal-operation of on-load release

equipment;
.2 many accidents were caused by poor maintenance or mal-adjustment of equipment

which did not appear to comply with the existing provisions of SOLAS
regulation III/20, while some followed failures of communication and/or
procedures;
.3 in view of the severity and increasing frequency of these accidents, the causes of
such accidents needed to be established and addressed as a matter of urgency and
a new item needed to be included in the work programme of the Sub-Committee.
7 Australia stated that future work by the Sub-Committee on this matter needed to address
the identification of the causes of these accidents, paying particular attention to:
.1 hardware issues;
.2 maintenance, including ISM Code aspects;
.3 training and procedures; and
3
.4 immediate action to draw attention to the problem by means of an MSC circular.
8 They felt that this work was likely to necessitate amendments to MSC/Circ.614 on
Guidelines on inspection and maintenance of lifeboat on-load release gear and the Guidelines on
implementation of the ISM Code to address inadequate implementation of SOLAS
regulation III/20 (Operational readiness, maintenance and inspections).
9 Consequently, MSC 74 included in the DE Sub-Committees work programme a high

priority item on Measures to prevent accidents with lifeboats, in co-operation with the FSI,
NAV and STW Sub-Committees. DE 45 was instructed to develop a draft MSC circular inviting
the attention of Member Governments to the problem and the need for taking appropriate action
pending the development of appropriate IMO guidance.
10 MSC 74 also noted information provided by SIGTTO, OCIMF and INTERTANKO

(MSC 74/INF.23) on the results of an investigation into lifeboat safety, placing emphasis on
determining the causes of lifeboat incidents that resulted in injury to personnel and/or damage to
property. The main findings of that report pointed towards an urgent need for a review of the
standards for the design, manufacture and maintenance of lifeboats and their auxiliary equipment.
DE 45 (DE 45/27): 2002
11 DE 45 considered the following submissions:
.1 DE 45/17 (Australia, Canada and New Zealand), providing a broad outline of

developments in relation to lifeboat accidents and suggesting short, medium and
long-term measures to reduce the frequency and severity of these accidents.
.2 DE 45/17/1 (IADC), containing IADC's views on the current practices for in-
service surveys of lifeboats, the hazards posed by some of these practices and
suggesting means of reducing these hazards through consideration of the human
factor during design and by other means, e.g. critical components of the
equipment should be specifically identified during the design and approval
process so that procedures can be developed to ensure that they can be
appropriately tested.
.3 DE 45/17/2 (Australia and Canada), containing a draft MSC circular inviting the
attention of Member Governments to the problem of lifeboat accidents and the
need for taking appropriate action, pending the development of appropriate IMO
guidance.
.4 DE 45/17/3 (ILAMA), stating that, in general, inconsistencies in relevant

regulations may lead to fatal accidents with life-saving appliances and equipment
and that there was an urgent need for harmonising the regulations. This concerned
particularly fast rescue boat systems with high-speed tensioning devices which
should be fitted with suitable off-load systems specially designed to operate with
the above-mentioned equipment.
.5 DE 45/17/4 (INTERTANKO, OCIMF and SIGTTO), complementing document

DE 45/17 by expanding on some points and suggesting additional short and
medium-term measures for consideration within any proposed work plan.
4
12 DE 45 prepared a draft MSC circular on Accidents with lifeboats, drawing the attention of
IMO Member States to the problem, which was approved by MSC 75 as MSC/Circ.1049 (see
annex 1) and agreed on a work plan in the matter (see annex 2).
13 DE 45 further noted:
.1 that most accidents occur during drills and that it was therefore necessary to assess
the drill requirements to avoid the situation whereby some arrangements appear to
be safer just because not as many drills have been performed on them;
.2 new and existing lifeboats needed to be considered and that lifeboats and
launching appliances should be considered together; and
.2 regarding on-load release mechanisms, it was found that suitable IMO guidance
was necessary, including recommendations on testing, which might be made
mandatory.
DE 46 (DE 46/32): 2003
14 DE 46 discussed the following proposals:
.1 DE 46/9/2 (Australia), proposing a revision of MSC/Circ.614 on Guidelines on

implementation and maintenance of on-load release gear;
.2 DE 46/9/7 (Japan), proposing to prepare an operation and maintenance manual for

lifeboat on-load release gear systems;
.3 DE 46/9/1 (Australia), containing proposed draft amendments to SOLAS

regulation III/20 on Operational readiness, maintenance and inspections;
.4 DE 46/9/4 (Norway), including proposals for systems for improved maintenance

and technical measures to reduce mechanical deterioration of lifeboat systems due
to environmental conditions and its side effects, and proposing draft guidelines for
periodic servicing of lifeboat arrangements; and
.5 DE 46/9 (Denmark), DE 46/9/3 and DE 46/9/5 (Norway), DE 46/9/6

(INTERTANKO), all proposing amendments to SOLAS regulation III/19
regarding manned lifeboat launching drills.
15 During the discussion, concerns were expressed regarding the continuously high number
of accidents during lifeboat drills, sometimes resulting in disabilities or even fatalities. DE 46,
therefore, agreed that, besides the consideration of training and maintenance procedures, there
was a need to properly address design and performance standards for life-saving appliances and
that the lifeboat industry needed feedback from the end-users. It was further agreed to consider
possible changes to guidelines on training and exercising of personnel, for referral to the
STW Sub-Committee.
16 DE 46 established an LSA Working Group and, considering the groups report

(DE 46/WP.7), took the following decisions:
.1 agreed to draft amendments to SOLAS regulation III/20, for approval by MSC 77

with a view to adoption by MSC 78 which included:
5
.1.1 inclusion of a reference to the draft guidelines for periodic servicing and
maintenance of lifeboats, launching appliances and on-load release gear in
the draft new regulation 20.3.1 as a footnote;
.1.2 introduction of important operational tests to be conducted during the

weekly and monthly inspections, i.e. moving the lifeboats from their
stowed position and turning out of lifeboats from their stowed position, in
the draft new regulations 20.6.3 and 20.7.1;
.1.3 inclusion of provisions for weekly tests to be conducted on board cargo

ships, limited to moving all the lifeboats, except free-fall lifeboats, from
their stowed position, if weather and sea conditions allow so, and for
monthly tests, applicable to all types of ships, of turning out all lifeboats,
except free-fall lifeboats. Should weather and sea conditions prevent the
crew from conducting the weekly inspections on board cargo ships, then
the monthly inspections should be conducted, as a minimum;
.1.4 introduction of a new annual dynamic test of the winch brake through draft
new regulation 20.11.1, as a test to be conducted with an empty boat,
without any persons onboard and without extra weight;
.2 agreed to a draft MSC circular on Guidelines for periodic servicing and

maintenance of lifeboats, launching appliances and on-load release gear and the
associated draft, for approval by MSC 77;
.3 agreed to draft amendments to SOLAS regulation III/19.3.3.3, concerning

requirement for lifeboat drills, for approval by MSC 77 with a view to adoption by
MSC 78;
.4 referred to the STW Sub-Committee the following issues for consideration:
.4.1 improvements of safety training regarding maintenance of lifeboats and

associated equipment and safe practices during lifeboat drills;
.4.2 improvements of safety training, facilitating an alternative to on-board

training as relevant for free-fall lifeboats;
.4.3 means of recording participation in free-fall launches;
.4.4 shore-based training as an alternative to on-board training with lifeboats in

general;
.5 decided to develop guidelines for safe practices during lifeboat drills;
.6 updated the work plan for measures to prevent accidents with lifeboats;
.7 agreed to bring to the attention of MSC 77 the potential problem of compatibility

between various life-saving appliances, as illustrated by the reduction in effective
capacity of survival craft associated with the mandatory carriage of immersion
suits, possible compatibility issues with immersion suits and lifejackets and the
dangers and difficulties of bulkiness and snagging associated with the use of some
approved lifejackets in conjunction with vertical-chute-type marine evacuation
systems.
6
17 Consequently, MSC 77 (MSC 77/26) took the following action:
.1 approved proposed amendments to SOLAS regulation III/20 concerning

inspections of lifeboats, and SOLAS regulation III/19, concerning the conditions
in which lifeboat emergency training and drills should be conducted, which were
finally adopted at MSC 78 by resolution MSC.152(78) and entered into force on
1 July 2006 (see annex 3);
.2 approved MSC/Circ.1093 on Guidelines for periodic servicing and maintenance of

lifeboats, launching appliances and on-load release gear (see annex 4);
.3 noted the potential problem of compatibility between various life-saving

appliances and instructed the Sub-Committee to take the issue into account in its
further work on measures to prevent accidents with lifeboats.
DE 47 (DE 47/25): 2004
18 DE 47 discussed the following submissions:
.1 DE 47/5/1 (Republic of Korea), proposing draft guidelines for the simulated

launching of free-fall lifeboats for adoption as an MSC circular;
.2 DE 47/5/2 (Republic of Korea), DE 47/5/4 (Norway and Sweden) and DE 47/5/5

(United States), discussing proposed modifications to the draft amendments to
SOLAS regulation III/19.3.3.4 discussed at DE 46;
.3 DE 47/5/3 (Japan), proposing a draft MSC circular on guidelines for developing

an operation and maintenance manual for lifeboat on-load/off-load release gear
systems; and
.4 DE 47/5/6 (China), pointing out that with the mandatory carriage of immersion
suits for each person on all cargo ships the effective capacity of a lifeboat will be
reduced to the extent that it could no longer accommodate the original number of
occupants.
19 DE 47 established an LSA Drafting Group and, having received its report (DE 47/WP.9),
took the following actions:
.1 endorsed the groups recommendation that the issue of basic safety training of
crews for free-fall launching be referred to the STW Sub-Committee;
.2 agreed to the draft MSC circular on Prevention of accidents in high free-fall

launching, set out in annex 6, for approval by MSC 78;
.3 agreed to the draft MSC circular on Guidance on safety during abandon ship drills
using lifeboats, for approval by the MSC;
.4 agreed to the draft MSC circular on Guidelines for simulated launching of free-fall
lifeboats, for approval by the MSC;
7
.5 concurred with the groups view that the preparation of guidelines for the
development of operation and maintenance manuals for lifeboat systems should be
undertaken; and
.6 agreed to the updated work plan for measures to prevent accidents with lifeboats.
20 Consequently, MSC 78 and 79 approved:
.1 MSC/Circ.1115 on Prevention of accidents in high free-fall launching of lifeboats

(see annex 5);
.2 MSC/Circ.1136 on Guidance on safety during abandon ship drills using lifeboats

