yacht life rafts

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Yachting Monthly

• Digital edition

Six ISO 9650 liferafts tested

• Chris Beeson
• February 23, 2016

Do manufacturers abide by the self-regulating ISO 9650 liferaft standard? Does the standard go far enough? Chris Beeson tests six liferafts to find out

The ISO 9650 liferaft standard was introduced in 2005 to ensure minimum standards of liferaft survival kit and performance. In 2009 we tested six liferafts to find out if manufacturers were adhering to the self-regulating standard Credit: Graham Snook/YM

Yachting’s greatest disaster was the 1979 Fastnet Race storm when 15 sailors died. Liferafts capsized and some even broke-up in the Force 10 seas. As a result, a new manufacturing standard for liferafts was established by the Offshore Racing Congress (ORC). Although it was admirable in intention it was lacking in detail – its requirements covering just half a page of A4 paper.

Twenty years on, the shortcomings of the ORC standard were exposed by the 1998 Sydney-Hobart Race, when another six lives were lost. The resulting inquiry demanded a leisure liferaft standard thorough enough to be the last word in liferaft design. In 2005 the ISO 9650 standard was ratified and implemented.

No law for liferafts

There’s no doubt that ISO 9650 marks a step forward in liferaft design, but it does have some fundamental problems. Get hold of some rubber, glue and a copy of the ISO 9650 specifications and anyone can make – and sell – an ISO 9650 liferaft.

While there are strict rules about the manufacture of yachts and lifejackets, ISO 9650 is self-regulating: legally, no one has to test whether a liferaft meets the standard. As a consumer, you are simply expected to take the manufacturer’s word that it does.

Our aim was to examine whether liferafts billed as ISO 9650-compliant really met the standard. We enlisted the RYA’s technical manager, Ken Kershaw, to help run the test. Ken is Europe’s leading authority on non-commercial liferafts and one of the architects of ISO 9650.

We asked all the major dealers for a liferaft to test. Plastimo, Ocean Safety and Viking agreed, as did the American company Winslow, which is new to the European market. But despite repeated requests, Plastimar, Arimar, Avon and Zodiac Inflatables, Seago and RFD Beaufort declined to take part.

When asked why, Avon and Zodiac Inflatables said it could not participate in our test ‘due to the time of year and liferaft availability’. All others ignored our requests.

To ensure that the budget end of the market was represented in our trials, YM bought a Seago ISO 9650 self-righting four-man liferaft for £979 and ran it through some rigorous tests with five other liferafts.

We conducted our test in Chichester Harbour, just inside East Head. The intention was to get as close to the ISO requirements as our resources would allow. The examination was divided into dynamic tests, carried out in the water, and static tests carried out on land.

• Ken Kershaw, now retired, was the RYA’s technical manager and a member of the ISO working group that drafted the ISO 9650 standard. He also helped design a liferaft standard for the International Sailing Association (ISAF), which governs yacht racing.
• YM’s assistant editor Chris Beeson spent four hours in a liferaft, adrift in Force 6 winds in the Bay of Biscay, which taught him much about life aboard a raft in open water. He is also author of The Handbook of Survival at Sea.

Dynamic tests

Launching test

The ISO 9650 standard specifies a launch height of 6m, a float-before-inflation time of 30 minutes, an inflation to final shape within 60 seconds, and an inflation to operating pressure within three minutes. For our test, we used a 42ft motorboat. The launch height was 3m – higher than it would be for any sailing yacht – and the float test was five minutes

Number of compartments

There must be at least two separate buoyancy compartments. If one chamber deflates, the liferaft must have positive buoyancy when occupied by four crew with an average weight of 75kg. This test, ISO says, should be conducted in a pool

Boarding from a height

This ISO test involves dropping a 75kg bag of sand onto the top of the liferaft from 3m above it, four times, to simulate boarding, and then checking for damage afterwards. We turned our noses up at a simulation – and got the crew to jump onto each liferaft from the back of the boat

Properties of the painter

The painter, according to the ISO, must be at least 9m in length, with a coloured section 1m from the end to indicate that it is close to the point of firing. It must be attached at the liferaft entrance in a way that ensures the liferaft will not be damaged should it fail

Righting test

Four crew in oilskins and inflated lifejackets swim 50m and then each rights one liferaft alone. This test is usually conducted in a swimming pool. As just two of us were testing six liferafts at sea in Spring tides, we wore drysuits

Boarding test

Crew must wear fully inflated lifejackets with at least 150N of buoyancy, although the RYA Basic Sea Survival course recommends partially deflating the lifejacket to make boarding the liferaft easier. Each crewmember must be able to board unaided

Carrying capacity

Loaded with four crew (average weight 75kg) and wearing lifejackets – or in our case three crew with an average of 83kg and a barrel of water – there should be ‘sufficient comfort and headroom’ inside. ISO 9650 specifies 4sqft (1.2sqm) per person. It sounds like a lot but mark it out and try sitting there for any length of time.

General stability

This tests stability in a seaway. The fully crewed, fully equipped liferaft is towed at 3 knots with the sea anchor deployed

In calm water, the liferaft carrying four crewmembers should have at least 25cm of freeboard

Flooding resistance

With one of the buoyancy tubes deflated, the liferaft must have some remaining freeboard to prevent flooding.

Static tests

Look-out means

Occupants must be able to make 360 horizontal observations through a look-out point

Floors must have thermal insulation. If insulation is by means of an inflatable floor it should remain airtight during use, and be able to be deflated and reinflated by the liferaft crew

Cordages and lifelines

Lifelines must offer non-slip grip. If rope, the diameter must be at least 8mm, if webbing, at least 25mm wide

Topping-up inflation valves

All inflatable compartments, except the boarding ramp, must have a non-return topping-up valve

High-pressure hose assembly

The hose assembly should not be near any sharp edges

Survival pack equipment

The survival pack must contain items specified in a list of minimum requirements. We looked at Survival Pack 1 (less than 24 hours)

• Portable, buoyant hand bailer
• 2 paddles tied into raft close to entrance
• First aid kit
• 2 waterproof torches with six-hours’ duration, plus spare bulb and batteries
• Signalling mirror
• 6 anti-seasickness pills, per person
• Sealable seasickness bags, one per person
• 6 red hand flares
• 2 red parachute flares
• 2 thermal protective aids
• Repair kit suitable for use during violent motion
• Inflation pump and captive adaptors
• 5 litres drinking water per person, containers less than 500ml each (or a desalinator) and a rainwater collection device
• 10,000 calories food per person

The results (prices correct in 2009) 

Plastimo Transocean ISO 9650-1 £1,250 (canister, in 2009)

Launching: Launched with a single, firm pull of the painter, which is located off to

one side of the entrance.

Righting: The liferaft righted easily using the righting strop, attached to three of the four corners, and the rung of the boarding ladder

Boarding: Using the boarding ladder’s rung and the webbing hand-holds, boarding was fairly straightforward but the ballast bags didn’t stop the liferaft from heeling during boarding, lifting the bags clear of the water on a couple of occasions. Though boarding was easy, the boarding ramp offered no assistance. The gas bottle, between the boarding ramp and the buoyancy tube, didn’t appear to interfere with boarding

Inside: There is no stowage and labelling could be better. Headroom is limited but adequate at the edges of the liferaft, where survivors sit

Buoyancy: The freeboard was only just above 25cm when fully loaded. There was positive buoyancy with one tube deflated

Equipment: Well packaged but labelling could be better and there was no stowage for the equipment.

Independently tested: Yes, by Bureau Veritas.

Manufacturer’s comments:

Plastimo’s assisted firing head allows a child or casualty to inflate the liferaft easily, without fail. Boarding system efficiency is much better shown on larger liferafts with higher freeboard. Equipment labelling is not necessary because the pouch is transparent and its Velcro closure makes it re-usable and appropriate for stowage.

Weight:                        33.5kg

Dimensions:             74×47.5×26.5cm

Does it meet the standard?

6.2 LAUNCHING

Pulls on painter:            1

5-min float:            Yes

Inflate to shape:            19 secs

Fully inflate:            40 secs

5.2.1.2 PROPERTIES OF PAINTER

At entrance:            Yes

1m indicator:            Yes (but light coloured)

Easy to fire:            Yes

5.2.3.1 NUMBER OF COMPARTMENTS

5.2.5.4 BOARDING FROM A HEIGHT

Damage:            None

6.5 RIGHTING TEST

Time:                        4 secs

6.6 BOARDING TEST

Time:                        14.5 secs (ave)

5.2.3.2 CARRYING CAPACITY

Sufficient comfort and headroom            Yes

5.2.3.3 FREEBOARD

>250mm with four crew            Yes (just, check in calm water)

5.2.4.1 STABILITY GENERAL

3-knot tow with four crew            Yes (Fair, wet and windage bent canopy)

5.2.3.4 FLOODING RESISTANCE

Positive freeboard with one flat tube            Yes (Good)

5.2.8.3 EQUIPMENT (<24HRS)

Viking Rescyou

Viking Rescyou £1,299 (valise, in 2009)

Launching: Launched with a single pull of the painter it inflated very quickly. The two Viking liferafts tested were the quickest to inflate. In both Viking liferaft, the painter attachment is farther away from the entrance than others on test, which keeps it clear while boarding but would require more of a stretch if cutting the painter.

Righting: Righting was quick and easy using the righting loop attached to the underside of the liferaft. This liferaft and the Winslow were the only ones tested where the gas bottle was not behind or beneath the boarding ramp (below raft, right of entrance)

Boarding: The substantial boarding ramp worked well and hand-holds were well positioned

Inside: Headroom was good and this model had thermal floor insulation

Buoyancy: Freeboard when fully loaded exceeded the 25cm minimum by 15cm and maintained positive buoyancy with one tube deflated

Equipment: Everything was well packaged and well labelled but there was little stowage. The sea anchor was the best on test although, at some stage during the course of several hours of testing and bouncing around, the 100ft line had been accidentally deployed and tangled around the painter attachment.

Independently tested:Yes, by Bureau Veritas.

Our range of leisure liferafts fully conform to the ISO 9650-1 standard. We have a worldwide network of Viking companies and service agents to ensure our liferafts are serviced to our exacting standards.

Weight:                        28kg

Dimensions:             77x34x34cm

Inflate to shape:            12 secs

Fully inflate:            16 secs

At entrance:            No

1m indicator:            Yes

Time:                        6.5 secs (ave)

Time:                        12 secs (ave)

>250mm with four crew            Yes (>400mm)

3-knot tow with four crew            Yes (Good, drogue tangled)

Viking Rescyou Pro

Viking Rescyou Pro £1,599 (valise, in 2009)

Launching: The liferaft launched with a single pull of the painter and inflated very quickly. The painter attachment was low down at a corner and hard to reach from the entrance, so cutting it would be difficult

Righting: The liferaft self-righted quickly and couldn’t be deliberately inverted for any length of time

Boarding: The substantial boarding ramp worked well and the webbing rung didn’t float, making it easier to use. Hand-holds were well positioned

Inside: There was excellent headroom and more floor area than most of those on test. The inflatable floor adds comfort and insulates against the cold

Buoyancy: Freeboard when fully loaded exceeded the 25cm minimum by 11-15cm and easily maintained positive buoyancy with one tube deflated

Equipment: Everything was well packaged and well labelled but, like all except the Winslow, there was little stowage.

Independently tested:

Yes, by Bureau Veritas.