(see annex 6); and
.3 MSC/Circ.1137 on Guidelines for simulated launching of free-fall lifeboats (see

annex 7).
DE 48 (DE 48/25): 2005
21 DE 48 considered the following submissions proposing amendments to LSA-related

instruments:
.1 DE 48/5 (France), proposing amendments to the LSA Code concerning the

launching of fast rescue boats;
.2 DE 48/5/1 (Japan), proposing guidelines for developing operation and

maintenance manuals for lifeboats;
.3 DE 48/5/2 (Germany) and DE 48/5/3 (ILAMA), proposing amendments to

SOLAS chapter III, MSC/Circ.1093 and the Revised Recommendation on testing
of LSA concerning requirements for davit brake tests of loaded lifeboats;
.4 DE 48/5/4 (Australia), proposing the development of an MSC circular to address

the failure of on-load release gear of lifeboats;
.5 DE 48/5/5 (Republic of Korea), proposing amendments to the LSA Code

concerning recovery procedures for free-fall lifeboats;
.6 DE 48/5/6 (Republic of Korea), proposing the collation of information on

accidents with free-fall lifeboats by IMO for dissemination to Member States;
.7 DE 48/5/7 (Japan), proposing amendments to MSC/Circ.1093 concerning

statements and signature by the manufacturers representative; and
.8 DE 48/5/8 (United States), proposing amendments to the LSA Code concerning

requirements for lifeboat release mechanisms.
22 Concerning free-fall lifeboats, DE 48 considered the following documents:
.1 DE 48/5/10 (ICS), proposing to remove the references to 20 m and simulated

free-fall launch in circular MSC/Circ.1115 (see paragraph 20.1 and annex 5);
8
.2 DE 48/INF.2 (Sweden), assessing possibilities to minimize risks of injury for

occupants during training with free-fall lifeboat launches; and
.3 DE 48/INF.5 (Canada, Sweden, United States), containing a report on the

evaluation of occupant seats and seating space in free-fall lifeboats.
23 Following a very intensive debate, DE 48 agreed to consider the issue, as well as the work
plan to prevent accidents with lifeboats, further at DE 49 and invited submissions with concrete
proposals from Members and international organizations to that session.
24 DE 48 then established a correspondence group and instructed it to:
.1 finalize draft amendments to the LSA Code concerning the launching of fast
rescue boats (DE 48/5);
.2 finalize draft amendments to SOLAS chapter III, MSC/Circ.1093 and the

Recommendation on testing of LSA, concerning requirements for davit brake tests
of loaded lifeboats (DE 48/5/2 and DE 48/5/3);
.3 prepare draft amendments to the LSA Code concerning recovery procedures for
free-fall lifeboats, in the form of a functional requirement (DE 48/5/5);
.4 consider draft amendments to the LSA Code concerning requirements for lifeboat
release mechanisms (DE 48/5/8), in particular with regard to the hook systems and
the proposed load force of 2000 N;
.5 finalize the draft guidelines for developing operation and maintenance manuals for
lifeboats, on the basis of document DE 48/5/1 (Japan);
.6 consider the development of a draft MSC circular to address the failure of on-load
release gear of lifeboats (DE 48/5/4);
.7 consider the possibility of consolidating the various MSC circulars dealing with
lifeboat issues and advise the Sub-Committee accordingly;
.8 consider the need for additional guidance concerning simulated launching of free-
fall lifeboats (DE 48/5/10), taking into account the contents of MSC/Circ.1137.
FP 50 (FP 50/21): 2006
25 In view of the heavy work load of the DE Sub-Committee, MSC 80 transferred the item
on Measures to prevent accidents with lifeboats from the agenda of DE 49 to that of FP 50.
26 FP 50 considered the following documents:
.1 FP 50/13 (Australia), providing information on a recent focused inspection

campaign in relation to lifeboat launching arrangements and lifeboat drills, and
proposing that the provisions of the various IMO circulars concerning safety of
lifeboats and drills should be consolidated into a single document and should be
made mandatory under the SOLAS Convention and/or the ISM Code. FP 50
generally agreed with the proposals and instructed the LSA Working Group to
further consider it.
9
.2 FP 50/13/1 (Sweden) and FP 50/13/4 (ICS), proposing an amendment to SOLAS

regulation III/19.3.3.4 to align the requirement for launching of free-fall lifeboats
during abandon ship drills with the new SOLAS regulation III/19.3.3.3 concerning
abandon ship drills with lifeboats under davits. FP 50 generally agreed with the
proposals and instructed the LSA Working Group to finalize the amendments.
.3 FP 50/INF.4 (Canada), presenting results from tests carried out on lifeboat release
mechanisms in order to investigate possible causes for their failure, paying special
attention to the force that the release cables experience under various loading
conditions and hook stability and identifying the release cables as a critical
structural part of some hook systems. FP 50 instructed the LSA Working Group to
take this information into account in its deliberations.
.4 FP 50/INF.6 (United Kingdom), giving a status report on a research project into

the safety of lifeboats and their launching systems currently being carried out in
the United Kingdom in response to concerns raised by the MSC regarding the
unacceptable level of injuries and fatalities attributed directly to the use of current
lifeboat arrangements. FP 50 instructed the LSA Working Group to take this
information into account in its deliberations.
27 Considering the report of the correspondence group (FP 50/13/2 and FP 50/13/3), FP 50
took the following actions:
.1 agreed to the draft MSC circular on Guidelines for developing operation and
maintenance manuals for lifeboat systems, which was approved by MSC 81 as
MSC.1/Circ.1205 (see annex 8);
.2 regarding the proposed amendment to SOLAS regulation III/20.11.2.2 concerning

lifeboat on-load release gear, FP 50 agreed to the proposal in general;
.3 regarding proposed amendments to MSC/Circ.1093 concerning lifeboat on-load

release gear, agreed that draft amendments to the circular should be developed;
.4 regarding proposed amendments to the wording the maximum working load of

the winch in MSC/Circ.1093, agreed that amendments to the circular and related
amendments to SOLAS chapter III and resolution MSC.81(70) should be
prepared;
.5 agreed that the following additional items should be further considered:
.1 the addition of a new 200% static overload test for each release gear
including its installation in the boat for each new boat before delivery as a
safer alternative to the davit brake test; and
.2 the application of the requirement for the overload winch brake test not
only to lifeboat systems but also to all survival craft systems including
davit launched liferaft systems,
.6 regarding the failure of on-load release gear of lifeboats, agreed that a relevant
update to MSC/Circ.1049 should be developed; and
10
.7 regarding the issue of launching of free-fall lifeboats, irrespective of launch

height, by falls in lieu of free-fall launching during drills, agreed that further
guidance in the matter was needed.
28 FP 50 established an LSA Working Group and, on receipt of its report (FP 50/WP.3 and
Add.1), took action as follows:
.1 agreed to the draft MSC circular on Measures to prevent accidents with lifeboats,
consolidating MSC/Circ.1049, MSC/Circ.1093, MSC/Circ.1136 and
MSC/Circ.1137, which was approved by MSC 81 as MSC.1/Circ.1206 (see
annex 9);
.2 recommended that the FSI and STW Sub-Committees should consider whether
the provisions of MSC.1/Circ.1206 should be made mandatory under the SOLAS
Convention and/or the ISM Code;
.3 agreed on draft amendments to SOLAS regulation III/19.3.3.4 concerning the

launching of free-fall lifeboats during abandon ship drills which were adopted by
MSC 82 (resolution MSC.216(82)) and are expected to enter into force on
1 January 2008 (see annex 10);
.4 agreed that Administrations should be urged to effect early implementation of the

draft SOLAS regulation III/19.3.3.4, i.e. prior to its entry into force, and agreed to
a draft MSC circular on Early implementation of draft SOLAS regulation
III/19.3.3.4, which was approved by MSC 81 as MSC.1/Circ.1207 (see annex 11);
.5 agreed to draft amendments to SOLAS chapter III, the LSA Code and the Revised
Recommendation on testing of LSA (resolution MSC.81(70)) concerning, inter-
alia, provisions for lifeboats which were adopted by MSC 82 (resolutions
MSC.216(82), MSC.218(82) and MSC.226(82), respectively).
DE 50 (DE 50/27): 2007
29 DE 50 considered a variety of issues under this agenda item, including amendments to the
anthropometric criteria for the design of free-fall lifeboat seats and seating space in the
LSA Code and the new definition for the term unfavourable conditions of trim and list in
connection with the deployment of LSA,
30 Concerning lifeboat safety, the following two submissions were considered:
.1 DE 50/12/2 (United Kingdom), proposing the inclusion of a new section on

lifeboat release gear in the LSA Code in order to address design flaws of on-load
release hooks and also the development of interim solutions such as safety
restraint systems (strops) to be used with on-load release arrangements during
lifeboat drills;
.2 DE 50/12/5 (ILAMA), proposing the review and development of present and

future requirements on on-load release systems and informing the Sub-Committee
of their intention to start a project for the development of such new requirements,
requesting the support of all IMO Member States for it.
31 The proposals made in DE 50/12/2 were generally supported, however, views were
divided with regard to the proposed phasing-out of existing on-load release hooks. A number of
11
delegations advocated the development of a standard hook by manufacturers. DE 50 welcomed

the initiative by ILAMA and encouraged Member Governments and international organizations
to support ILAMA in its undertaking.
32 Another important issue was the discussion of practical difficulties with the
implementation of the provisions of MSC.1/Circ.1206, mainly related to the training and
certification of servicing personnel by the manufacturer and the geographical coverage of
manufacturers representation and also whether the circular or parts of it should be made
mandatory in the future. Several delegations and international organizations expressed concerns
about making MSC.1/Circ.1206 mandatory, being of the view that this was premature and that
the circular should remain recommendatory, pending the establishment of a worldwide
manufacturers service network which was currently not available.
33 DE 50 recalled that it was the clear intention of the MSC that the circular would be made
mandatory after sufficient experience has been gained and that the target date for mandatory
implementation should be 2010 as a suitable and achievable compromise and agreed that
guidance for the use of recognized organizations in the inspection of life-saving appliances
should be prepared.
34 DE 50 established an LSA Working Group and, on receipt of its report (DE 50/WP.3),
took action as follows:
.1 agreed that a correspondence group should prepare draft amendments to the LSA
Code and the associated testing and evaluation procedures in the Revised
recommendation on testing of life-saving appliances (resolution MSC.81(70))
concerning seat sizes in lifeboats on the basis that sizes of mariners have increased
globally and that a larger seat provides better restraint and support and is safer for
a large occupant, in terms of avoiding head and back injuries;
.2 agreed that the correspondence group should also prepare draft amendments to the
LSA Code concerning lifeboat release gear taking into account DE 50/12/2 (see
paragraph 30.1);
.3 agreed that the correspondence group should develop guidance for qualification
and certification of personnel or organizations carrying out servicing and
maintenance of lifeboats, launching appliances and on-load release gear, whereby
in general, critical replacement parts should be as supplied or specified by the
manufacturer, and the guidance should clearly define such critical parts, and also
those repairs or replacements not requiring manufacturer involvement (e.g.,
routine GRP and steel repairs, replacement of wire rope falls);
.4 agreed that the issue of mandatory application of MSC.1/Circ.1206 should

concern only annex 1 to the circular, dealing with servicing and maintenance of
lifeboats, launching appliances and on-load release gear;
.5 agreed that the framework of MSC.1/Circ.1206, requiring that certification of

personnel or organization should be issued by the manufacturer in accordance
with an established system for training and authorization, should be maintained,
except where the Administration decides otherwise; and
.6 invited ILAMA to report to DE 51 on progress in the establishment of servicing

coverage worldwide, including co-ordination with non-ILAMA members.
12
Outlook to DE 51 (February 2008)
35 Resulting from the currently on-going work of the correspondence group, DE 51 is

expected to consider the following issues:
.1 changes to seat sizes in lifeboats on the basis that sizes of mariners have increased
globally;
.2 draft amendments to the LSA Code concerning lifeboat release gear (see
paragraph 30.1);
.3 guidance for qualification and certification of personnel or organizations carrying

out servicing and maintenance of lifeboats, launching appliances and on-load
release gear (see paragraph 34.3); and
.4 information by ILAMA on progress in the establishment of servicing coverage

worldwide (see paragraph 30.2).
***
13
List of annexes
Page
Annex 1 MSC/Circ.1049 on Accidents with lifeboats 14
Annex 2 Work plan for measures to prevent accidents with lifeboats agreed at 16
DE 45
Annex 3 Amendments to SOLAS chapter III regulations 19 and 20 adopted at 18
MSC 78
Annex 4 MSC/Circ.1093 on Guidelines for periodic servicing and maintenance of 20
lifeboats, launching appliances and on-load release gear
Annex 5 MSC/Circ.1115 on Prevention of accidents in high free-fall launching of 27
lifeboats
Annex 6 MSC/Circ.1136 on Guidance on safety during abandon ship drills using 28
lifeboats
Annex 7 MSC/Circ.1137 on Guidelines for simulated launching of free-fall 33
lifeboats
Annex 8 MSC.1/Circ.1205 on Guidelines for developing operation and maintenance 35
manuals for lifeboat systems
Annex 9 MSC.1/Circ.1206 on Measures to prevent accidents with lifeboats 36
Annex 10 Amendments to SOLAS regulation III/19 49
Annex 11 MSC.1/Circ.1207 on Early implementation of draft SOLAS regulation 50
III/19.3.3.4
***
14
ANNEX 1
MSC/CIRC.1049 ON ACCIDENTS WITH LIFEBOATS
Ref. T3/1.02 MSC/Circ.1049

18 May 2002
ACCIDENTS WITH LIFEBOATS
1 The Maritime Safety Committee, at its seventy-fifth session (15 to 24 May 2002),
considered the issue of the unacceptably high number of accidents with lifeboats that have been
occurring over recent years and in which crew were being injured, sometimes fatally, while
participating in lifeboat drills and/or inspections.
2 The Committee noted that most accidents fell under the following categories:
.1 failure of on-load release mechanism;
.2 inadvertent operation of on-load release mechanism;
.3 inadequate maintenance of lifeboats, davits and launching equipment;
.4 communication failures;
.5 lack of familiarity with lifeboats, davits, equipment and associated controls;
.6 unsafe practices during lifeboat drills and inspections; and
.7 design faults other than on-load release mechanisms.
3 Pending further consideration of the problem, the Committee wishes to draw the attention
of manufacturers, shipowners, crews and classification societies to the personal injury and loss of
life that may follow inadequate attention to the design, construction, maintenance and operation
of lifeboats, davits and associated equipment.
4 Member Governments are invited to:
.1 bring this circular to the attention of their maritime Administrations, relevant

industry organizations, manufacturers, shipowners, crews and classification
societies;
.2 take the necessary action to prevent further accidents with lifeboats pending the
development of appropriate IMO guidance;
.3 ensure that:
.3.1 on-load release equipment used on ships flying their flag is in full
compliance with the requirements of paragraph 4.4.7.6.2.2 of the LSA
Code;
15
.3.2 all appropriate documentation for the maintenance and adjustment of

lifeboats, launching appliances and associated equipment is available on
board;
.3.3 personnel undertaking inspections, maintenance and adjustment of

lifeboats, launching appliances and associated equipment are fully trained
and familiar with these duties;
.3.4 maintenance of lifeboats, launching appliances and associated equipment

is carried out in accordance with approved established procedures;
.3.5 lifeboat drills are conducted in accordance with SOLAS regulation

III/19.3.3 for the purpose of ensuring that ships personnel will be able to
safely embark and launch the lifeboats in an emergency;
.3.6 the principles of safety and health at work apply to drills as well;
.3.7 personnel undertaking maintenance and repair activities are appropriately

qualified;
.3.8 hanging-off pennants should only be used for maintenance purposes and
not during training exercises;
.3.9 all tests required for the design and approval of life-saving appliances are
conducted rigorously, according to the guidelines developed by the
Organization, in order to identify and rectify any design faults at an early
stage;
.3.10 the equipment is easily accessible for inspections and maintenance and is
proven durable in harsh operational conditions, in addition to withstanding
prototype tests; and
.3.11 the approving authorities or bodies pay close attention to proper

workmanship and state-of-the-art possibilities when assessing equipment
for approval; and
.4 encourage shipowners, when undertaking maintenance and repair activities, to

employ qualified personnel, preferably certified by the manufacturer.
6 Member Governments are further invited, while enforcing the provisions of SOLAS
regulation IX/4.3, to ensure that the above issues are addressed through the Safety Management
System of the company, as appropriate.
***
16
ANNEX 2
WORKPLAN FOR MEASURES TO PREVENT ACCIDENTS WITH LIFEBOATS

AGREED AT DE 45
Short Term (DE 46 - 2003)
prepare amendments to the Guidelines on implementation and maintenance of lifeboat

on-load release gear (MSC/Circ.614) to reflect the sensitivity of this equipment to the
recommended servicing and accuracy of re-setting the device and ensure that the
appropriate training and skills are applied to this task;
develop possible measures for enhancing the implementation of SOLAS regulation III/20,
noting that lifeboats and their launching arrangements are generally subject to sudden
operational failure which may result in hazardous situations;
prepare an MSC circular encouraging Administrations, while carrying out surveys,

verifications and inspections, to require thorough examination of lifeboats, davits and
associated equipment, together with an examination of the relevant maintenance records
and demonstration of drills;
carry out investigation studies for the effectiveness of on-load release devices and remote
control winches;
consider the suitability of current gripping systems, particularly some automatic systems
that do not fall clear of the boat or davit. Also consider whether manual release and
clearance may be the preferred system;
consider the benefits of designing hull fittings and fixtures that are recessed where
possible. If not possible, designs should minimise the likelihood of entrapment of fall
wires or other items;
prepare a critical analysis of the use of lifeboats as rescue boats; and
identify possible changes to guidelines on training and exercising of personnel for referral
to the STW Sub-Committee.
Medium Term (DE 47 - 2004)
preparation of a comparison study of alternative technologies, lifeboats and inflatable

liferafts/MES/rescue boats;
examine the feasibility of alternative types of survival craft, including "safe haven"
refuges comprising parts of the ship that may float-free in the event of a casualty;
assess free-fall lifeboats and review the requirements for launching;
development of repair and maintenance requirements;
17
consider the possibility that lifeboat servicing and maintenance is carried out by
manufacturers and/or authorized agents/service stations on a periodical basis (as with
liferafts); and
prepare guidelines on design and quality of lifeboats.
Long Term
develop alternative types of survival craft where found to be feasible. Any alternative
system developed should be routinely exercised by the crew.
***
18
ANNEX 3
AMENDMENTS TO SOLAS CHAPTER III REGULATIONS 19 AND 20

ADOPTED AT MSC 78
Regulation 19 Emergency training and drills
1 The existing text of paragraph 3.3.3 is replaced by the following:
3.3.3 Except as provided in paragraphs 3.3.4 and 3.3.5, each lifeboat shall be launched,
and manoeuvred in the water by its assigned operating crew, at least once every
three months during an abandon ship drill.
Regulation 20 Operational readiness, maintenance and inspections
2 In paragraph 1, in the second sentence, the words paragraphs 3 and 6.2 are replaced by
the words paragraphs 3.2, 3.3 and 6.2.
3 The existing text of paragraph 3 is replaced by the following:
3 Maintenance
3.1 Maintenance, testing and inspections of lifesaving appliances shall be carried out
based on the guidelines developed by the Organization* and in a manner having due
regard to ensuring reliability of such appliances.
3.2 Instructions for on-board maintenance of life-saving appliances complying with

regulation 36 shall be provided and maintenance shall be carried out accordingly.
3.3 The Administration may accept, in compliance with the requirements of

paragraph 3.2, a shipboard planned maintenance programme, which includes the
requirements of regulation 36.
6 Weekly inspection
The following tests and inspections shall be carried out weekly and a report of the
inspection shall be entered in the log-book:
.1 all survival craft, rescue boats and launching appliances shall be visually
inspected to ensure that they are ready for use. The inspection shall
include, but is not limited to, the condition of hooks, their attachment to
the lifeboat and the on-load release gear being properly and completely
reset;
.2 all engines in lifeboats and rescue boats shall be run for a total period of
not less than 3 min, provided the ambient temperature is above the
minimum temperature required for starting and running the engine.
During this period of time, it should be demonstrated that the gear box and
gear box train are engaging satisfactorily. If the special characteristics of
*
Refer to the Guidelines for periodic servicing and maintenance of lifeboats, launching appliances and
on-load release gear (MSC/Circ.1093).
19
an outboard motor fitted to a rescue boat would not allow it to be run other
than with its propeller submerged for a period of 3 min, it should be run
for such a period as prescribed in the manufacturers handbook. In special
cases, the Administration may waive this requirement for ships constructed
before 1 July 1986;
.3 lifeboats, except free-fall lifeboats, on cargo ships shall be moved from