Weight:                        33kg

Dimensions:             79x38x36cm

Inflate to shape:            9 secs

Fully inflate:            25 secs

Time:                        Self righting

Time:                        6 secs

>250mm with four crew            Yes (360-400mm)

3-knot tow with four crew            Yes (Good)

Ocean Safety Ocean ISO

Ocean Safety Ocean ISO £1,495 (valise, in 2009)

Launching: Launched with a single pull of the painter. Only the Viking liferafts inflated quicker.

Righting: Righting was easy using the stirrups for feet and the two straps on the underside of the liferaft. However, the packaged paddles floated free and the drogue deployed during the process

Boarding: This liferaft had the most effective webbing and rung boarding system tested, with a larger kneeboard and bars weighing down the rungs, making them sink to foot level. Hand-holds were well positioned

Inside: The yellow buoyancy chambers and the silver thermal insulation stitched onto the floor made it very bright inside, brighter than the Winslow and dazzling compared to the others. No stowage

Buoyancy: Fully loaded, the liferaft exceeded the 25cm minimum by at least 5cm. With one tube deflated, the liferaft still had positive buoyancy

Equipment: Labelling is good but there is no stowage.

Yes, by the RYA.

We have a continuous test and development programme and we welcome these findings, as they will help us improve the current design.

Dimensions:             67x42x24cm

Inflate to shape:            16 secs

Fully inflate:            30 secs

At entrance:

1m indicator:            Yes (Red, good)

Time:                        5 secs

>250mm with four crew            Yes (>300mm)

Positive freeboard with one flat tube            Yes

Winslow Global Rescue

Winslow Global Rescue £4,829 (canister, in 2009)

Launching: Launched with a single pull of the painter and was the third fastest to inflate after the Vikings, as quick as the Ocean Safety.

Righting: Righting was easy using the excellent webbing ladder on the liferaft’s underside

Boarding: The Winslow had the largest and best boarding ramp, with great hand-holds in all the right places. There is a second boarding ramp with a webbing scramble net

Inside: Headroom was excellent and the inflatable floor made it very comfortable

Buoyancy: Exceeded the 25cm freeboard minimum by 9cm and maintained positive buoyancy well with one tube deflated

Equipment: All the survival equipment (from the over-24hr survival pack) was well-stowed and clearly marked with pockets for everything. Rescue equipment was kept in pockets near the door and rations in pockets at the back. Except for the paddles, which could have been bigger, spec was impressive – stainless steel swivels at either end of the drogue, a spare drogue, an EPIRB, a hand-operated reverse osmosis desalinator, a laser pointing light for attracting attention from passing vessels and lines to tie up ballast bags to reduce drag when sailing or wind-drifting the liferaft

No, but Winslow is accredited by the American Federal Aviation Administration (FAA).

Inflation takes a little longer because of the liferaft’s arches and oversized buoyancy. Our ballast bags are retractable so we have kept the paddles small, but the liferaft can still be paddled. The paddles have reflective tape, so that they can be used for signalling to aircraft.

Weight:                        39kg

Dimensions:             81x46x23cm

1m indicator:            Yes (flag, retro tape)

Time:                        3 secs

>250mm with four crew            Yes (340mm)

3-knot tow with four crew            Yes (Very good)

Seago Self-Righting ISO 9650

Seago Self-Righting ISO 9650 £949 (valise)

Launching: The painter required five firm tugs before the liferaft inflated. The Seago had the longest inflation times. The painter  is attached below a small observation port.

Righting: Once inflated, the liferaft righted itself quickly but one of the thermal-insulating floor panels floated free

Boarding: The ladder steps floated so they had to be held down to get a foot on the rungs. The ballast bags seemed ineffective and lifted out of the water, sinking the flimsy boarding ramp when we attempted to board and very nearly capsizing the liferaft. The survival equipment stored at the entrance hampered access to the boarding aid inside

Inside: The liferaft was more cramped than the others because of the inflatable thwarts and arches that make it self-righting. The Seago’s sea anchor was not as effective as the others

Buoyancy: Freeboard was too close to the 25cm minimum for our tester to pass or fail the liferaft. It retained positive buoyancy with one tube deflated but one of the arches deflated, too, severely limiting headroom in one half of the liferaft

Equipment: Survival equipment was stowed in a haphazard way but liferaft repair clamps were included instead of the usual glue and patches.

Yes, by Germanischer Lloyd.

We will be reviewing all aspects of this test with the manufacturer to incorporate the issues raised.

Weight:                        43kg

Dimensions:             70x29x45cm

Pulls on painter:            5

Inflate to shape:            20 secs

Fully inflate:            56 secs

At entrance:            Yes (not main entrance)

1m indicator:            Yes (but light coloured and only on one side)

Time:                        35 secs (ave)

>250mm with four crew            – (too close to pass/fail)

3-knot tow with four crew            Yes (Good, wet)

Positive freeboard with one flat tube            Yes (half canopy deflated, reducing headroom)

Three vital issues affecting you

The phrase ‘you get what you pay for’ for seems tailor-made for this test and we recommend paying as much as you can comfortably afford because you can’t put a value on your life and those of your loved ones. At the premium end, the Winslow is impeccably specified and equipped, and – at £4,824 – you’ll pay handsomely for that peace of mind. The budget Seago – costing £949 – does just enough to scrape over the standard’s bar. In the mid-range, Viking has been making commercial liferafts for years and the company’s expertise is reflected in the quality of the materials used, the build, the testing and servicing of its liferafts.

However, our test raised three other important issues with the ISO 9650 standard, which we believe should be addressed. They are:

• Liferaft servicing
• Independent testing
• Sea survival training

Liferaft service in USA could have ended in death

One horror story, which illustrates why it’s vital to check your liferaft supplier’s service network, came from a YM reader. His liferaft accidentally inflated in his yacht’s cockpit, bursting a locker, while the yacht was berthed in Florida. He telephoned the UK manufacturer (one that chose not to take part in our test), which recommended a service agent nearby. Our reader had his raft serviced, collected it, completed his cruise and set off home across the Atlantic. When he took the liferaft in for a UK service, he learnt that the survival pack had not been serviced and was a year out of date, and that the inflation valve had been replaced incorrectly. Had his yacht foundered, the raft would have deflated beneath him and he and his family may well have died.

Plastimo has a good set-up with regular inspections and intensive training. As the manufacturers of both SOLAS and leisure boat liferafts, Viking and Ocean Safety’s service arrangements are tightly controlled and regulated. This ensures that their staff training is up-to-date.

Why the RYA is testing liferafts

There have been problems with ISO 9650 accreditation. First, there’s no standard testing body, which raises questions over the consistency of testing. Secondly, because the test is of a simple ‘tick-the-box’ variety, liferafts are being built to the letter of the standard, but missing its spirit completely. One manufacturer, who did not want to take part in our test, satisfied the paddles requirement of ISO 9650 by providing what looked like a pair of children’s beach spades. The RYA has now set itself up as a body that can test liferafts against every aspect of ISO 9650. The aim is to standardise testing, remove inconsistency and encourage manufacturers to focus more on the spirit rather than the letter of the ISO standard. If the liferaft complies, the RYA awards a compliance ‘Tickmark’ – reassurance that the liferaft is fit for purpose. As the RYA is non-profit-making, manufacturers should pay less for testing.

Why liferaft survival training is essential

The RYA Basic Sea Survival course is a fun weekend with a serious purpose. It is strongly recommended

Your first experience with a liferaft should not be an emergency. The RYA Basic Sea Survival course gives you a weekend of hands-on experience – swimming in oilskins and working as a team to launch, right, board and manage a liferaft. You’ll learn a lot, and it’s great fun. Visit www.rya.org.uk for your nearest training centre.

Choose the right liferaft

To select the appropriate liferaft for your sailing requirements, consider various important factors such as the capacity needed for all individuals on board, the regulations of your flag state, and the specific areas you plan to navigate.

Which VIKING liferaft is right for you?

Rescyou pro.

RescYou Ocean

RescYou Coastal

Liferaft features in detail

Discover the unparalleled features of a VIKING RescYou™ liferaft. Our design incorporates a comprehensive range of features to address all safety precautions.

Storage and installation

After selecting your VIKING RescYou™ liferaft, the next crucial decision is whether to opt for a valise or a container.

What's inside a liferaft emergency pack?

When you choose a VIKING liferaft, you’re selecting more than just a life-saving device. Our commitment to safety means that each liferaft comes packed with essential emergency equipment and life-saving appliances.

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• Boat Safety Equipment
• Everything you need to know about life rafts

Liferafts for sport boats and sailing yachts

Everything you need to know about your on-board life raft. Imagine the worst-case scenario: you are shipwrecked, your boat catches fire or is about to sink. If the unthinkable happens, your life raft will be a lifesaver for you and your crew. In the following guide, we give an overview of the different types, sizes and versions of life rafts used in sports boats, the international equipment regulations for carrying life rafts and what you should be aware of when storing life rafts on board, using them in an emergency and what to consider when servicing them.

Table of Contents

Regulations for life rafts on board, guidelines for the condition and specifications of life rafts.

• Which life raft to buy
• ISO 9650 basics
• ISO 9650-1 offshore & transocean
• ISO 9650-2 coastal areas
• ISO comparison table
• Emergency equipment

In an emergency

• Storing on board
• Boarding correctly

Maintenance of life rafts

• Maintenance interval
• Maintenance service includes

What are the regulations for life rafts on recreational craft and sailing yachts?

As a general rule, in Great Britain there are no on-board requirements regarding safety equipment items for recreational craft up to a length of 13.70 metres, as long as the yacht is not used commercially. Nevertheless, it is highly recommended for every skipper to have adequate life-saving equipment on board. The type and extent of equipment depends very much on the size of the boat and the sailing area. The international ISO 9650 standard from 2005, which we will explain in more detail later, serves as a guideline for the equipment and specifications of a life raft.

If you sail under the national flag of the United Kingdom of Great Britain, the equipment regulations which that are valid in Great Britain apply, irrespective of the waters sailing in. If you sail abroad under the national flag of that country, you must observe the national regulations. Below we have listed the applicable regulations in France, Italy and Spain for you:

In some countries, however, depending on the area, it is mandatory to carry a life raft and other safety equipment, such as life jackets or pyrotechnics.

France - What regulations apply for carrying life rafts?

The district is divided into zones, distance to the coast in nautical miles (NM) applies:

In France, the "Division 240" has been in force since May 2015, which includes the introduction of a new territorial zone - the "Semi Hautier" zone of 6 to 60 miles. For this new zone, boats flying the French flag must have at least one ISO 9650-2 certified life raft on board. If you sail under the French flag outside the 60-mile zone, your boat must be equipped with a Bureau Veritas certified ISO 9650-1 life raft.

Italy - What are the regulations for carrying life rafts?

The district is divided into mile zones, distance to the coast in nautical miles (NM):

Spain - When must a life raft be carried on board?

Find out about the respective equipment specifications in international areas.

Which life raft should I buy for my sports boat?

Before buying a life raft, it is important to consider your needs clearly and then determine the necessary features of the life raft. In short: Blue-water sailors have different requirements for a life raft than coastal sailors on the North Sea and Baltic Sea.

In addition to the required ISO type , the number of persons required should also be considered when purchasing a life raft. The bigger the better as a concept does not work here, as the life raft's buoyancy is based on the weight of the occupants. There is a risk of capsizing if the number of persons or the corresponding weight is exceeded or not reached.

What are the guidelines for the condition and specifications of life rafts according to ISO 9650?

In 2005, the international ISO 9650 standard for life rafts on sailing and motor boats was introduced. This standard specifies the technical condition of life rafts, the extent of emergency equipment and the materials that may be used in the manufacture of life rafts. However, compliance with this standard is not compulsory in all countries. Compliance is voluntary.