their stowed position, without any persons on board, to the extent
necessary to demonstrate satisfactory operation of launching appliances, if
weather and sea conditions so allow; and
.4 the general emergency alarm shall be tested.
5 In paragraph 7, the existing text is numbered as paragraph 7.2 and the following new
paragraph 7.1 is added:
7.1 All lifeboats, except free-fall lifeboats, shall be turned out from their stowed
position, without any persons on board if weather and sea conditions so allow.
11 Periodic servicing of launching appliances and on-load release gear
11.1 Launching appliances shall be:
.1 maintained in accordance with instructions for on-board maintenance as

required by regulation 36;
.2 subject to a thorough examination at the annual surveys required by

regulations I/7 or I/8, as applicable; and
.3 upon completion of the examination referred to in .2 subjected to a

dynamic test of the winch brake at maximum lowering speed. The load to
be applied shall be the mass of the lifeboat without persons on board,
except that, at intervals not exceeding five years, the test shall be carried
out with a proof load of 1.1 times the maximum working load of the
winch.
11.2 Lifeboat on-load release gear shall be:
.1 maintained in accordance with instructions for on-board maintenance as

required by regulation 36;
.2 subject to a thorough examination and operational test during the annual

surveys required by regulations I/7 and I/8 by properly trained personnel
familiar with the system; and
.3 operationally tested under a load of 1.1 times the total mass of the lifeboat when loaded
with its full complement of persons and equipment whenever the release gear is
overhauled. Such over-hauling and test shall be carried out at least once every five years.*
*
Refer to the Recommendation on testing of life-saving appliances, adopted by the Organization by
resolution A.689(17). For life-saving appliances installed on board on or after 1 July 1999, refer to the Revised
Recommendations on testing of life-saving appliances, adopted by the Organization by resolution MSC.81(70).
20
***
21
ANNEX 4
MSC/CIRC.1093 ON GUIDELINES FOR PERIODIC SERVICING AND

MAINTENANCE OF LIFEBOATS, LAUNCHING APPLIANCES AND ON-LOAD
RELEASE GEAR

17 June 2003
GUIDELINES FOR PERIODIC SERVICING AND MAINTENANCE OF LIFEBOATS,

LAUNCHING APPLIANCES AND ON-LOAD RELEASE GEAR
1 The Maritime Safety Committee, at its sixty-second session (24 to 28 May 1993),
approved Guidelines on inspection and maintenance of lifeboat on-load release gear, issued as
MSC/Circ.614.
2 Recognizing the experience gained since the approval of the Guidelines by MSC 62 and
that the implementation of expanded and improved guidelines could contribute towards a
reduction of the incidence of accidents with lifeboats, the Maritime Safety Committee, at its
seventy-seventh session (28 May to 6 June 2003), approved the Guidelines for periodic servicing
and maintenance of lifeboats, launching appliances and on-load release gear, set out in the annex,
which could also be used for the periodic servicing and maintenance of liferafts, rescue boats and
fast rescue boats and their launching appliances and on-load release gear.
3 Member Governments are invited to give effect to the annexed Guidelines as soon as
possible and to bring them to the attention of shipowners, ship operators, ship personnel,
surveyors, manufacturers and all others concerned with the inspection and maintenance of
lifeboats, liferafts, rescue boats and fast rescue boats and their launching appliances and on-load
release gear.
4 This circular supersedes MSC/Circ.614.
22
ANNEX

General
1 The objective of these Guidelines is to establish a uniform, safe and documented

performance of periodic servicing and maintenance of lifeboats, launching appliances and
on-load release gear.
2 These Guidelines relate to the application of the ISM Code to periodic servicing and
maintenance of lifeboat arrangements and should therefore be reflected in procedures developed
for a ship under that Code.
3 These Guidelines can also be used for the periodic servicing and maintenance of liferafts,
rescue boats and fast rescue boats and their launching appliances and release gear.
4 Detailed guidance regarding some procedures covered by these Guidelines is provided in

the appendix.
SOLAS regulations
5 The Guidelines relate to the requirements contained in:
.1 SOLAS regulation III/20 - Operational readiness, maintenance and inspections;

and
.2 SOLAS regulation III/36 - Instructions for on-board maintenance.
Responsibility
6 The company* is responsible for servicing and maintenance onboard its ships in
accordance with SOLAS regulation III/20 and for the establishment and implementation of
health, safety and environment (HSE) procedures covering all activities during servicing and
maintenance.
7 The personnel carrying out servicing and maintenance are responsible for the
performance of the work as authorized in accordance with the system specified in paragraph 9.
8 The above personnel is also responsible for complying with HSE instructions and
procedures.
9 Where satisfied with an organizations ability to carry out these functions, the
Administration may authorize such organization to perform the functions of the manufacturer as
assigned under these Guidelines, if the manufacturer is unable to provide the service.
*
For the purpose of these Guidelines, company is as defined in SOLAS regulation IX/1.2.
23
Authorization
10 Where these Guidelines require certification of servicing personnel, such certification

should be issued by the manufacturer in accordance with an established system for training and
authorization.
Qualification levels
11 Weekly and monthly inspections, and routine maintenance as defined by the

manufacturer, should be conducted under the direct supervision of a senior ships officer in
accordance with the instructions provided by the manufacturer.
12 All other inspections, servicing and repair should be conducted by the manufacturers
representative or a person appropriately trained and certified by the manufacturer for the work to
be done.
Reports and records
13 All reports and checklists should be correctly filled out and signed by the person who
carries out the inspection and maintenance work and should also be signed by the companys
representative.
14 Records of inspections, servicing, repairs and maintenance should be updated and filed
onboard the ship.
15 When repairs, thorough servicing and annual servicing are completed, a statement
confirming that the lifeboat arrangements remain fit for purpose should be issued by the
manufacturers representative.
24
APPENDIX
SPECIFIC PROCEDURES FOR MAINTENANCE AND SERVICING
1 GENERAL
1.1 Any inspection, servicing and repair should be carried out according to the system for
inspection and services developed by the manufacturer.
1.2 A full set of maintenance manuals and associated documentation issued by the
manufacturer should be available on board for use in all operations involved in the inspection,
maintenance, adjustment and re-setting of the lifeboat and associated equipment, such as davits
and release gear.
1.3 The manufacturers system for inspection and services should include the following items
as a minimum.
2 THOROUGH EXAMINATION
2.1 As items listed in checklists for the weekly/monthly inspections also form the first part of
the thorough examination, the inspection of these items should be performed by the ships crew
in the presence of the manufacturers representative or a person appropriately trained and
certified by the manufacturer for the work to be done.
2.2 Inspection and maintenance records of inspections and routine maintenance carried out by
the ships crew and the applicable certificates for the launching appliances and equipment should
be available.
2.3 Repairs and replacement of parts should be carried out in accordance with the
manufacturers requirements and standards.
Lifeboat
2.4 The following items should be examined and checked for satisfactory condition and
operation:
.1 condition of lifeboat structure including fixed and loose equipment;
.2 engine and propulsion system;
.3 sprinkler system, where fitted;
.4 air supply system, where fitted;
.5 manoeuvring system;
.6 power supply system; and
.7 bailing system.
Release gear
2.5 The following should be examined for satisfactory condition and operation:
25
.1 operation of devices for activation of release gear;
.2 excessive free play (tolerances);
.3 hydrostatic interlock system, where fitted;
.4 cables for control and release; and
.5 hook fastening.
Notes:
1 The setting and maintenance of release gear are critical operations with regard to
maintaining the safe operation of the lifeboat and the safety of personnel in the
lifeboat. All inspection and maintenance operations on this equipment should
therefore be carried out with the utmost care.
2 No maintenance or adjustment of the release gear should be undertaken while the

hooks are under load.
3 Hanging-off pennants may be used for this purpose but should not remain
connected at other times, such as when the lifeboat is normally stowed and during
training exercises.
2.6 Operational test of on-load release function:
.1 position the lifeboat partially into the water such that the mass of the boat is
substantially supported by the falls and the hydrostatic interlock system, where
fitted, is not triggered;
.2 operate the on-load release mechanism; and
.3 reset the on-load release mechanism.
2.7 Operational test of off-load release function:
.1 position the lifeboat fully waterborne;
.2 operate the off-load release gear;
.3 reset the on-load release gear; and
.4 recover the lifeboat to the stowed position and prepare for operational readiness.
Note:
Prior to hoisting, check that the release gear is completely and properly reset. The final
turning-in of the lifeboat should be done without any persons on board.
26
Davit
2.8 The following items should be examined for satisfactory condition and operation:
.1 davit structure, in particular with regard to corrosion, misalignments, deformations

and excessive free play;
.2 wires and sheaves, possible damages such as kinks and corrosion;
.3 lubrication of wires, sheaves and moving parts;
.4 functioning of limit switches;
.5 stored power systems; and
.6 hydraulic systems.
Winch
.1 open and inspect brake mechanism;
.2 replace brake pads, if necessary;
.3 remote control system; and
.4 power supply system.
3 DYNAMIC WINCH BRAKE TEST
3.1 Annual operational testing should preferably be done by lowering the empty boat. When
the boat has reached its maximum lowering speed and before the boat enters the water, the brake
should be abruptly applied.
3.2 Five-yearly operational testing should be done by lowering the boat loaded to a proof load
of 1.1 times the maximum working load of the winch, or equivalent load. When the boat has
reached its maximum lowering speed and before the boat enters the water, the brake should be
abruptly applied.
3.3 Following these tests, the brake pads and stressed structural parts should be re-inspected.
Note:
In loading the boat for this test, precautions should be taken to ensure that the stability of
the boat is not adversely affected by free surface effects or the raising of the centre of
gravity.
4 OVERHAUL OF ON-LOAD RELEASE GEAR
Overhaul of on-load release gear includes:
.1 dismantling of hook release units;
27
.2 examination with regard to tolerances and design requirements;
.3 adjustment of release gear system after assembly;
.4 operational test as per above and with a load according to

SOLAS regulation III/20.11.2.3; and
.5 examination of vital parts with regard to defects and cracks.
Note:
Non-destructive examination (NDE) techniques, such as dye penetrants (DPE), may be

suitable.
***
28
ANNEX 5
MSC/CIRC.1115 ON PREVENTION OF ACCIDENTS IN HIGH FREE-FALL

LAUNCHING OF LIFEBOATS

25 May 2004
PREVENTION OF ACCIDENTS IN HIGH FREE-FALL LAUNCHING OF LIFEBOATS
1 The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004),
considered several reports of injuries sustained by seafarers during free-fall launches of free-fall
lifeboats from heights greater than 20 metres.
2 The Committee endorsed the proposal of the Sub-Committee on Ship Design and
Equipment to add a relevant item to its short-term work plan for measures to prevent accidents
with lifeboats, to consider the need for improvements to the requirements for design and
configuration of free-fall lifeboat seating and launch arrangements to protect the occupants from
harmful acceleration forces, particularly with regard to free-fall launch heights greater than
20 metres.
3 The Committee, recognizing the ongoing work of the Sub-Committee on Ship Design and
Equipment to address this issue, agreed that in enforcing the provisions of SOLAS
regulation III/19.3.3.4 with regard to free-fall lifeboats being launched from heights greater than
20 metres, Administrations may accept launching by falls in lieu of free-fall launching, provided
that a simulated free-fall launch is conducted at least every six months.
4 Member Governments are invited to bring this circular to the attention of their
Administrations and all parties concerned.
5 This circular remains in effect for two years from the date of this circular unless revoked
earlier.
***
29
ANNEX 6
MSC/CIRC.1136 ON GUIDANCE ON SAFETY DURING ABANDON SHIP DRILLS

USING LIFEBOATS

15 December 2004
GUIDANCE ON SAFETY DURING ABANDON SHIP DRILLS USING LIFEBOATS
1 The Maritime Safety Committee, at its seventy-ninth session (1 to 10 December 2004),

recalled that, at its seventy-fifth session (15 to 24 May 2002), it considered the issue of the
unacceptably high number of accidents with lifeboats that have been occurring over recent years
in which crew were being injured, sometimes fatally, while participating in lifeboat drills and/or
inspections.
2 The Committee further observed that most accidents fell under the following categories:
.4 communication failure;
.7 design faults other than on-load release.
3 The Committee recalled that, at its seventy-fifth session, it had approved MSC/Circ.1049
on Accidents with lifeboats, to draw the attention of manufacturers, shipowners, crews and
classification societies to the personal injury and loss of life that may follow inadequate attention
to the design, construction, maintenance and operation of lifeboats, davits and associated
equipment, and urged all concerned to take necessary action to prevent further accidents with
lifeboats. The Committee further recalled that, at its seventy-seventh session, it had endorsed the
intention of the Sub-Committee on Ship Design and Equipment, in co-operation with the
Sub-Committee on Standards of Training and Watchkeeping, to develop further IMO guidance.
4 Accordingly, the Committee approved the Guidance on safety during abandon ship drills
using lifeboats, as set out in the annex.
5 The Committee noted that the Guidance developed for lifeboats has relevance, in general,
for emergency drills with other life-saving systems and should be taken into account when such
drills are conducted.
6 Member Governments are invited to bring the Guidance to the attention of their maritime
Administrations, relevant industry organizations, manufacturers, shipowners, crews and
classification societies.
30
7 Member Governments are further invited, while enforcing the provisions of SOLAS
regulation IX/4.3, to ensure that the provisions of the annex are addressed through the Safety
Management System of the company, as appropriate.
31
ANNEX
GUIDANCE ON SAFETY DURING ABANDON SHIP DRILLS USING LIFEBOATS
1 GENERAL
1.1 Introduction
1.1.1 It is essential that seafarers are familiar with the life-saving systems on board their ships
and that they have confidence that the systems provided for their safety will work and will be
effective in an emergency. Frequent periodic shipboard drills are necessary to achieve this.
1.1.2 Crew training is an important component of drills. As a supplement to initial shore side
training, on board training will familiarize crew members with the ship systems and the
associated procedures for use, operation and drills. On these occasions, the objective is to
develop appropriate crew competencies, enabling effective and safe utilization of the equipment
required by the 1974 SOLAS Convention. The time limits set out in SOLAS for ship
abandonment should be considered as a secondary objective when conducting drills.
1.2 Drill frequency
Experience has shown that holding frequent drills furthers the goals of making the crew familiar
with the life-saving systems on board their ships and increasing their confidence that the systems
will work and will be effective in an emergency. Drills give the crew opportunity to gain
experience in the use of the safety equipment and in co-operation. The ability to cope with an
emergency and handle the situation, if the ship needs to be abandoned, needs to be well
rehearsed. However, frequent crew changes sometimes make it difficult to assure that all on
board have had the opportunity to participate in drills if only the minimum required drills are
conducted. Therefore, consideration needs to be given to scheduling drills as necessary to ensure
all on board have an early opportunity to become familiar with the systems on board.
1.3 Drills must be safe
1.3.1 Abandon ship drills should be planned, organized and performed so that the recognized
risks are minimized and in accordance with relevant shipboard requirements of occupational
safety and health.
1.3.2 Drills provide an opportunity to verify that the life-saving system is working and that all
associated equipment is in place and in good working order, ready for use.
1.3.3 Before conducting drills, it should be checked that the lifeboat and its safety equipment
have been maintained in accordance with the manufacturer's instructions, as well as noting all the
precautionary measures necessary. Abnormal conditions of wear and tear or corrosion should be
reported to the responsible officer immediately.
1.4 Emphasis on learning
Drills should be conducted with an emphasis on learning and be viewed as a learning experience,
not just a task to meet a regulatory requirement to conduct drills. Whether they are emergency
drills required by SOLAS or additional special drills conducted to enhance the competence of the
crew members, they should be carried out at safe speed. During drills, care should be taken to
ensure that everybody familiarizes themselves with their duties and with the equipment.
32
If necessary, pauses should be made during the drills to explain especially difficult elements. The
experience of the crew is an important factor in determining how fast a drill or certain drill
elements should be carried out.
1.5 Planning and organizing drills
1.5.1 The 1974 SOLAS Convention requires that drills shall, as far as practicable, be conducted
as if there was an actual emergency. This means that the entire drill should, as far as possible, be
carried out. The point is that, at the same time, it should be ensured that the drill can be carried
out in such a way that it is safe in every respect. Consequently, elements of the drill that may
involve unnecessary risks need special attention or may be excluded from the drill.
1.5.2 In preparing for a drill, those responsible should review the manufacturers instruction
manual to assure that a planned drill is conducted properly. Those responsible for the drill should
assure that the crew is familiar with the guidance provided in the life-saving system instruction
manual.
1.5.3 Lessons learned in the course of a drill should be documented and made a part of
follow-up shipboard training discussions and planning the next drill session.
1.5.4 The lowering of a boat with its full complement of persons is an example of an element of
a drill that may, depending on the circumstances, involve an unnecessary risk. Such drills should
only be carried out if special precautions are observed.
2 ABANDON SHIP DRILLS
2.1 Introduction
It is important that the crew who operate safety equipment on board are familiar with the
functioning and operation of such equipment. The 1974 SOLAS Convention requires that
sufficiently detailed manufacturers training manuals and instructions be carried on board, which
should be easily understood by the crew. Such manufacturers manuals and instructions should
be accessible for everyone on board and observed and followed closely during drills.
2.2 Guidance to the shipowner
2.2.1 The shipowner should ensure that new safety equipment on board the company's ships
has been approved and installed in accordance with the provisions of the 1974 SOLAS
Convention and the International Life-saving Appliances (LSA) Code.
2.2.2 Procedures for holding safe drills should be included in the Safety Management System
(SMS) of the shipping companies. Detailed procedures for elements of drills that involve a
special risk should be evident from workplace assessments adjusted to the relevant life-saving
appliance.
2.2.3 Personnel carrying out maintenance and repair work on lifeboats should be qualified
accordingly.
Refer to SOLAS regulation III/19.3.1.

Refer to the Guidelines for periodic servicing and maintenance of lifeboats, launching appliances
and on-load release gear (MSC/Circ.1093).
33
2.3 Lifeboats lowered by means of falls
2.3.1 In MSC/Circ.1049, on Accidents with lifeboats, the Maritime Safety Committee

identified the following causes of accidents, to which special attention should be paid on board:
.4 communication failure;
.7 design faults other than on-load release.
2.3.2 During drills, those responsible should be alert for conditions and situations stemming
from the above items and should bring them to the attention of the responsible person for
appropriate action. Feedback and improvement recommendations to the shipowner, the
Administration and the system manufacturer are important elements of the marine safety system.
2.3.3 Before placing persons onboard a lifeboat, it is recommended that the boat first be
lowered and recovered without persons on board to ascertain that the arrangement functions
correctly. The boat should then be lowered into the water with only the number of persons on
board necessary to operate the boat.
2.3.4 To prevent lashings or gripes from getting entangled, proper release should be checked
before swinging out the davit.
2.4 Free-fall lifeboats
2.4.1 The monthly drills with free-fall lifeboats should be carried out according to the
manufacturers instructions, so that the persons who are to enter the boat in an emergency are
trained to embark the boat, to take their seats in a correct way and to use the safety belts; and also
are instructed on how to act during launching into the sea.
2.4.2 When the lifeboat is free-fall launched as part of a drill, this should be carried out with the
minimum personnel required to manoeuvre the boat in the water and to recover it. The recovery
operation should be carried out with special attention, bearing in mind the high risk level of this
operation. Where permitted by SOLAS, simulated launching should be carried out in accordance
with the manufacturers instructions, taking due note of MSC/Circ.1137 on Guidelines for
simulated launching of free-fall lifeboats.
***
34
ANNEX 7
MSC/CIRC.1137 ON GUIDELINES FOR SIMULATED LAUNCHING OF FREE-FALL