Details regarding differences can be found below in the comparison table for ISO 9650-1 life rafts & ISO 9650-2 life rafts.

ISO 9650 applies to sailboats and motorboats up to 24 metres in length and classifies life rafts according to two main categories:

ISO 9650-1 Life Rafts for Offshore & Transocean

• ISO 9650-2 Life Rafts for Coastal Areas

Life rafts of type 9650-1 are divided into two groups for different operating temperatures: Group A life rafts are designed for a temperature range from -15 to +65° Celsius and Group B life rafts for temperatures between 0 and +65° Celsius.

These life rafts are available in various configurations: For an estimated rescue period of less than 24 hours as a standard package and for an estimated rescue period of more than 24 hours with survival equipment, such as drinking water and emergency provisions.

SEAGO SEA MASTER ISO 9650-1 / ISAF, for unrestricted offshore use and for category 1 and 2 regattas. Available either in a robust flat container or packed in a bag. Additional equipment can be carried in a "grab bag". Make sure that the grab bag is waterproof and floatable.

ISO 9650-1 Life Rafts

ISO 9650-2 Life Rafts for Use in Coastal Areas

Life rafts of type 9650-2 are safe to deploy in temperatures between 0 and +65° Celsius and are configured as a standard package for a maximum duration of 24 hours.

If you only sail close to the coast, an ISO 9650-2 life raft will meet all requirements.

SEATEC by SEAGO life rafts. These life rafts are for 4, 6 or 8 persons and are suitable for sailing along the North Sea or Baltic coast for example, on big lakes and inland waters. They come as a standard package without drinking water but with 2 parachute flares and 3 hand flares and have the advantage that they are French Bureau Veritas approved and Italian RINA approved.

ISO 9650-2 Life Rafts

Comparison of ISO 9650-1 Life Rafts & ISO 9650-2 Life Rafts

What emergency equipment is found in life rafts?

How do I store my life raft on board?

The life raft is optionally packed in a handy bag or a sturdy GRP container. Choose an on-board storage location for the life raft that is always in view and can be reached quickly by the entire crew. A stainless-steel holder on deck is ideal for storing a life raft on board. The life raft is attached to the holder with a rip cord.

Storing the life raft on board

How is the life raft activated in an emergency?

In an emergency, the life raft and its container are thrown into the water. A crew member then pulls the rip cord, which is up to ten metres long, until resistance is felt. This point is often marked in colour on the cord. With a jerk of the hand, the release mechanism is activated and the buoyancy chambers of the life raft are automatically filled with air or CO2. The pull rope can now be tied to the side of the ship (manually or with the winch for sailing ships). The life raft should always be pulled to the ship's side, never to the stern. The stern will act like a guillotine in rough seas and could damage the life raft.

Alternatively, an on deck life raft can be fitted with a hydrostatic inflator . When the life raft is under water (water depth 1.5 - 4m), the hydrostatic inflator is activated by the water pressure and the life raft floats up and inflates automatically. However, hydrostatic inflators must be replaced every 2 years.

Practice dealing with an emergency at sea without getting into danger - this can bedone during safety training in Neustadt/Holstein, Info: www.kycd.de

Hydrostatic inflator

What is important to know when getting into a life raft?

The most physically-able person should enter the life raft first. This person can then help the other crew members into the life raft. Ideally, all persons should climb into the life raft directly from the ship without entering the water. If this is not possible, many life rafts have ladders or boarding aids that make it easier to access the life raft from the water.

Only when all crew members are in the life raft and the ship actually sinks (usually many hours later) can the pull rope be finally detached from the ship. All life rafts are equipped with a knife for this purpose.

Why a personal grab bag is a good idea and what it should contain

Check in advance the emergency equipment available on the life raft and replenish if necessary. A personal grab-bag makes a sensible addition to the accessories a life raft is usually equipped with. A grab-bag is a waterproof and floatable bag or container in signal colour. You can also carry important documents and personal items in a waterproof and floatable grab-bag that are essential in an emergency and must not be missing. This may include:

• Important medication
• Copies of important documents (Boat license, purchase agreement of the vessel, etc.)
• Passport & credit card to identify yourself after recovery & to obtain money
• Sunglasses & sun cream
• Handheld radio and/or satellite telephone for communication
• EPIRB or SART AIS transmitter for sending an emergency signal
• Water & additional food items

We recommend testing the bag or container after it has been filled to see if it can float before starting the journey. If this is not the case, you can either put a float in it or fill it with air. Not all items in a grab bag can be permanently stored in it. Handheld radios and credit cards, for example, are probably still needed during sailing and will be stored elsewhere on board. It is a good idea to put a sticker on the grab bag listing the items that need to be added in an emergency, so that you don't forget anything important, especially in stressful circumstances.

How often must a life raft be serviced?

A life raft can only function in an emergency if all relevant components are in perfect condition. Regular maintenance of the life raft is therefore essential. Each manufacturer has its own guarantee and maintenance interval regulations, which should be strictly adhered to (guarantee up to 18 years; maintenance usually every 3 years). SVB is a maintenance station for life rafts made by PLASTIMO , XM , ZODIAC , SEAGO und SEATEC . SVB is regularly trained, tested and certified by these companies. The maintenance carried out by SVB is fully documented for you in a log or check-book.

What does the SVB life raft maintenance service include?

• Checking the general condition of the life raft, e.g. ballast chambers, roof and bottom
• Replacing parts such as seals, masking tape, signalling equipment, etc.
• Inspection and replacement of emergency provisions and water for damage and expiry date
• Testing the function of the ignition head
• Pressure test and leak test of the individual air buoyancy chambers
• Testing of the regular opening and closing of the intake and pressure relief valves
• Packaging and sealing of the life raft in a vacuum bag and in its original packaging (container or bag)

Every life raft has a maintenance interval prescribed by the manufacturer, which should be strictly adhered to.

A life raft is a vital piece of equipment for your sports boat or sailing yacht! Before buying a life raft, make sure you know where you will be sailing and the number of crew you will need it for. After purchasing a life raft, take a closer look at how it works and the emergency equipment available, and add to this according to your personal needs. Have your life raft serviced according to the manufacturer's instructions. You will then be well prepared for an emergency that will hopefully never occur.

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Written by our SVB (technical) experts

Our SVB safety experts regularly carry out maintenance checks and tests on our safety products, such as life jackets, life rafts etc. They test products and base their recommendations on many years of experience and their own know-how.

Choosing the right life raft for your boat

Ensure the safety of your family and crew while sailing by choosing the right life raft for your boat - read our comprehensive guide to learn about the factors to consider and make an informed decision.

Choosing the Right Life Raft for Your Boat

As you embark on your sailing adventure, leaving the rat race behind and embracing the open sea, the safety of your family and crew should be your top priority. One of the most critical pieces of safety equipment on any boat is the life raft. In this comprehensive guide, we will explore the various factors to consider when choosing the right life raft for your boat, ensuring that you are well-prepared for any emergency situation that may arise.

Table of Contents

Why you need a life raft, types of life rafts, capacity and size, life raft features, storage and deployment, maintenance and inspection.

While we all hope to never find ourselves in a situation where we need to abandon ship, the reality is that accidents and emergencies can happen at any time. A life raft serves as your last line of defense in the event of a catastrophic event, such as a fire, collision, or sinking. It provides a temporary shelter and survival platform for you and your crew, increasing your chances of being rescued.

In addition to being a crucial safety measure, having a life raft on board may also be a legal requirement, depending on the size of your boat and the waters you plan to sail in. Many countries and sailing organizations have specific regulations regarding life rafts, so it’s essential to familiarize yourself with these requirements before setting sail.

There are several types of life rafts available on the market, each designed for different types of vessels and sailing conditions. The main categories of life rafts include:

Coastal Life Rafts

Coastal life rafts are designed for use in relatively sheltered waters, close to shore. They are typically lighter and more compact than offshore life rafts, making them suitable for smaller boats with limited storage space. However, they may not be as durable or well-equipped as their offshore counterparts, and they may not meet the requirements for boats sailing in more challenging conditions.

Offshore Life Rafts

Offshore life rafts are built to withstand the harsh conditions of open ocean sailing. They are generally more robust and better equipped than coastal life rafts, with features such as insulated floors, heavy-duty canopies, and more extensive survival equipment. These life rafts are suitable for boats that venture far from shore and may be required for boats participating in offshore races or cruising in remote areas.

ISO 9650 Life Rafts

The International Organization for Standardization (ISO) has developed a set of standards for life rafts, known as ISO 9650. These life rafts are designed to meet specific performance criteria and are subject to rigorous testing and certification. ISO 9650 life rafts are available in two types: Type 1 for ocean use and Type 2 for coastal use. Choosing an ISO 9650 life raft ensures that you are getting a high-quality, reliable product that meets international safety standards.

When selecting a life raft, it’s essential to consider the number of people it needs to accommodate. Life rafts are available in various capacities, typically ranging from 4 to 12 persons. It’s crucial to choose a life raft with a capacity that matches or exceeds the number of people on board your boat.

Keep in mind that the stated capacity of a life raft refers to the number of people it can accommodate in an emergency situation, not necessarily in comfort. In a real-life scenario, you may need to accommodate injured crew members or additional supplies, so it’s a good idea to choose a life raft with a slightly higher capacity than the number of people on board.

In addition to capacity, consider the size and weight of the life raft. Smaller boats may have limited storage space, so it’s essential to choose a life raft that can be easily stowed and deployed. Some life rafts are available in compact, lightweight models designed specifically for smaller vessels.

Life rafts come with various features designed to enhance their performance and survivability in emergency situations. Some key features to look for when choosing a life raft include:

Canopy: A canopy provides protection from the elements and helps to maintain body heat. Look for a life raft with a high-visibility canopy that is easy to erect and has adequate ventilation.

Insulated Floor: An insulated floor helps to protect occupants from cold water and provides additional buoyancy. This feature is particularly important for life rafts intended for use in cold water environments.

Ballast Bags: Ballast bags are weighted compartments that fill with water, helping to stabilize the life raft and prevent it from capsizing in rough seas. The more ballast bags a life raft has, the more stable it will be.

Boarding Ladder: A boarding ladder or ramp makes it easier for occupants to enter the life raft from the water, particularly in rough conditions or when wearing bulky survival gear.

Survival Equipment: Life rafts should come equipped with essential survival equipment, such as flares, signaling devices, a first aid kit, and water and food rations. Some life rafts also include additional items like a sea anchor, fishing kit, or repair kit.

Proper storage and deployment of your life raft are critical to its effectiveness in an emergency. Life rafts are typically stored in either a hard container or a soft valise. Hard containers are more durable and provide better protection for the life raft, but they can be bulky and heavy. Soft valises are lighter and more compact, but they may not offer the same level of protection.

When choosing a storage location for your life raft, consider the following factors:

Accessibility: The life raft should be easily accessible from the deck and cockpit, even in rough conditions or when the boat is heeled over.

Protection: The life raft should be protected from damage caused by UV exposure, chafing, or impact.

Deployment: The life raft should be stored in a location that allows for quick and easy deployment in an emergency. Some life rafts are designed to be mounted on deck or in a dedicated storage locker, while others can be stored in a cockpit locker or below deck.

Regular maintenance and inspection are essential to ensure that your life raft remains in good working order. Most life raft manufacturers recommend that their products be serviced and inspected every three to five years, depending on the model and usage. This service typically includes a thorough inspection of the life raft’s fabric, seams, inflation system, and survival equipment, as well as any necessary repairs or replacements.

It’s also a good idea to familiarize yourself with your life raft’s operation and practice deploying it in a controlled environment. This will help to ensure that you are prepared to use the life raft effectively in an emergency situation.