LIFEBOATS

15 December 2004
GUIDELINES FOR SIMULATED LAUNCHING OF FREE-FALL LIFEBOATS
1 The Maritime Safety Committee, at its seventy-ninth session (1 to 10 December 2004),

recognizing the need to provide a basic outline of essential steps to safely carry out simulated
launching of free-fall lifeboats, required by SOLAS regulation III/19.3.3.4, and having
considered proposals by the forty-seventh session of the Sub-Committee on Design and
Equipment, approved the Guidelines for simulated launching of free-fall lifeboats, as set out in
the annex.
2 Member Governments are invited to bring the annexed Guidelines to the attention of all
parties concerned, for their application as appropriate.
35
ANNEX
1 Definition
Simulated launching is a means of training the crew in the free-fall release procedure of free-fall
lifeboats and in verifying the satisfactory function of the free-fall release system without allowing the
lifeboat to fall into the sea.
2 Purpose and scope
The purpose of these Guidelines is to provide a basic outline of essential steps to safely carry out
simulated launching. These Guidelines are general; the lifeboat manufacturers instruction manual
should always be consulted before conducting simulated launching. Simulated launching should only
be carried out with lifeboats and launching appliances designed to accommodate it, and for which the
manufacturer has provided instructions. Simulated launching should be carried out under the
supervision of a responsible person who should be an officer experienced in such procedures.
3 Typical simulated launching sequence
3.1 Check equipment and documentation to ensure that all components of the lifeboat and
launching appliance are in good operational condition.
3.2 Ensure that the restraining device(s) provided by the manufacturer for simulated launching
are installed and secure and that the free-fall release mechanism is fully and correctly engaged.
3.3 Establish and maintain good communication between the assigned operating crew and the
responsible person.
3.4 Disengage lashings, gripes, etc. installed to secure the lifeboat for sea or for maintenance,
except those required for simulated free-fall.
3.5 Participating crew board the lifeboat and fasten their seatbelts under the supervision of the
responsible person.
3.6 All crew, except the assigned operating crew, disembark the lifeboat. The assigned operating
crew fully prepares the lifeboat for free-fall launch and secures themselves in their seats for the
release operation.
3.7 The assigned operating crew activates the release mechanism when instructed by the
responsible person. Ensure that the release mechanism operates satisfactorily and the lifeboat travels
down the ramp to the distance specified in the manufacturers instructions.
3.8 Recover the lifeboat to its stowed position, using the means provided by the manufacturer and
ensure that the free-fall release mechanism is fully and correctly engaged.
3.9 Repeat procedures from 3.7 above, using the back-up release mechanism when applicable.
3.10 The assigned operating crew disembarks the lifeboat.
3.11 Ensure that the lifeboat is returned to its normal stowed condition. Remove any restraining
and/or recovery devices used only for the simulated launch procedure.
***
36
ANNEX 8
MSC.1/CIRC.1205 ON GUIDELINES FOR DEVELOPING OPERATION AND

MAINTENANCE MANUALS FOR LIFEBOAT SYSTEMS
Ref. T4/4.01 MSC.1/Circ.1205

26 May 2006
GUIDELINES FOR DEVELOPING OPERATION AND MAINTENANCE

MANUALS FOR LIFEBOAT SYSTEMS*
1 The Maritime Safety Committee, at its eighty-first session (10 to 19 May 2006), taking
into account the number of casualties with lifeboat systems, further recognizing the need to
improve manuals for operation and maintenance of lifeboat systems, and having considered
proposals by the Sub-Committee on Fire Protection at its fiftieth session, approved the
Guidelines for developing operation and maintenance manuals for lifeboat systems, as set out in
the annex.
2 Member Governments are invited to bring the annexed Guidelines to the attention of all
parties concerned with their application, as appropriate.
***
*
Due to its volume, the text of the circular has not been included here. It can be obtained from IMO on request.
37
ANNEX 9
MSC.1/CIRC.1206 ON MEASURES TO PREVENT ACCIDENTS WITH LIFEBOATS
Ref. T4/4.01 MSC.1/Circ.1206

26 May 2006
MEASURES TO PREVENT ACCIDENTS WITH LIFEBOATS
1 The Maritime Safety Committee, at its eighty-first session 10 to 19 May 2006, recalled
that at its seventy-fifth session (15 to 24 May 2002), it had considered the issue of the
unacceptably high number of accidents with lifeboats in which crew were being injured,
sometimes fatally, while participating in lifeboat drills and/or inspections, and noted that most
accidents fell under the following categories:
.4 communication failures;
.7 design faults other than on-load release mechanisms.
2 Pending further consideration of the problem, the Committee approved MSC/Circ.1049

on Accidents with lifeboats, to draw the attention of manufacturers, shipowners, crews and
classification societies to the personal injury and loss of life that may follow inadequate attention
to the design, construction, maintenance and operation of lifeboats, davits and associated
equipment and urged all concerned to take necessary action to prevent further accidents with
lifeboats. It invited Member Governments to:
.1 bring the circular to the attention of their maritime Administrations, relevant

industry organizations, manufacturers, shipowners, crews and classification
societies;
.2 take the necessary action to prevent further accidents with lifeboats pending the
development of appropriate IMO guidance;
.3 ensure that:
.3.1 on-load release equipment used on ships flying their flag is in full
compliance with the requirements of paragraphs 4.4.7.6.2.2 to 4.4.7.6.5 of
the LSA Code;
38
.3.2 all appropriate documentation for the maintenance and adjustment of

lifeboats, launching appliances and associated equipment is available
on board;
.3.3 personnel undertaking inspections, maintenance and adjustment of

lifeboats, launching appliances and associated equipment are fully trained
and familiar with these duties;
.3.4 maintenance of lifeboats, launching appliances and associated equipment

is carried out in accordance with approved established procedures;
.3.5 lifeboat drills are conducted in accordance with SOLAS regulation

III/19.3.3 for the purpose of ensuring that ships personnel will be able to
safely embark and launch the lifeboats in an emergency;
.3.6 the principles of safety and health at work apply to drills as well;
.3.7 personnel undertaking maintenance and repair activities are appropriately

qualified;
.3.8 hanging-off pennants should only be used for maintenance purposes and
not during training exercises;
.3.9 all tests required for the design and approval of life-saving appliances are
conducted rigorously, according to the guidelines developed by the
Organization, in order to identify and rectify any design faults at an early
stage;
.3.10 the equipment is easily accessible for inspections and maintenance and is
proven durable in harsh operational conditions, in addition to withstanding
prototype tests; and
.3.11 the approving authorities or bodies pay close attention to proper

workmanship and state-of-the-art possibilities when assessing equipment
for approval; and
.4 encourage shipowners, when undertaking maintenance and repair activities, to

employ qualified personnel, preferably certified by the manufacturer.
3 Member Governments were further invited, while enforcing the provisions of SOLAS
regulation IX/4.3, to ensure that the above issues are addressed through the Safety Management
System of the company, as appropriate.
4 The Committee further recalled that, at its seventy-seventh session (28 May to 6 June 2003),
recognizing the experience gained since the approval of the Guidelines on inspection
and maintenance of lifeboat on-load release gear (MSC/Circ.614) at its sixty-second session
(24 to 28 May 1993), and that the implementation of expanded and improved guidelines could
contribute towards a reduction of the incidence of accidents with lifeboats, it had approved the
Guidelines for periodic servicing and maintenance of lifeboats, launching appliances and on-load
release gear (MSC/Circ.1093), superseding MSC/Circ.614. Taking into account subsequent
amendments to SOLAS chapter III and the LSA Code, and having considered proposals by the
fiftieth session of the Sub-Committee on Fire Protection, the Committee approved amendments
to the Guidelines as set out in annex 1. The Committee further noted that the guidance developed
39
for lifeboats could also apply to the periodic servicing and maintenance of liferafts, rescue boats
and fast rescue boats and their launching appliances and on-load release gear.
5 The Committee further recalled that, at its seventy-ninth session (1 to 10 December 2004),
it had endorsed the intention of the Sub-Committee on Ship Design and Equipment, in
co-operation with the Sub-Committee on Standards of Training and Watchkeeping, to develop
further IMO guidance as envisioned in MSC/Circ.1049, and accordingly, approved the Guidance
on safety during abandon ship drills using lifeboats (MSC/Circ.1136), as set out in annex 2. The
Committee further recalled that the Guidance developed for lifeboats has relevance, in general,
for emergency drills with other life-saving systems and should be taken into account when such
drills are conducted. In connection with MSC/Circ.1136, and recognizing the need to provide a
basic outline of essential steps to safely carry out simulated launching of free-fall lifeboats in
accordance with SOLAS regulation III/19.3.3.4, and having considered proposals by the
forty-seventh session of the Sub-Committee on Design and Equipment, the Committee further
approved the Guidelines for simulated launching of free-fall lifeboats (MSC/Circ.1137), as set
out in the appendix to annex 2.
6 Having considered the need to update several of the circulars discussed above, and having
considered proposals by the fiftieth session of the Sub-Committee on Fire Protection to
consolidate the numerous circulars on the subject of measures to prevent accidents with lifeboats
in order to better serve the mariner, the Committee approved the annexed Guidelines for periodic
servicing and maintenance of lifeboats, launching appliances and on-load release gear (annex 1)
and Guidelines on safety during abandon ship drills using lifeboats (annex 2).
7 Member Governments are invited to give effect to the annexed Guidelines as soon as
possible and to bring them to the attention of shipowners, ship operators, ship-vetting
organizations, ship personnel, surveyors, manufacturers and all others concerned with the
inspection and maintenance of lifeboats, liferafts, rescue boats and fast rescue boats and their
launching appliances and on-load release gear.
8 This circular supersedes MSC/Circ.1049, MSC/Circ.1093, MSC/Circ.1136 and

MSC/Circ.1137.
40
ANNEX 1

General
1 The objective of these Guidelines is to establish a uniform, safe and documented

performance of periodic servicing and maintenance of lifeboats, launching appliances and
on-load release gear.
2 These Guidelines relate to the application of the ISM Code to periodic servicing and
maintenance of lifeboat arrangements and should therefore be reflected in procedures developed
for a ship under that Code.
3 The general principle in these Guidelines may also be applied for the periodic servicing
and maintenance of liferafts, rescue boats and fast rescue boats and their launching appliances
and release gear.
4 Detailed guidance regarding some procedures covered by these Guidelines is provided in

the appendix.
SOLAS regulations
5 These Guidelines relate to the requirements contained in:
.1 SOLAS regulation III/20 Operational readiness, maintenance and inspections;

and
.2 SOLAS regulation III/36 Instructions for on-board maintenance.
Responsibility
6 The company* is responsible for servicing and maintenance onboard its ships in
accordance with SOLAS regulation III/20 and for the establishment and implementation of
health, safety and environment (HSE) procedures covering all activities during servicing and
maintenance.
7 The personnel carrying out servicing and maintenance are responsible for the
performance of the work as authorized in accordance with the system specified in paragraph 10.
8 The above personnel are also responsible for complying with HSE instructions and
procedures.
9 Where satisfied with an organizations ability to carry out these functions, the
Administration may authorize such organization and its personnel to perform the functions of the
manufacturer and manufacturers certified personnel as assigned under these Guidelines, if
manufacturer certified facilities are not available.
*
For the purpose of these Guidelines, company is as defined in SOLAS regulation IX/1.2.
41
Authorization
10 Where these Guidelines require certification of servicing personnel, such certification

should be issued by the manufacturer in accordance with an established system for training and
authorization.
Qualification levels
11 Weekly and monthly inspections, and routine maintenance as defined by the