Choosing the right life raft for your boat is a critical decision that can have a significant impact on the safety and well-being of your family and crew. By considering factors such as the type of life raft, capacity, features, storage, and maintenance, you can select a life raft that meets your specific needs and provides the best possible protection in an emergency situation. Remember, a life raft is an investment in your safety and peace of mind as you embark on your sailing adventure, so choose wisely and sail with confidence.

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Liferafts on Ships – Parts, Location, and Launching Procedure

Life rafts are survival equipment provided as a life-saving appliance on every seagoing merchant or passenger ship, in addition to the lifeboats .

Life rafts are much easier to launch than lifeboats. In emergencies, evacuation from the ship can be done without manually launching any of them, as the life rafts are designed with an auto-inflatable system.

SOLAS Chapter III gives all the details for the types, and the number of life rafts to be carried according to the size and type of the ship.

Table of Contents

Where Are Liferafts Located On Ships?

Life rafts are typically located on the muster station, on the port and starboard side near the lifeboat, and on the aft of the ship. The location generally depends on the size of the ship.

Life rafts are stored in a fibreglass container, and a high-pressure gas inflates them during an emergency.

A Hydrostatic Release Unit (HRU) is connected to the raft container and ship, which releases the raft even after the vessel sinks in water.

The particulars of the raft are stencilled on the container, which includes the capacity, manufacturing date, servicing date, company name, etc., along with the launching procedure  with a photogenic display for easy understanding.

The raft already contains the essential survival items, including rations, pyrotechnics, life jackets, etc.

Some ships carry a davit launching system allows the crew to inflate and board the raft on the deck, avoiding the risk of seawater entering.

Important Solas Requirements For Life Rafts

• All liferaft provided on ships should be bestowed with its painter permanently attached to the vessel.
• Each liferaft or group of liferafts should be stowed with a float-free arrangement complying with the requirements so that each floats free. If it is an inflatable raft, it should inflate automatically when the ship sinks.
• Liferafts should be stowed to permit the manual release of one raft or container at a time from the securing arrangements.
• Davit-launched liferafts should be stowed within reach of the lifting hooks unless some transfer is provided, which is not rendered inoperable within the limits of trim and list as required or by ship motion or power failure.
• Liferafts intended for throw-overboard launching should be stowed to be readily transferable for launching on either side of the ship.

Parts of Liferaft

Servicing of Liferafts

All liferafts shall be serviced:

• at intervals not exceeding 12 months (if impracticable, the administration may extend this period to 17 months)
• at proper service stations with proper servicing facilities and trained professionals

Davit-launched liferaft automatic release hooks should be maintained following instructions for onboard maintenance

Essential Requirements for Liferafts and Carrying Capacity

The liferaft of any ship needs to follow the regulations mentioned in SOLAS. Some of the important points regarding liferafts are:

• The lift raft should be capable of withstanding exposure for 30 days afloat in all sea conditions
• When dropped into the water from a height of 18 metres, the life raft and all equipment in it will operate satisfactorily.
• The floating life raft should be capable of withstanding repeated jumps on it from a height of at least 4.5 metres above its floor, both with and without the canopy erected.
• It can be towed at 3 knots with its complete equipment, complement of persons and one anchor streaming.
• Canopy to provide insulation and protection against heat and cold by two layers of material separated by an air gap
• Interior to be of a non-discomforting colour.
• It shall admit sufficient air for the occupants at all times, even when the entrance is closed
• It shall be provided with at least one viewing port
• It will be given with a means of collecting rainwater
• It shall be provided with a tool to mount a survival craft radar transponder (SART) at the height of at least 1 meter above the sea level
• It shall have sufficient headroom for the sitting occupants under all parts of the canopy
• The minimum carrying capacity must be at least six persons
• The maximum weight of its container, as well as the equipment, should not exceed 185 kilos
• The life raft shall be fitted with an efficient painter of length equal to the minimum of 10 metres plus the distance from the stowed position to the waterline in the lightest seagoing condition or 15 metres, whichever is greater
• A manually controlled lamp shall be fitted on the top of the canopy, and the light shall be white, and it must operate for at least 12 hours with a luminous intensity of not less than 4.3 candela
• If the flashlight is fitted, it shall flash at a rate of not less than 50 flashes and not more than 70 flashes per minute for the 12 hours that it burns
• A manually controlled lamp shall be fitted inside the life raft, capable of continuous operation for at least 12 hours
• When the liferaft is loaded with a full complement of persons and equipment, it should be capable of withstanding a lateral impact against the ship side at an impact velocity of not less than 3.5m/s and also drop into the water from a height of not less than 3 metres without damage
• CO2 does inflation with a small quantity of N2, which acts as an anti-freezing element. Also, CO2 is non-flammable and weighs more than air, adding buoyancy to the raft. The freezing point of CO2 is -78 degrees so that it can inflate life rafts at shallow temperatures
• Location on a ship: – Forward – At embarkation stations on both port and starboard sides
• The painter breaking strength should be: – 15kN for 25 people and more – 10 kN for 9 to 24 people – 7.5 kN Rest (6-9)

Safety Features on a Liferaft

Some of the main safety features of a liferaft are:

• Pressure relief valve
• Stabilizing pocket
• Insulated canopy with two layers for protection against heat and cold

Important Liferaft Equipment

All liferafts on ships are fitted with the following equipment:

• Rescue quoits with minimum 30-metre lines
• Non-folding knives with buoyant handles
• For 12 persons or less, one bailer. For more than 13 persons, 2 bailers should be kept.
• Two sponges
• Two buoyant paddles
• Three tin openers
• Two sea anchors
• One pair of scissors
• One first-aid waterproof kit
• One whistle
• One waterproof torch for communicating Morse code with one spare set of batteries and a bulb
• One signalling mirror/heliograph
• One radar reflector
• One life-saving signal waterproof card
• One fishing tackle
• Food ration totalling not less than 10000 kJ for each person
• Water ration- 1.5 litres of fresh water for each person
• One rustproof graduated drinking vessel
• Anti-seasickness medicine is sufficient for at least 48 hours, and one seasickness bag for each person.
• Instructions on how to survive (Survival booklet)
• Instructions on immediate action
• TPA is sufficient for 10% of the number of persons or two, whichever is greater
• Marking shall be SOLAS ‘A’ Pack
• 6 Hand Flares
• 4 Rocket Parachute Flares
• 2 Buoyant Smoke Signals

Markings on a Liferaft Container

Important markings provided on a liferaft container are:

• Maker’s name and trademark
• Serial number
• Name of Authority
• Number of persons carried
• SOLAS emergency pack enclosed
• Date of the last service
• Length of painter
• Maximum height of stowage
• Launching instructions

Markings on an inflatable Liferaft

Important markings provided on an inflatable type of liferaft are:

• Serial Number
• Date of manufacture
• Name of approving authority
• Name and place of the last service
• Number of persons permitted

Launching of a liferaft when the ship sinks and HRU activates (Auto)

A general overview of the launching procedure of a liferaft when the ship sinks is as follows:

• When the ship sinks up to 4 metres, the water pressure will activate a sharp knife in the HRU
• It will cut the securing rope around the container/canister of the raft, and the raft will float free
• As the ship sinks further, the painter line will stretch, and it will inflate the life raft
• Due to the increase in buoyant pressure, the weak link will break at around 2.2 kN +/- 0.4, and the raft will be on the surface.

Read: Liferaft release system and launching procedure

Launching the life raft manually

• Take out the painter of the raft
• Fasten it to the ship side at a strong point
• Remove the railing and check overboard for any obstructions
• Unfasten the hook from the cradle
• Two people can lift the life raft and throw it overboard
• After it’s thrown, pull the painter sharp until the life raft inflates
• With the painter, pull it towards the ship’s side
• Lower the embarkation ladder or jump directly onto the life raft, depending on the situation and the time at hand
• Sit wide order face to face to prevent any imbalance
• Ensure SART and EPIRB have been carried
• Take a headcount
• Cut the painter using the knife, paddle, or anchor, clear away from the ship.

If the life raft inflates and is upside down, the raft has a righting strap capable of stabilizing it. Climb onto the CO2 cylinder and pull it in the same direction as the wind to do so.

Watch: How to launch and board an inflatable liferaft?

Launching the life raft by the Davit

• Remove the ship’s handrail
• Remove lashings from the container
• Lower the davit and lock it with the lifting shackle
• Secure canister lines outboard
• Secure browsing line
• Pull the painter out approximately 5-6 metres
• Secure the painter’s line
• Pull the entire length of the painter
• Now lift the life raft canister to some height
• Pull the painter sharply and let it inflate
• After it inflates, secure the liferaft
• One person should go in and make some checks
• Collect the SART and EPIRB
• Go inside and sit evenly
• Release the bowsing line and pass to the raft
• Check if the launching area is clear
• Lower the raft using the brake release
• Operate hook release 1m above the water or allow the raft to ride a crest of the wave to put the load on the water, and it will automatically release
• Cut the painter and clear away

You might also like to read

• Types of Lifeboat Release Mechanisms And Solas Requirements For Lifeboats
• Measures To Stop Accidents On Lifeboats
• Survival at Sea: How to Safely Beach a Life Boat?
• Enclosed Lifeboat Release Accidents: Reasons And Prevention
• Types of Life-Saving Equipment Onboard Ships
• Concept: A Life Raft that Makes Drinking Water from Seawater

About Author

Shilavadra Bhattacharjee is a shipbroker with a background in commercial operations after having sailed onboard as a Third Officer. His interests primarily lie in the energy sector, books and travelling.

Read More Articles By This Author >

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In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this website.

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19 comments.

How many life rafts are there on ships and how many are sold each year? Any idea? Kind regards Chris

As stated in the article, the number depends on the size of the ship. You can refer regulation under SOLAS III/31.1.1.2.

What is the standard lenghth of an operating cord in an inflatable life raft?

Can you please provide the reference material used for the Basic Construction Details of Life Rafts section.

IS THERE A RELATION OR A RULES FOR POSITIONING OF DAVIT LIFE RAFT IN RELATION WITH THE POSITION OF FREE FALL LIFEBOAT

What if a liferaft failts to inflate or open? What action to be taken in that case sir ?

Can you tell me what is the minimum length of the ship which requires laftraft in forward sir maam?..pls rply thanks.

Hello, I’d like to know about that quantity of water and food ration. In the article says “Water ration- 1.5 litres of fresh water for each person”. This is a daily amount info? Appreciated Alex

It is allowed to put Ship’s name and Port of Registry to our inflatable Life rafts in the vessel?

Best Regards, Oliver

Remote liferafts asper SOLAS Ch III Regulation 31

1.4 Cargo ships where the horizontal distance from the extreme end of the stem or stern of the ship to the nearest end of the closest survival craft is more than 100 m shall carry, in addition to the liferafts required by paragraphs 1.1.2 and 1.2.2, a liferaft stowed as far forward or aft, or one as far forward and another as far aft, as is reasonable and practicable. Such liferaft or liferafts may be securely fastened so as to permit manual release and need not be of the type which can be launched from an approved launching device.

So for remote liferafts:- • HRUs are not required. • Must have means of rapid, easy manual release, while being secured against sea damage. • Must have sufficient means of embarkation (a knotted lifeline is not acceptable).

These lifeboats shall be of at least for 6 persons capacity since no liferaft shall have a capacity less than 6 people.

What is the standard size of a Painter line for a rigid life raft?

A good video, but @3:30 an inflated liferaft does not become “more heavier”, it becomes more buoyant

Than you Ian for the clarification. ??

How many types of liferaft

Life raft hose assembly, non-metallic for our 20 and 10 man life rafts, we use compressed air to fill our tanks and was wondering what the end fittings should be made of….should it be stainless steel , nickel, or brass.

Good Day My name is Charles Merritt and I will like to order life. Kindly email back with the cost of Revere Coastal Elite Life Raft and we can proceed from there. Thank you

Is it possible that a rocket parachute or hand flare of survival pack burst operate itself

It is unlikely for a rocket parachute or hand flare of survival pack to operate on its own without being activated.

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9 Life Rafts Reviewed

• By Mark Pillsbury
• Updated: March 9, 2009

After a full day of climbing into, out of, over, and under a string of new life rafts, I couldn’t decide if it was my jump off the boat or the jump that followed mine that gave me the most pause for thought. The first came about as I stood amidships on Little Wing, the Passport 40 we’d borrowed for the day. It was August in Rhode Island, and I wore my foul-weather jacket and had a life jacket zipped tightly around me. Three feet below and a couple of feet from the deck, the gaping mouth of a Winslow ISO Global Star six-person life raft awaited me and my three colleagues lined up along the rail.

Streaming out behind us were seven more life rafts (a ninth was tested on another day), representative of the latest generation of safety equipment being built to standards now mandated by some offshore-racing and rally organizers. While we weren’t conducting a formal test, the CW editorial team had decided to review the features of each raft, spend some time using them, then pass along our findings to readers to help you consider the many options available.

No time being like the present, I stepped to the lifelines and made the leap. As I landed and slipped quickly to my knees, I felt cold water rush around my legs and up my coat as I scurried out of the entranceway. I’d always wondered how it would feel to abandon ship, and though this was but a drill, that first step from a solid deck to a watery, bouncy raft had been, well, different.

Then came the second jump. With a dull thud, heavy boat shoes hit the life raft’s floor. They came in fast and threatening. The floor pitched, and Doug Ritter, executive director of Equipped to Survive, tumbled into me as he slid out of the doorway and off to the side to make way for the others. Quickly, our consultant on this project, Steve Callahan, the author of Adrift, the chronicle of his 76 days in a raft crossing the Atlantic, and CW managing editor Elaine Lembo followed, with knees and elbows flying. And then there were four of us under the fabric canopy, sizing up the space and imagining what it would be like if we were really calling this home until rescuers arrived, what boarding might have been like if it were taking place at night and in heaving seas, and, most important, how easy, even in these controlled conditions, it would be for someone to be injured-when jumping or when being jumped upon-and for serious complications to quickly set in. Elaine, in fact, was about to get a too-real taste of trouble as we went through our planned assessment drill.

By day’s end, once we’d finished going through the inventory of safety equipment stored aboard each raft, Steve would conclude that, as with most things relating to boats, a lot of compromises had to be made on how each raft was designed, built, and equipped. As a group, we found notable variations in comfort, kit, and construction, but we also agreed that should we find ourselves on a sinking boat far from shore, we’d be pretty relieved to step aboard any of the rafts that we’d looked at.

First though, we had to put these puppies through their paces. As those aboard Little Wing let out our painter, we were pushed backward by the current that in a minute would make it hard for us to swim about in our foul-weather gear, life jackets, and other clothing. One by one we jumped into the water, then used the Winslow’s inflatable ramp and ladderlike webbing that runs across the raft’s interior to pull ourselves back aboard-a maneuver that took a surprising amount of upper-body strength and defied a graceful execution. Then we crowded to one side of the raft, used the strings hanging from the bottom to empty its ballast bags, and flipped it over, taking to the water again. We decided that Elaine, the smallest and lightest, would use the strap across the bottom of the raft to climb up its side and right it. It was hard work and took her a few tries, but soon the raft slowly rose and rolled back onto its bottom-landing on top of a disoriented Elaine. Though she was at the edge of the circular raft, her life jacket and wetsuit pushed her upward and into the floor. Quickly, Steve Callahan sized up the problem and pulled her, sputtering, free. Yes, these rafts are a serious business.

Gretchen Thor | | With 4 square feet per person, even a six-person raft is “cozy” when Sue Pillsbury (left), Mike Lovett, Steve Callahan, and a photographer are aboard. |

A Comparison of Features After consulting on the latest industry trends with Jim and Dan O’Connor, who run Life Raft & Survival Equipment, based in Portsmouth, Rhode Island, Cruising World editors decided to take a look at some of the new life rafts being built to standards drafted by the International Organization for Standardization and the International Sailing Federation, commonly referred to respectively as ISO and ISAF. (See “A Discussion of Life-Raft Standards,” page 64.) These rafts are required aboard sailboats participating in certain offshore-racing events, and often such requirements trickle down to cruiser-based rallies, such as the Atlantic Rally for Cruisers, which now mandates a life raft meeting International Convention for the Safety of Life at Sea (SOLAS), ISAF, or ISO 9650 guidelines. It’s likely, we felt, that this new generation of rafts could create a buzz at boat shows when customers inquire about new products.

The manufacturers that participated in our review included DSB, Revere Survival Products (the sole raft in our study that isn’t built to a particular set of standards but is intended for offshore work), Switlik Parachute Company, Viking Life-Saving Equipment, Winslow Life Raft Company, and Zodiac. In a separate session, we also took a look at a raft that Zodiac builds to specifications developed by West Marine.

Both manufacturers and safety experts on hand for our session were quick to point out that while there are valuable features in these standards-based rafts, there are some tradeoffs, too, primarily because these rafts tend to be heavier and more expensive. Unless one is planning to sail in an offshore race or rally, there may be no need to upgrade from your old raft or pay a premium for one of the models we looked at.

What was clear as the rafts were inflated, one after the other, is that there are a lot of variations to consider. Such factors as raft shape, tube construction, canopy height, floor insulation, door size, and ventilation can have a pronounced effect on comfort and performance offshore. Round rafts are thought perhaps to be more stable, rectangular ones more comfortable for stretching out, and high canopies may make it easier for tall people to sit up for long periods. But stability also depends to a large degree on the form and function of the raft’s ballast bags, while a high canopy that allows for headroom will increase windage, meaning you may drift farther afield from where your EPIRB initially signaled. Of course, if the emergency signal stopped broadcasting, that increased windage might help you drift to shore faster, too.

On the Water To get a look at the rafts, we launched most from a dock, but we saved one packed in a valise and one in a canister to deploy from the deck of Little Wing. Our learning curve began as we carried each raft down the dock to be thrown off. Those packed in hard-shell canisters, which outweigh valises by about 10 pounds, were heavy, and almost all were hard to grip. On a pitching deck, it would be tough work for a shorthanded crew to move one of these about. That said, most canisters sit in a deck-mounted bracket and wouldn’t need to be moved far to reach the rail. Still, some straps or handholds are needed; one offered only a fingertip grip where the two halves of the canister came together. The valises, with their hand straps, were much easier to handle, thought it was tough to imagine lugging one up from below in less than 15 seconds, which is one of the safety criteria cited by U.S. Sailing.

Once each raft was launched, the painter was tugged to fire off the inflating mechanism. Because rafts may be deployed in a wide range of temperatures, there’s extra gas in the inflation canister. We soon got used to the loud hiss of excess gas venting from the expansion valves. Callahan said that in the fury of an emergency, that hissing is often mistaken for a leak. But expansion valves are needed since pressure within the rafts’ tubes changes with temperature and must be allowed to vent.

With the launch of each raft, we witnessed many variations in features: inflatable boarding ramps, ladders made from webbing, fold-down fabric ramps, small doors, large doors, windows, observation hoods, and several different locations where painters might be attached. In the drills that would follow, we’d find that each variation had its pros and cons. Small doors make for good protection from the elements, but landing in such a hole when jumping aboard is harder. Webbing rungs designed for easy boarding can tangle legs. And a painter that keeps the door of the raft facing the opening in the lifelines can make boarding from the water all the more difficult. To me, the biggest takeaway from this preliminary assessment was this: Whatever raft you buy, you’ll be well served to find an opportunity to become familiar with it before you need to use it on some dark night. Dealers and manufacturers either run training sessions or can point you to a third party so you can at least experiment with a similar model. Or better yet, when your raft is due for servicing, your repack station can open it with you in a controlled manner that won’t add wear and tear to the raft.

A Look at the Rafts

Gretchen Thor | | DSB ISAF Standard |

DSB ISAF Standard: DSB provided a pair of four-person rafts built to ISAF requirements, its ISAF Standard and its ISAF Ocean XR Self-Righting. The Standard, roughly rectangular in shape, comes packed in a valise. At 55 pounds, it’s the lightest we looked at. Inflated, the canopy has a generously sized opening on one side that uses a zipper and hook-and-loop fasteners to seal out the elements; there’s an observation hood, or inspection port, across from it. Outside the entrance, a fabric ramp folds down on webbing, with a web ladder underneath it so you can get a knee up when climbing in from the water. In general, we found it more difficult to climb aboard rafts with fabric rather than inflatable ramps.

The inner floors of both DSB rafts are made from insulated material (think cellular foam) with a surface that reflects heat back into the raft. On these rafts, the floors were attached to buttons in the corners, and both liners came loose as we moved about. We also found that the emergency equipment wasn’t adequately secured and tended to clutter the entranceway as we climbed aboard. Both rafts had conical sea drogues, some of the better we saw, made from a mesh material that would let water pass through.

Gretchen Thor | | DSB ISAF Ocean XR Self-Righting |

DSB ISAF Ocean XR Self-Righting: Similar in shape to the Standard but with double arches, the self-righting ISAF Life Raft has an entrance on its longer side, which can be closed with a zipper and hook-and-loop fasteners, and a fold-down fabric entry ramp with webbing below. As in the Standard, there was a good ladderlike mesh of handholds running across the interior of the raft from the entryway, but unlike some rafts, this couldn’t be disconnected when everyone was aboard to get it out of the way. Once capsized, the raft needed only a little push to self-right; in waves it probably wouldn’t have needed help. While four could easily fit in either of the DSB rafts, quarters were tight, and all aboard concluded that if planning for a crew of four, a six-person raft would be worth the added expense. (DSB also manufactures 6-person rafts.) The extra space would also allow each crew to carry his or her own ditch bag, a practice recommended by safety experts. (Go to www.cruisingworld.com/1108ditch for more on ditch bags.)

Gretchen Thor | | Revere Offshore Elite |

Revere Offshore Elite: The six-person raft from Revere is built for offshore sailing but not to ISO or ISAF standards. Packed in a valise, it weighs just 63 pounds, making it relatively easy to lift. Inflated, the raft is square, with an ample doorway and a large entrance ramp that inflates with the raft. The raft’s canopy is relatively low and brightly colored for visibility. There’s a quilted inner floor that can be inflated to aid in the prevention of hypothermia in colder water, and a zippered window across from the opening serves as an observation window and provides cross ventilation. The exterior of the raft is well marked with reflective tape, but we found that when launching the raft, it was difficult to find on the valise the black patch secured by hook-and-loop fasteners that peeled off to expose the painter. We also found that the features of the raft itself weren’t as well marked as on some of the other models. Although the raft comes with an older, parachute-style sea anchor, a bonus feature is that it automatically deploys when the raft inflates. On the raft we looked at, safety gear wasn’t tied down well and, as on several of the rafts we capsized, tended to get strewn about.