manufacturer, should be conducted under the direct supervision of a senior ships officer in
accordance with the instructions provided by the manufacturer.
12 All other inspections, servicing and repair should be conducted by the manufacturers
be done.
Reports and records
13 All reports and checklists should be correctly filled out and signed by the person who
carries out the inspection and maintenance work and should also be signed by the companys
representative or the ships master.
14 Records of inspections, servicing, repairs and maintenance should be updated and filed
onboard the ship.
15 When repairs, thorough servicing and annual servicing are completed, a statement
confirming that the lifeboat arrangements remain fit for purpose should be issued by the
manufacturers representative or by the person certified by the manufacturer for the work.
***
42
APPENDIX
SPECIFIC PROCEDURES FOR MAINTENANCE AND SERVICING
1 GENERAL
1.1 Any inspection, servicing and repair should be carried out according to the system for
inspection and services developed by the manufacturer.
1.2 A full set of maintenance manuals and associated documentation issued by the
manufacturer should be available on board for use in all operations involved in the inspection,
maintenance, adjustment and re-setting of the lifeboat and associated equipment, such as davits
and release gear.
1.3 The manufacturers system for inspection and services should include the following items
as a minimum.
2 ANNUAL THOROUGH EXAMINATION
2.1 As items listed in checklists for the weekly/monthly inspections also form the first part of
the annual thorough examination, when carrying out this examination the inspection of these
items should be performed by the ships crew in the presence of the manufacturers
be done.
2.2 Inspection and maintenance records of inspections and routine maintenance carried out by
the ships crew and the applicable certificates for the launching appliances and equipment should
be available.
2.3 Repairs and replacement of parts should be carried out in accordance with the
manufacturers requirements and standards.
Lifeboats
2.4 The following items should be examined and checked for satisfactory condition and
operation:
.1 condition of lifeboat structure including fixed and loose equipment;
.2 engine and propulsion system;
.3 sprinkler system, where fitted;
.4 air supply system, where fitted;
.5 manoeuvring system;
.7 bailing system.
43
Release gear
2.5 The following should be examined for satisfactory condition and operation after the
annual winch brake test with the empty boat, as required by paragraph 3.1:
.1 operation of devices for activation of release gear;
.2 excessive free play (tolerances);
.3 hydrostatic interlock system, where fitted;
.4 cables for control and release; and
.5 hook fastening.
Notes:
1 The setting and maintenance of release gear are critical operations with regard to
maintaining the safe operation of the lifeboat and the safety of personnel in the
lifeboat. All inspection and maintenance operations on this equipment should
therefore be carried out with the utmost care.
2 No maintenance or adjustment of the release gear should be undertaken while the

hooks are under load.
3 Hanging-off pennants may be used for this purpose but should not remain
connected at other times, such as when the lifeboat is normally stowed and during
training exercises.
4 The release gear is to be examined prior to its operational test. The release gear is
to be re-examined after its operational test and the dynamic winch brake test.
Special consideration should be given to ensure that no damage has occurred
during the winch brake test, especially the hook fastening.
2.6 Operational test of on-load release function:
.1 position the lifeboat partially into the water such that the mass of the boat is
substantially supported by the falls and the hydrostatic interlock system, where
fitted, is not triggered;
.2 operate the on-load release gear;
.4 examine the release gear and hook fastening to ensure that the hook is completely
reset and no damage has occurred.
2.7 Operational test of off-load release function:
.1 position the lifeboat fully waterborne;
.2 operate the off-load release gear;
44
.4 recover the lifeboat to the stowed position and prepare for operational readiness.
Note:
Prior to hoisting, check that the release gear is completely and properly reset. The final
turning-in of the lifeboat should be done without any persons on board.
2.8 Operational test of free-fall lifeboat release function:
.1 engage the simulated launching arrangements as specified in the manufacturers

operating instructions;
.2 the operator should be properly seated and secured in the seat location from which
the release mechanism is to be operated;
.3 operate the release mechanism to release the lifeboat;
.4 reset the lifeboat in the stowed configuration;
.5 repeat procedures .2 to .4 above, using the back-up release mechanism, when

applicable.
.6 remove the simulated launching arrangements; and
.7 verify that the lifeboat is in the ready to launch stowed configuration.
Davit
.1 davit structure, in particular with regard to corrosion, misalignments, deformations

and excessive free play;
.2 wires and sheaves, possible damages such as kinks and corrosion;
.3 lubrication of wires, sheaves and moving parts;
.4 functioning of limit switches;
.5 stored power systems; and
.6 hydraulic systems.
Winch
.1 open and inspect brake mechanism;
.2 replace brake pads, if necessary;
.3 remote control system;

45
.5 winch foundation.
3 DYNAMIC WINCH BRAKE TEST
3.1 Annual operational testing should preferably be done by lowering the empty boat. When
the boat has reached its maximum lowering speed and before the boat enters the water, the brake
should be abruptly applied.
3.2 The five-year operational test should be done by lowering the boat loaded to a proof load
equal to 1.1 times the weight of the survival craft or rescue boat and its full complement of
persons and equipment, or equivalent load. When the boat has reached its maximum lowering
speed and before the boat enters the water, the brake should be abruptly applied.
3.3 Following these tests, the brake pads and stressed structural parts should be re-inspected.
Note:
In loading the boat for this test, precautions should be taken to ensure that the stability of the
boat is not adversely affected by free surface effects or the raising of the centre of gravity.
4 OVERHAUL OF ON-LOAD RELEASE GEAR
Overhaul of on-load release gear includes:
.1 dismantling of hook release units;
.2 examination with regard to tolerances and design requirements;
.3 adjustment of release gear system after assembly;
.4 operational test as per above and with a load according to SOLAS

regulation III/20.11.2.3; and
.5 examination of vital parts with regard to defects and cracks.
Note:
Non-destructive examination (NDE) techniques, such as dye penetrants (DPE), may be

suitable.
46
ANNEX 2
GUIDELINES ON SAFETY DURING ABANDON SHIP DRILLS USING LIFEBOATS
1 GENERAL
1.1 Introduction
1.1.1 It is essential that seafarers are familiar with the life-saving systems on board their ships
and that they have confidence that the systems provided for their safety will work and will be
effective in an emergency. Frequent periodic shipboard drills are necessary to achieve this.
1.1.2 Crew training is an important component of drills. As a supplement to initial shore-side

training, on board training will familiarize crew members with the ship systems and the
associated procedures for use, operation and drills. On these occasions, the objective is to
develop appropriate crew competencies, enabling effective and safe utilization of the equipment
required by the 1974 SOLAS Convention. The time limits set out in SOLAS for ship
abandonment should be considered as a secondary objective when conducting drills.
1.2 Drill frequency
Experience has shown that holding frequent drills furthers the goals of making the crew familiar
with the life-saving systems on board their ships and increasing their confidence that the systems
will work and will be effective in an emergency. Drills give the crew opportunity to gain
experience in the use of the safety equipment and in co-operation. The ability to cope with an
emergency and handle the situation, if the ship needs to be abandoned, needs to be well
rehearsed. However, frequent crew changes sometimes make it difficult to assure that all on
board have had the opportunity to participate in drills if only the minimum required drills are
conducted. Therefore, consideration needs to be given to scheduling drills as necessary to ensure
all on board have an early opportunity to become familiar with the systems on board.
1.3 Drills must be safe
1.3.1 Abandon ship drills should be planned, organized and performed so that the recognized
risks are minimized and in accordance with relevant shipboard requirements of occupational
safety and health.
1.3.2 Drills provide an opportunity to verify that the life-saving system is working and that all
associated equipment is in place and in good working order, ready for use.
1.3.3 Before conducting drills, it should be checked that the lifeboat and its safety equipment
have been maintained in accordance with the manufacturers instructions, as well as noting all the
precautionary measures necessary. Abnormal conditions of wear and tear or corrosion should be
reported to the responsible officer immediately.
1.4 Emphasis on learning
Drills should be conducted with an emphasis on learning and be viewed as a learning experience,
not just as a task to meet a regulatory requirement to conduct drills. Whether they are emergency
drills required by SOLAS or additional special drills conducted to enhance the competence of the
crew members, they should be carried out at safe speed. During drills, care should be taken to
ensure that everybody familiarizes themselves with their duties and with the equipment. If
47
necessary, pauses should be made during the drills to explain especially difficult elements. The
experience of the crew is an important factor in determining how fast a drill or certain drill
elements should be carried out.
1.5 Planning and organizing drills
1.5.1 The 1974 SOLAS Convention requires that drills shall, as far as practicable, be conducted
as if there was an actual emergency.* This means that the entire drill should, as far as possible, be
carried out. The point is that, at the same time, it should be ensured that the drill can be carried
out in such a way that it is safe in every respect. Consequently, elements of the drill that may
involve unnecessary risks need special attention or may be excluded from the drill.
1.5.2 In preparing for a drill, those responsible should review the manufacturers instruction
manual to assure that a planned drill is conducted properly. Those responsible for the drill should
assure that the crew is familiar with the guidance provided in the life-saving system
instruction manual.
1.5.3 Lessons learned in the course of a drill should be documented and made a part of
follow-up shipboard training discussions and planning the next drill session.
1.5.4 The lowering of a boat with its full complement of persons is an example of an element of
a drill that may, depending on the circumstances, involve an unnecessary risk. Such drills should
only be carried out if special precautions are observed.
2 ABANDON SHIP DRILLS
2.1 Introduction
It is important that the crew who operate safety equipment on board are familiar with the
functioning and operation of such equipment. The 1974 SOLAS Convention requires that
sufficiently detailed manufacturers training manuals and instructions be carried on board, which
should be easily understood by the crew. Such manufacturers manuals and instructions should
be accessible for everyone on board and observed and followed closely during drills.
2.2 Guidance to the shipowner
2.2.1 The shipowner should ensure that new safety equipment on board the companys ships
has been approved and installed in accordance with the provisions of the 1974 SOLAS
Convention and the International Life-Saving Appliances (LSA) Code.
2.2.2 Procedures for holding safe drills should be included in the Safety Management System
(SMS) of the shipping companies. Detailed procedures for elements of drills that involve a
special risk should be evident from workplace assessments adjusted to the relevant
life-saving appliance.
2.2.3 Personnel carrying out maintenance and repair work on lifeboats should be qualified
accordingly.**
*
Refer to SOLAS regulation III/19.3.1.
* *
Refer to the Guidelines for periodic servicing and maintenance of lifeboats, launching appliances and
on-load release gear (see annex 1).
48
2.3 Lifeboats lowered by means of falls
2.3.1 During drills, those responsible should be alert for potentially dangerous conditions and
situations and should bring them to the attention of the responsible person for appropriate action.
Feedback and improvement recommendations to the shipowner, the Administration and the
system manufacturer are important elements of the marine safety system.
2.3.2 Before placing persons onboard a lifeboat, it is recommended that the boat first be
lowered and recovered without persons on board to ascertain that the arrangement functions
correctly. The boat should then be lowered into the water with only the number of persons on
board necessary to operate the boat.
2.3.3 To prevent lashings or gripes from getting entangled, proper release should be checked
before swinging out the davit.
2.4 Free-fall lifeboats
2.4.1 The monthly drills with free-fall lifeboats should be carried out according to the
manufacturers instructions, so that the persons who are to enter the boat in an emergency are
trained to embark the boat, to take their seats in a correct way and to use the safety belts; and also
are instructed on how to act during launching into the sea.
2.4.2 When the lifeboat is free-fall launched as part of a drill, this should be carried out with the
minimum personnel required to manoeuvre the boat in the water and to recover it. The recovery
operation should be carried out with special attention, bearing in mind the high risk level of this
operation. Where permitted by SOLAS, simulated launching should be carried out in accordance
with the manufacturers instructions, taking due note of the Guidelines for simulated launching of
free-fall lifeboats at appendix.
49
APPENDIX
1 Definition
Simulated launching is a means of training the crew in the free-fall release procedure of free-fall
lifeboats and in verifying the satisfactory function of the free-fall release system without allowing the
lifeboat to fall into the sea.
2 Purpose and scope
The purpose of these Guidelines is to provide a basic outline of essential steps to safely carry out
simulated launching. These Guidelines are general; the lifeboat manufacturers instruction manual
should always be consulted before conducting simulated launching. Simulated launching should only
be carried out with lifeboats and launching appliances designed to accommodate it, and for which the
manufacturer has provided instructions. Simulated launching should be carried out under the
supervision of a responsible person who should be an officer experienced in such procedures.
3 Typical simulated launching sequence
3.1 Check equipment and documentation to ensure that all components of the lifeboat and
launching appliance are in good operational condition.
3.2 Ensure that the restraining device(s) provided by the manufacturer for simulated launching
are installed and secure and that the free-fall release mechanism is fully and correctly engaged.
3.3 Establish and maintain good communication between the assigned operating crew and the
responsible person.
3.4 Disengage lashings, gripes, etc. installed to secure the lifeboat for sea or for maintenance,
except those required for simulated free-fall.
3.5 Participating crew board the lifeboat and fasten their seatbelts under the supervision of the
responsible person.
3.6 All crew, except the assigned operating crew, disembark the lifeboat. The assigned operating
crew fully prepares the lifeboat for free-fall launch and secures themselves in their seats for the
release operation.
3.7 The assigned operating crew activates the release mechanism when instructed by the
responsible person. Ensure that the release mechanism operates satisfactorily and, if applicable, the
lifeboat travels down the ramp to the distance specified in the manufacturers instructions.
3.8 Resecure the lifeboat to its stowed position, using the means provided by the manufacturer
and ensure that the free-fall release mechanism is fully and correctly engaged.
3.9 Repeat procedures from 3.7 above, using the back-up release mechanism when applicable.
3.10 The assigned operating crew disembarks the lifeboat.
3.11 Ensure that the lifeboat is returned to its normal stowed condition. Remove any restraining
and/or recovery devices used only for the simulated launch procedure.
***
50
ANNEX 10
AMENDMENTS TO SOLAS RGEULATION III/19
CHAPTER III
LIFE-SAVING APPLIANCES AND ARRANGEMENTS
Regulation 19 Emergency training and drills
Paragraph 3.3.4 is replaced by the following:
3.3.4 In the case of a lifeboat arranged for free-fall launching, at least once every three
months during an abandon ship drill the crew shall board the lifeboat, properly secure
themselves in their seats and commence launch procedures up to but not including the
actual release of the lifeboat (i.e., the release hook shall not be released). The lifeboat
shall then either be free-fall launched with only the required operating crew on board, or
lowered into the water by means of the secondary means of launching with or without the
operating crew on board. In both cases the lifeboat shall thereafter be manoeuvred in the
water by the operating crew. At intervals of not more than six months, the lifeboat shall
either be launched by free-fall with only the operating crew on board, or simulated
launching shall be carried out in accordance with the guidelines developed by the
Organization*.
___________
*
Refer to Measures to prevent accidents with lifeboats (MSC.1/Circ.1206).
51
ANNEX 11
MSC.1/CIRC.1207 ON EARLY IMPLEMENTATION OF DRAFT SOLAS REGULATION