Gretchen Thor | | Switlik MD-3 International Offshore |

Switlik MD-3 International Offshore: The Switlik six-person raft is built to both ISO and ISAF standards and came packed in a valise with lots of handholds that made moving the 97-pound package more manageable. When inflated, the octagonal-shaped Switlik has ample entrances on two sides and clear observation windows on two other sides. There’s a fold-down fabric ramp, with web steps below, in front of one entrance and a web ladder at the other entrance. When boarding from the boat, the Switlik’s main opening can be easily held in front of the lifeline gate because the painter attaches to a triangular bridle anchored to either side of the boarding ramp. However, when a swimmer enters the raft from the water while the raft is still tethered to the boat, this bridle gets in the way and makes it difficult for the person in the water to get a knee in place on the ramp. We found that good handholds made the second entrance an effective alternative for a swimmer. Inside, we found the canopy was well supported and had good headroom, and both entrances featured zippers to seal out the elements.

Gretchen Thor | | Viking RescYou |

Viking RescYou: Viking supplied two six-person rafts for our comparison, a standard model and a self-righting model; both are built to ISO and ISAF standards. The square-shaped RescYou standard raft was packed in a valise and weighs 77 pounds. Inflated, the tent-shaped canopy has one large opening whose flap can be sealed with a heavy-duty zipper; there’s an observation port/hood opposite for watchkeeping. At the entrance, there’s a rubber inflatable step with a webbing step that hangs beneath it. We found that this arrangement worked well when boarding from the water. The painter attaches to one corner of the raft, however, so we couldn’t hold the entrance square-on to the opening in the lifelines. The buoyancy tubes on both Vikings are made of two layers of natural rubber with a nylon core, which produces a tough, abrasion-resistant material. Inside both the rafts, the ladderlike handholds, made of webbing, can be untied and moved out of the way. We found well-secured gear bags in these rafts, with sea anchors lashed to them so the drogues could be found and deployed quickly after boarding, if needed. Moreover, Viking uses improved Icelandic-style drogues that have lines on their bridles so they can’t become tangled if they spin in the waves.

Gretchen Thor | | Viking RescYou Pro |

Viking RescYou Pro: The six-person self-righting raft we inflated came packed in a canister, which helped to make it one of the heavier we launched. The self-righting Pro model, rectangular in shape, has pointed ends that help increase buoyancy, and a well-supported arched canopy. Inflated, it has two large openings that can be sealed tight by flaps with heavy zippers. Like the standard RescYou, the Pro has an inflatable inner floor. All of the rafts we looked at rely on ballast bags that hang below the raft for stability. On several of them, it took two or three people leaning on one side to tip them over, but neither Viking could be tipped without a swimmer in the water to manually empty the ballast bags. Once up-ended, the Pro righted itself unassisted immediately, thanks to the large tubes that support the canopy.

Gretchen Thor | | West Marine ISAF Bluewater |

West Marine ISAF Bluewater: The six-person Bluewater raft is built by Zodiac to West Marine’s specifications with a nylon and butyl rubber sandwich. The raft is hexagonal in shape, which combines with double arches to provide better headroom. The arched, bright-orange canopy has two openings, one with a large self-inflating boarding ramp, the other with a web ladder that extends well below the surface. Both worked well when boarding from the water. A valve in one of the canopy arches on the raft we tested was apparently not seated properly and leaked as we boarded the raft. Our attempt to reinflate the tube was at first successful, but subsequently the hose on the emergency pump broke, a good reminder of Callahan’s advice always to carry a spare pump in your personal ditch bag. Callahan also noted as a plus that the valve used also allows one to reinflate the tube by mouth, if need be. Safety equipment was well secured in the raft, and the gear bag contained a good array of items, including clamps of several sizes to repair the raft in an emergency. The raft has a black inflatable floor that can be pumped up to provide insulation in cold water.

Gretchen Thor | | Winslow ISO Global Star |

Winslow ISO Global Star: The six-person Winslow raft, built to ISO standards, comes packed in a valise and weighs 99 pounds. Of all the rafts, this was the easiest to get into from the boat. Round in shape, it inflates with half of its canopy folded back, creating a large target to jump toward. The canopy can be fully removed for the tropics or zippered front and back to seal out the elements. Zippered windows can be opened for ventilation and for keeping a lookout. An inflatable ramp is found on one side of the raft and a web ladder on the other. We found that features and equipment are well marked; there’s no confusion about where to board, where to grip to right the raft, or what the function of a particular valve is. While the buoyancy bags on some of the rafts took some time to fill, Winslow has come up with a spring system that forces the bags to open and draw in water, so stability is quickly achieved after launching. The idea of internal ladderlike handholds made of webbing, which we saw in several of the rafts, was pioneered by Winslow, and in this raft, the ladder was easily removed with a clip. The Global Star comes packed with well-secured safety equipment, including a spare sea anchor. The primary sea anchor is self-deployed during inflation.

Gretchen Thor | | Zodiac Offshore ISAF |

Zodiac Offshore ISAF: At 95 pounds and packed in a canister, the Zodiac was one of the heavier rafts we launched, though moving it about was made somewhat easier thanks to carrying straps. We did find, though, that the canister, when lying flat and lifted, tended to quickly tip on its side. Inflated, the raft has a tent-shaped canopy and a fold-down fabric boarding ramp and good-sized entrances facing each other across the square-shaped craft. Inside, an aluminum-lined composite cellular foam floor acts as in insulator and reflects body heat back into the raft. The raft we looked at is used by Life Raft & Survival Equipment as a demonstrator and had seen multiple inflations, so we didn’t get a chance to inspect the ditch gear as supplied by the manufacturer. Company literature, however, indicates that it meets offshore ISAF requirements and is secured in a bag.

Mark Pillsbury is CW’s senior editor.

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A Guide to Life Rafts, Their Equipment, Storage and Deployment

Here’s the first part in a two part series on life rafts:  Nationally known safety-at-sea expert Chuck Hawley gives us a comprehensive guide on life rafts, their equipment and care…

Life rafts are designed to keep the crew of a vessel alive for a short period of time after the vessel becomes uninhabitable due to fire or sinking. They provide a modest amount of shelter, equipment, hypothermia protection and a larger target for rescuers. In virtually all cases, a floating boat is a better choice than a life raft, so the decision to abandon ship must be made with great care after weighing the options.

TYPES OF RAFTS Life rafts are classified in two ways: descriptive categories and international standards. The descriptive categories are loosely defined: one manufacturer may offer a raft in a lower category with some features from a higher category. The categories are frequently described as the following. Rescue platforms are flat disks intended to keep survivors out of the water for short periods of time and increase their survival time by reducing hypothermia. They have virtually no gear, and may have little if any ballast system. In general, rescue platforms would more than likely be found in aircraft or commercial applications.

Coastal or near shore rafts generally have a single buoyancy tube, a manually or self-erecting canopy, modest ballast systems, frequently using “Icelandic” ballast bags, and raft essentials in the equipment pack. In recent years, very small life rafts intended for small offshore fishing boats have been developed. These can be quite small when in their containers, yet provide protection for two to six persons when inflated.

Offshore or ocean rafts have either a single large buoyancy tube or two stacked tubes, a large self-erecting canopy frequently with two arch supports, improved ballast systems, more gear in the equipment pack, a provision for keeping a watch with the canopy closed, and an insulated floor. In general, when a racing sailboat selects a raft for those races that require one, the raft will be in this category. Capacities vary from four persons to twelve. SOLAS or Coast Guard approved rafts are similar to ocean category rafts but have much more equipment and may have insulated canopies for colder climates. These rafts may have a strong feature list, but it rapidly becomes a matter of how much one wants to spend and how much weight one can deal with compared to the incremental advantages. Some oceanic races may require SOLAS approved rafts.

There are several standards, old and new, which can define life rafts. Many life rafts were made to the older Offshore Racing Council or ORC standard based on a list of requirements for offshore racing found in the Offshore Racing Council requirements book, which has been replaced by the ISAF Special Regulations. Other standards include: IOS 9650, ISAF, SOLAS and U.S. Coast Guard.

Depending on the type of racing you are doing, you may have to buy or rent a raft that meets a very specific standard. Cruising sailors may not operate under such specific rules, and therefore may be able to use an existing raft regardless of its category until the useful life of the raft has been reached and it can no longer be repacked.

There are two types of life raft containers that you can choose between. A valise for the raft is made of coated fabric and fits over the raft like a tight duffle bag. While a valise-packed life raft is generally somewhat lighter and less expensive, it does not provide as much impact protection, UV protection, or water intrusion protection.

The other option is a canister, which will come in a plastic or fiberglass two-piece shell. The canisters may be sealed between the halves, or may have a shoebox-style lid that sheds water. Regardless, the canisters are not perfectly waterproof and will probably have drain holes in the bottom to allow condensation and other water to escape. The overriding rule is to mount valise rafts in dry locations, such as a cockpit locker, while a canister can be mounted on an exposed deck.

STOWAGE AND SERVICING Raft manufacturers warranty most life rafts for 10 or 12 years, based on servicing according to their recommendations. In fact, a raft that is kept dry and is regularly repacked may last for 20 years or more until it is condemned by a factory-authorized service station. All of this depends to a large degree on whether the raft is damaged by water intrusion that leads to deterioration.

Many rafts are now vacuum-packed in sealed bags to prevent water from deteriorating the raft while in storage (presuming the bag remains intact.) Opinions vary as to the effectiveness of the vacuum packing, but virtually all experts believe that the quickest way to shorten the service life of a raft is to allow it to get wet and then leave the water in place. Fabric deterioration, metal corrosion, and seam failure can be the result.

Regardless of the type of raft, all rafts must be serviced according to the manufacturer’s recommendations by an authorized service station. And, if any raft is thought to have become “wet”, it should be serviced at the earliest practical time.

Although not common, there have been instances of inadequate servicing that have led to raft failures or raft theft (what was thought to be a raft turned out to be bricks and an old sail contained in a life raft canister). Since the only time you’re likely to need a life raft is when your life is threatened, you should “choose your raft repacker with the same care as you choose your family physician” in the words of the late Capt. John Bonds. An authorized repacker will invite you to see the raft when it’s in the process of being repacked so that you can see its features and understand what it contains, and what it does not. (For more on life raft repacking see page 46.)

LIFE RAFT EMERGENCY PACKS Life rafts contain a distressingly modest amount of gear compared to what many raft survivors would have liked. This appears to be one of the great disconnects in expectations vs. reality, and for good reason. Most things in life are apparent and obvious: you can see and touch them and add to them if necessary. When you pack for a vacation, you know exactly what you’re carrying. A life raft emergency pack is different: it’s hidden from view, extremely space and cost constrained, and not visible until it’s too late to change it. In fact, life raft emergency packs can be added to when a life raft is being serviced, although the space is very tight, and some life raft repackers are not allowed to add items based on your specific type of raft and case. The commonly supplied items are for the preservation of the raft, and not the crew. Common items include patch kits, leak stoppers (tapered rubber plugs that screw into holes in the fabric), raft repair clamps, topping-off pumps, bailers, paddles, sponges and overpressure valve plugs.

The next “level” up the survival chain generally includes some SOLAS flares (commonly three handheld and two rocket parachute flares), a fishing kit, a small medical kit, a signaling mirror, some sachets of water (125ml each, four per person), and seasickness pills. Take a look at the life raft manufacturer’s website or brochure to see exactly what’s included. Remember that many items will be due to a international standard as opposed to the whim of the life raft marketing team.

In Coast Guard and SOLAS rafts the inventory gets dramatically better, albeit heavier. More water, possibly some high calorie rations which do not require much water for digestion, a second drogue, and possibly some storage bags for all the gear. What’s missing is vital: EPIRBs or other signaling electronics including a SART (Search And Rescue Transponder), a watermaker and a handheld VHF radio. And if you or anyone on your crew requires medicine on a regular basis to treat a chronic health condition, you had better carry it with you in the ditch bag because the life raft will surely not have it as standard equipment.

DITCH BAGS If you want gear in your raft, and the raft doesn’t come with it, then you’ll want to make sure your ditch bag does. Five items that are a must include: •  An EPIRB (preferably) or a PLB. • A watermaker like the Katadyn Survivor 06. •  A waterproof handheld VHF radio with extra batteries. •  Any prescription medicine that the crew requires. •  A pair of cheap reading glasses.

The value of an EPIRB cannot be overemphasized. This single device will turn a life raft experience from a long, depressing test of survival, leading to the writing of a depressing book about how long it took to get rescued, to a breezy short story about the marvels of modern survival systems and the radios that make it all possible.

Ditch bags should float with all of the contents, should be of a bright color, have a lanyard so it can be attached to the life raft’s tether, and should be in a well known location on board the vessel. To hammer home the location of the life raft ditch bag, many skippers have their crews put their wallets and passports in the ditch bag along with the other gear. Not only is this helpful if you end up in a foreign country, but it ensures that everyone knows where it’s located.

STOWAGE OPTIONS The life raft must be secured in such a way that it is accessible and able to be launched when needed, but not subject to damage in rough seas. How you store a life raft will frequently be determined by the design of vessel you take to sea.

Many modern boats have purpose-built life raft lockers either in the sole of the cockpit, the transom or in a seat locker. This allows the raft to be easily reached, and also affords some protection to it over a long voyage. It also may allow you to select a valise life raft because of the protection from water intrusion.

If your boat lacks a life raft locker, the other likely mounting location will be on the coachroof or perhaps on a flat section of deck. This is where the life raft cradle comes in: a large stainless steel frame that will hold your raft securely until it’s needed. Many cruising boats will have a dedicated space for a cradle, but not all owners are so lucky. The life raft may occupy a space that is inconvenient for the crew, or possibly inconvenient for those who have to launch the life raft in deteriorating conditions.

Part and parcel of the on-deck cradle solution is the addition of a hydrostatic release. The hydrostatic release will automatically cut the attachment between the raft and the cradle, allowing a raft to float to the surface from a sinking vessel with no manual intervention. Cradles with hydrostatic releases will also have a manual release to allow the crew to remove the raft from the cradle without waiting for the vessel to sink.

You might be tempted to stow a life raft in a below-decks locker or living space, but before doing so, ask yourself: “In conditions where I might have to abandon ship, possibly after crew members have been injured, is it likely that I could remove the raft from its resting location and get it out the companionway to the cockpit, and from there to the rail?” If the answer is no, then you might consider a better on-deck solution. If you do opt for below-decks storage, be extraordinarily careful not to inflate the raft below decks. You can literally lift the deck off a boat’s hull with the force of an inflating life raft.

STABILITY Beside the considerable amount of weight, and therefore stability, of the occupants of a life raft, there are two design elements that determine whether a life raft capsizes in heavy seas: drogues and ballast systems.

Drogues are small drag devices that have several beneficial effects on the life raft. They reduce the rate of drift, so the raft stays closer to the position where the boat was abandoned. They orient the raft relative to the wind, so that the door or other openings can be aligned with the wind (or protected from the wind). They keep the upwind edge of the life raft on the water so that wind doesn’t get under the raft and help in capsizing it. Drogues can also be pulled from the water if it makes sense to increase the drift rate of the raft. This might be desirable if a vessel founders upwind of a shipping route, for example.

Ballast systems vary by type of raft, but generally consist of several large “bags” which hang below the floor of the raft. These fill with water soon after the raft is deployed. In other cases, the ballast system is a single large fabric structure that fills with water. Ballast systems increase the stability of the raft by adding peripheral weight to the raft floor, increase the stability by blocking wind that might get under the raft to capsize it and reduce the rate of wind drift due to the increased drag.

LAUNCHING THE RAFT Life rafts are vulnerable between the time they are inflated and when they are cut free from the mother ship. While durable when at sea, they are made from relatively thin fabric that can be cut by a damaged hull, a wind vane, part of a mast, or virtually any sharp object on the vessel.

Therefore, it makes sense to launch the raft on the leeward side of the vessel and to keep it on a short tether. But when should it be launched? Therein lies a problem. In many sea survival instances, sailors have launched their rafts prematurely, “just in case” things get worse quickly. The problem is two-fold. Rafts become increasingly attractive compared to the vessel that is sinking/burning/losing her rudder/losing her keel. The motivation to jump ship increases by the second. Rafts are also vulnerable, as discussed above. It becomes more urgent to abandon ship because the raft may fail if it is kept alongside the vessel.

(Published in the May 2014 issue of BWS)

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Focus on liferafts: are you ready should the worst happen?

• March 2, 2015

Mike Owen looks at the type, content and position of liferafts and asks: are you ready should you need to use it?

Crew members of PUMA Ocean Racing practising liferaft drills. Photo: Dave Kneale/Volvo Ocean Race

For six days in May last year Britain held its breath as the search went on for Cheeki Rafiki and her crew. Signals had been reported and hopes were kindled that the four crew might have made it into their liferaft, despite the fact that a yacht had been spotted upside-down with no keel. It was not to be. When Cheeki Rafiki was found inverted, the liferaft was still on board in its dedicated stowage space. See our story from May 2014.

We cannot know what happened aboard Cheeki Rafiki , but we do know more about the less widely reported sinking of the Beneteau Oceanis 50 Blue Pearl 900 miles from Bermuda while on passage across the Atlantic, because the three crew and their dog survived.

Blue Pearl sank in storm conditions after a bulkhead broke up and she began taking on water. The crew took to the raft and, exhausted after enduring 8m waves and 40 knot winds, were rescued the next day. The EPIRB they carried into the liferaft alerted rescuers and guided them to the raft.

A stark contrast and, yes, different situations; in one there was time to consider what action to take; in the other it seems not.

The truth is that catastrophes at sea are rare, but for any individual crew there need be only one, so you have to be ready to go at any time. In the extreme between sink and swim there is the liferaft, but can you get to it? On a pitching deck in the dark with panicking crew can you heave it over the side in time? And what about other essential survival kit?

Liferaft – ready to go

Classically, a hard-cased canister liferaft sits cradled on the coachroof, transom, pushpit or in the cockpit retained by quick-release straps. Ideally, it would have a hydrostatic pressure release system, which automatically deploys the raft if the boat should sink. Soft-cased valise liferafts, unsuited to long-term exposure, tend to be tucked away below decks or popped into a lazarette or cockpit locker. Incredibly, in this increasingly aesthetic age, many see liferafts as not just heavy and awkward to lug around, but ugly and to be hidden away.

There is no single best solution for where to stow your liferaft, but there is clear value in reviewing this vital asset. Alistair Hackett of safety equipment manufacturer and distributor Ocean Safety points out the obvious: “A liferaft really should if at all possible have open access to the ocean.”

So that means out in the fresh air; not away in a locker encumbered by clutter and a tangle of ropes and fenders. To focus on the practicalities, consider the 15 seconds ready-to-launch rule that racing and rally organisations such as ISAF and World Cruising recommend. Could you launch yours in 15 seconds from the depths of a cave locker or somewhere in a cabin that may now be on fire? In a bad seaway, let alone in fear, it can take 15 seconds just to think, let alone react.

Could you get at this raft? Photo: onEdition

Beware, too, of the expanding valise. Hackett says: “You have to be careful with modern vacuum-packed valises. The vacuum will ease over time and the package will grow in size. What went into that locker might not now come out. Allow for future space.” It doesn’t bear thinking about the panic that might ensue as you realise “it won’t come, it won’t come . . . ”

Dedicated locker space, created at design stage, might seem the panacea, but do check the reality. Liferafts tend not to have handles and while they slip in easily, they might be awkward to slide or lift out. Ensure that there are foolproof means to retrieve/release the raft. This might simply mean laying in web lifting strops, or more complex solutions might be needed. For instance, check there is more than one way to release covers and lids. You may be unable to reach the appropriate side to open it adequately in extremis. Remember that, in such conditions, you will tire quickly.

In case of capsize

Think how the liferaft in its canister or valise would behave if the boat were upside-down. With inherent buoyancy, it would want to go up, not down and would be pushing hard up into its fixing. Everything would be working against you. A retaining lid might well be held tight by water pressure.

Even if your liferaft is mounted on the coachroof and has a hydrostatic release, you’re far from home and dry. These are pressure-triggered and release only at about three to four metres below the surface. That’s sinking, not capsizing or inversion depth. So it may not release after a capsize, and if it does it will beneath the upturned hull with the possibility that the raft may become ensnared.

The same could be said of an inappropriately designed locker or stowage area, which might constrain hydrostatic release. It seems wise that, if possible, any enclosure or cradle should have a top and bottom or side method of release.

So the best option is to have the raft ready for immediate release overboard, preferably on the stern if at all possible.

Ocean Safety was involved in equipping the Challenge round the world yachts and Alistair Hackett tells us that the Bureau Veritas surveyor wanted liferafts in cradles on the coachroof. “But these were eight-person SOLAS rafts, weighing maybe 80kg. These are so heavy and dangerous to move around on a pitching deck and lift high to heave over the rail with everyone panicking, we said no, simply too unsafe. They went to the transom.”

And that’s now where most round the world racing yachts, including the new Volvo Ocean 65s that Ocean Safety is also equipping, keep their rafts so they can be kicked straight into the ocean or extracted manually if the boat is upside-down.

Liferafts mounted off-centre can be vulnerable to waves when heeled

For a cruising boat the ideal is likely to be a pushpit or sugar scoop transom mounting. Weight in the ends is never welcome, but aboard yachts of 30ft or more it’s not an unreasonable suggestion, structural strength of the railing and fixing permitting.

Rob Gaffney of the Hamble School of Yachting and a lead safety inspector for World Cruising , the ARC organiser, believes stern mounting is the best option: “It’ll generally be quicker to release, involve less lifting and be less likely to snag on damaged rigging.” However, he does acknowledge that it is not always possible. “On some production boats the pushpit rails and fixings are weak and not up to it. On one of our boats we mounted this way, but the feet started flexing, working loose. As a last resort we moved the raft to the coachroof.”

Think about all the possible scenarios you might encounter. “The way the liferaft is deployed is dependent on so many factors,” says Ocean Safety’s Alistair Hackett. “With a sailing couple, one might not be able to manage the liferaft. A half-dozen burly blokes might be strong, but do they know who should do what?”

Rob Gaffney emphasises the importance of well-rehearsed roles. “When it comes to the crunch only 20 per cent act rationally; 80 per cent don’t,” he declares. “Have known, practised roles for each of the crew: who makes the distress call, who prepares for the raft, distributes lifejackets, gets the grab bag and last-minute items – have a list by the chart table or cockpit bulkhead. Pre-plan, practise, think before you set off.”

Which liferaft?

Now you’ve thought about where to stow it, what sort of liferaft do you need? The boat may have ten berths, but that doesn’t mean a ten-person raft is appropriate. How many are normally aboard? The closer a raft is to full capacity, the more stable it will be, so if you regularly sail with four aboard, a four-person raft will be best. If you sail occasionally with eight, it’s better to buy two four-person rafts. You carry the cost of two annual services, but each raft will be easier to heave around and much safer in use.

For offshore sailing, new liferafts should be double-floored and minimum category ISO 9650, preferably Type 1 Group A. It’s important to have the correct survival pack stowed in your raft. Supply pack options vary greatly, from less than to more than 24 hours, and SOLAS B. All are very basic.