III/19.3.3.4
Ref: T4/4.01 MSC.1/Circ.1207

26 May 2006
EARLY IMPLEMENTATION OF DRAFT SOLAS REGULATION III/19.3.3.4
1 The Maritime Safety Committee, at its eighty-first session (10 to 19 May 2006), approved
a draft amendment to SOLAS regulation III/19.3.3.4 concerning provisions for the launch of
free-fall lifeboats during abandon ship drills, as follows:
19.3.3.4 In the case of a lifeboat arranged for free-fall launching, at least once every
three months during an abandon ship drill the crew shall board the lifeboat, properly
secure themselves in their seats and commence the launch procedure up to but not
including the actual release of the lifeboat (i.e., the release hook shall not be released).
The lifeboat shall then either be free-fall launched with only the required operating crew
on board, or lowered into the water by means of the secondary means of launching
without the operating crew on board, and then manoeuvred in the water by the operating
crew. At intervals of not more than six months, the lifeboat shall either be launched by
free-fall with only the operating crew on board, or simulated launching shall be carried
out in accordance with the guidelines developed by the Organization.*
___________________

Refer to the Measures to prevent accidents with lifeboats (MSC.1/Circ.1206).
2 In view of the expiration of MSC/Circ.1115, which addressed free-fall launching from

high-launch heights, and in order to improve the safety of abandon ship drills involving free-fall
lifeboats, and recognizing that considerable time will pass before the amendment will enter into
force, the Committee urges Member Governments to give the amended regulation early effect,
pending its formal entry into force.
3 Member Governments are also invited to accept ships flying the flags of other States
conducting drills in accordance with the 1974 SOLAS Convention and the above approved
amendment.
________________

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Lifeboat Safety and the Future

HQS Wellington, London, 31 May 2007

IMOS WORK ON MEASURES TO PREVENT ACCIDENTS WITH LIFEBOATS

MSC 71 (MSC 71/23): 1999

1 MSC 71 noted information by Australia (MSC 71/20/7) on a number of serious accidents

.1 the introduction of quick release technology for lifeboats has proven to be of

.2.2 a free-fall lifeboat was accidentally launched during an inspection and

.2.4 a number of incidents involving free-fall lifeboats which have been

2 MSC 71 referred the Australian proposal to DE 43 for consideration and advice, as

DE 43 (DE 43/18): 2000

DE 44 (DE 44/19): 2001

5 DE 44 considered submissions by Australia (DE 44/18/1), reporting on specific accidents

.1 the majority of accidents was related to failure or mal-operation of on-load release

.2 many accidents were caused by poor maintenance or mal-adjustment of equipment

.2 maintenance, including ISM Code aspects;

.3 training and procedures; and

.4 immediate action to draw attention to the problem by means of an MSC circular.

9 Consequently, MSC 74 included in the DE Sub-Committees work programme a high

10 MSC 74 also noted information provided by SIGTTO, OCIMF and INTERTANKO

DE 45 (DE 45/27): 2002

11 DE 45 considered the following submissions:

.1 DE 45/17 (Australia, Canada and New Zealand), providing a broad outline of

.4 DE 45/17/3 (ILAMA), stating that, in general, inconsistencies in relevant

.5 DE 45/17/4 (INTERTANKO, OCIMF and SIGTTO), complementing document

DE 46 (DE 46/32): 2003

14 DE 46 discussed the following proposals:

.1 DE 46/9/2 (Australia), proposing a revision of MSC/Circ.614 on Guidelines on

.2 DE 46/9/7 (Japan), proposing to prepare an operation and maintenance manual for

.3 DE 46/9/1 (Australia), containing proposed draft amendments to SOLAS

.4 DE 46/9/4 (Norway), including proposals for systems for improved maintenance

.5 DE 46/9 (Denmark), DE 46/9/3 and DE 46/9/5 (Norway), DE 46/9/6

16 DE 46 established an LSA Working Group and, considering the groups report

.1 agreed to draft amendments to SOLAS regulation III/20, for approval by MSC 77

.1.2 introduction of important operational tests to be conducted during the

.1.3 inclusion of provisions for weekly tests to be conducted on board cargo

.2 agreed to a draft MSC circular on Guidelines for periodic servicing and

.3 agreed to draft amendments to SOLAS regulation III/19.3.3.3, concerning

.4 referred to the STW Sub-Committee the following issues for consideration:

.4.1 improvements of safety training regarding maintenance of lifeboats and

.4.2 improvements of safety training, facilitating an alternative to on-board

.4.3 means of recording participation in free-fall launches;

.4.4 shore-based training as an alternative to on-board training with lifeboats in

.5 decided to develop guidelines for safe practices during lifeboat drills;

.7 agreed to bring to the attention of MSC 77 the potential problem of compatibility

17 Consequently, MSC 77 (MSC 77/26) took the following action:

.1 approved proposed amendments to SOLAS regulation III/20 concerning

.2 approved MSC/Circ.1093 on Guidelines for periodic servicing and maintenance of

.3 noted the potential problem of compatibility between various life-saving

DE 47 (DE 47/25): 2004

18 DE 47 discussed the following submissions:

.1 DE 47/5/1 (Republic of Korea), proposing draft guidelines for the simulated

.2 DE 47/5/2 (Republic of Korea), DE 47/5/4 (Norway and Sweden) and DE 47/5/5

.3 DE 47/5/3 (Japan), proposing a draft MSC circular on guidelines for developing

.2 agreed to the draft MSC circular on Prevention of accidents in high free-fall

20 Consequently, MSC 78 and 79 approved:

.1 MSC/Circ.1115 on Prevention of accidents in high free-fall launching of lifeboats

.2 MSC/Circ.1136 on Guidance on safety during abandon ship drills using lifeboats

.3 MSC/Circ.1137 on Guidelines for simulated launching of free-fall lifeboats (see

DE 48 (DE 48/25): 2005

21 DE 48 considered the following submissions proposing amendments to LSA-related

.1 DE 48/5 (France), proposing amendments to the LSA Code concerning the

.2 DE 48/5/1 (Japan), proposing guidelines for developing operation and

.3 DE 48/5/2 (Germany) and DE 48/5/3 (ILAMA), proposing amendments to