To familiarise yourself with the contents ask to see them. You can then add extra grab bag items. Often a supply pack upgrade (more water/food, etc) is supplied separately and if you ask for it to be packed in, you’ll have less to grab in an emergency. You can also ask a service agent to incorporate some of your own extra items when repacking after a service.

If the primary grab bag (waterproof of course) can’t also be packed into the liferaft, keep it attached or at least close by.

A sea survival course may sound terrifying, but I cannot recommend them highly enough – they are a fantastic and very thought-provoking way of preparing for offshore sailing. If possible, do one with your whole crew, as many of the things you learn can be discussed afterwards as a group and will probably lead to useful suggestions or modifications for your yacht.

Central, practical solution for the four rafts on the Challenger yachts

Where best to mount the raft?

Matthew Sheahan comments

Matthew Sheahan

Should liferafts be mounted on the transom? We may never know whether the position of the liferaft aboard Cheeki Rafiki influenced the tragic outcome, but there are those – including myself – who believe that it is time to take a close look at where we fit such a crucial piece of lifesaving equipment.

Fortunately, cases of keelboat capsizes are rare, but when the worst happens, the liferaft is likely to be your only chance of survival unless there are other boats around to help.

When Rambler 100 capsized during the 2011 Fastnet Race the crew were unable to deploy the two liferafts, which were mounted at the after end of the cockpit and were well below the water level once the boat was upside-down.

On the other hand, in 2007 the surviving crew of the 35-footer Hooligan V , who had their liferaft stowed in a similar position, were able to deploy the raft – just – after the boat had lost her keel and turned turtle.

The Marine Accident Investigation Branch (MAIB) findings in this particular incident highlighted the issue of liferaft access, stating: ‘In Hooligan V’s case, the stowage position was a sensible and well-considered compromise. The use of quick-release knots would have helped to expedite the release of the liferaft and is worthy of future consideration.’

As I know only too well, when a keelboat is upside-down there is precious little, if anything, to hold onto. Staying with the upturned boat is a challenge in itself. Mounting a liferaft on the stern could mean you have a better chance of being able to hang onto the boat while deploying the raft that could save your life.

This is an extract from a feature in Yachting World August 2014 issue

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Offshore Life Rafts

Part 3 - heading offshore is no time to compromise the survival performance of your 'final option.' the 13 offshore rafts we tested range from poor to excellent..

by Douglas S. Ritter

Having presented general findings in the May 1 issue and coastal rafts in June, this final review deals with offshore models. That all offshore rafts are not up to the task was tragically illustrated in the 1998 Sydney-Hobart Race.

Except as noted, prices listed are the manufacturer’s list price for a six-person raft, packed in a valise, excluding any options, followed by an estimated discount price.

Crewsaver Mariner Offshore Crewsaver’s Mariner ($3,245/$2,435) is rectangular with a single-arch canopy that always kinked. This only made the single-arch headroom problems worse and pumping up the standard inflatable floor just exacerbated the problem.

There is a pair of zip-up semi-circular entries. Closure was problematic because the storm flaps kept getting caught in the zipper, and the canopy was stretched so tight it was virtually impossible to zip one entry fully closed, compromising weather protection. Four small ballast bags (80 lbs. each, 320 lbs. total) and a poor-performing drogue provide inadequate stability.

The Crewsaver’s unique slab-sided appearance comes from connecting the 9.5″ tubes via material that is attached on the exterior, instead of the conventional hinge tape between them. While offering some structural and assembly advantages, it also causes problems, the most serious being that repair of a leak or puncture inside that juncture becomes tricky at best.

The manual pump must first be assembled, inserting wood paddles into the pockets of a flexible vinyl bellows. This was extremely difficult, taking 30 minutes. Then the hose wouldn’t fit the pump. Said one tester, “Whatever were they thinking?”

The raft knife’s sheath likely wouldn’t be immediately obvious in the dark and was difficult to remove.

The Mariner is vacuum-packed and available in 4-, 6-, and 8-person models. The canister is flimsy and like some others, the bottom half is retained on the painter, which could pose a danger to survivors in the water and rub against the raft.

The DBC Marine Rafts DBC’s Swiftsure ($2,710) and Swiftsure Global ($3,290) are identical except for the Global’s entry aids, insulated canopy, inflatable floor, and switched interior light.

They are hexagonal with dual 9″ tubes. The single-arch translucent canopy has a small entry with an internal fabric gaiter that closes up, and an external that closes down. Together they provide a moderately weatherproof closure. With only difficult-to-manipulate cloth ties plus elastic loops and button on the external cover, the cover did allow water to spray in over the top. The observation port, equipped with cloth ties, enables it to be secured against water entry and for improved ventilation.

The standard survival equipment pack (SEP) is identical to DBC’s coastal SEP-inadequate, in our opinion. An offshore SEP is a $240-$340 option, depending on size. The inflatable floor is optional on the Swiftsure ($170-$300 depending on size).

The Global has an inflatable boarding platform extending from the bottom tube that made it far and away the easiest raft to board, though a few more handholds would have been appreciated. The standard Swiftsure has only a double-rung looped ladder and proved very difficult to board. Ballast, consisting of five orange V-shaped bags (92 lbs. each, 460 lbs. total) and the modest drogue combined to provide modest stability.

Both rafts are available in 4-, 6-, and 8-person sizes. The canister is sturdy with a modest one-handed grip indent at each end. The canister half is not retained on the painter. DBC was the only company to supply a cradle with the canister (we hadn’t requested one), but the release on the pelican hook failed, which would prevent a timely launching of the raft.

Givens Deluxe Buoy The Givens Deluxe Buoy’s ($6,925/$5,351) main selling point is its unique hemispherical ballast (roughly 1,800 lbs. according to Givens). It does work very well when filled, but it was very slow to fill. Because of that, the raft could be capsized 15 minutes after deployment, albeit with some extra effort. After deployment, the ballast bag still had not dropped down after 90 seconds, worst of all we tested, despite our shaking and rotating the raft. Thus, there is a longer period after initial deployment before the full effect of the ballast is brought to bear and the raft is not particularly more stable than any of the other rafts until it is filled. In rough conditions, the ballast might fill a bit quicker; weights or more inflow might help.

This is the only raft that deployed with the entry closed. Diagonal markings and a placard, “Door Push Open,” encourage entry, but on a dark and stormy night we wonder how visible it will be. It does serve to keep the interior dry and helps promote initial self-righting after deployment.

Entry aids consist of a very awkward to use double-rung, center-supported web ladder, the lower rung being too low, the upper too high. There is a small V-shaped interior boarding ladder, but many testers were unable to reach it. Boarding over the 9″ tubes was very difficult; one tester was unable to board unassisted.

The high, triple-arch, SOLAS insulated canopy provides generally good headroom throughout. The double entry flaps close with cloth ties that are too short and thus difficult to tie. A fair amount of water came through the openings and channeled into the insulated canopy space. Even more poured through the observation port that proved impossible to secure.

Givens Deluxe rafts are available in 4-, 6-, 8-, 10- and 12-person sizes.

The canister is sturdy, but difficult to grip, and is retained on the painter. Givens also makes a lighter weight International Offshore Racing model that we did not test.

Plastimo Offshore+ Plastimo’s Offshore+ ($3,415 / $3,075) is a pentagonal raft with a single-arch canopy. The dual-color canopy is tied up to the arch and drops down where it is zipped around the bottom. Testers found it difficult to get the zipper started. It was moderately weatherproof, with leakage through the zipper, but dark and cramped.

There is a water collection V on the back side of the canopy. A simple slit functions as a zippered observation/ventilation port that was both uncomfortable to use and not very practical, in our view. It also leaked.

Four ballast bags (98 lbs. each, 392 lbs. total) and a poor-performing drogue provide only moderate anti-capsize capability.

The underside has some retro-reflective tape (that returns light rays parallel to the incident rays), but is otherwise all black. In other regards it is fitted out essentially like the Coastal reviewed in Part 2, incorporating Plastimo’s unique “tube-in-a-tube” construction.

The Offshore+ is vacuum-packed and available in 4-, 6-, 8- and 10-person sizes. No canister was provided. Plastimo offers two other offshore rafts, but these were not tested.

In Part 2 (June), we discussed a number of Plastimo problems, including their use of non-DOT-approved cylinders, valves that could puncture the tube, and difficulties with service. Since then, Plastimo has eliminated the middleman so that service stations now deal directly with the factory in France. Plastimo also has issued an updated Service Bulletin, 99.01.01, with a revised foam packing piece designed to prevent damage to the rafts from the valves. Owners should ensure that their rafts comply with this latest service bulletin. Plastimo will change out all non-DOT cylinders free of charge at the five-year hydro test.

Switlik MD-2 The MD-2 ($3,745/$2,925) is essentially Switlik’s MD-1 coastal with double 10″ tubes, available in 6-person only. Along the way, they added a few features which help solve some of the problems we noted with the MD-1. The most notable addition is an effective rigid boarding platform entry aid (as on the CLR6 coastal). Our prototype installation made a huge difference in boarding compared to the MD-1’s entry that we faulted.

The double tubes moderate the low headroom, but space still suffers in comparison to others. The too-tight canopy collapsed the arch when the entry was closed, which in itself was difficult to accomplish because of the tension.

Inflating the optional floor ($695) just made it worse. Water leaked through the unprotected zippers. With identical ballast and drogue, stability is about the same as the MD-1-moderate at best.

Our MD-2 came in a robust canister, the best of the group.

Switlik SAR Mk II Switlik’s top-of-the-line Search and Rescue Mk II ($5,295/$4,395) represents their concept of the definitive life raft (available only in 6-person size). However, inflatable floors are optional; ours was fitted with their tied-in INFAB floor ($695; heat-sealed floor $195), as is an “extended” SEP ($100). Developed for the U.S. Coast Guard to drop from aircraft to those in peril, but never purchased by them, the SAR Mk II incorporates a number of unique features.

The toroidal ballast (1,432 lbs.) is essentially a red rectangular bag that extends completely around the periphery of the raft. It is divided internally into compartments and is weighted at these junctures. It filled fairly rapidly and provided good capsize resistance, as well as serving to block wind from getting under the raft. With the boat-shaped form factor and swivel-less drogue, this large amount of ballast is a big plus.

The double-arch canopy is similar to the CLR6 with good headroom. The top is convertible and deploys with it furled in the open position. This makes jumping in from a vessel a cinch, as well as recovery via air, but it also adds to the workload upon initial entry. While not terribly difficult to close-up, it isn’t as quick or intuitive as other designs. Also, some cloth ties provided as a backup to the normal zippered closure were too short to be easily tied. In the dark or with high seas and winds it might be a real challenge. Each arch support is independently inflated via separate inflation cylinders.

Switlik’s platform makes entry relatively easy over the double 10″ tubes. A zipper on each side closes up each of the entry doors and generous Velcro storm flaps do a decent job of keeping water out.

We were unable to reach the painter, attached to a bridle, without partially collapsing the canopy, and then, as a result, found using the raft knife also difficult. One of the shroud lines to the drogue, normally double-knotted, had partially untied itself during our short test session-not good. The survival manual isn’t waterproof.

Viking UK Yachting The Viking UK Yachting ($3,100) elicited complaints from every tester about its natural rubber-based fabric. The smell was nauseating, even without the raft closed up. The material provides good traction, which helped keep testers in place, but also caused painful sores on exposed skin.

The rectangular raft has a pair of 9″ tubes. The two-rung webbing ladder, along with minimal other aids, made it fairly difficult to board, though the grippy material helped somewhat.

The cramped single-arch, translucent orange canopy is tied up towards the arch on one side and is closed by pulling it down over the top tube. Velcro patches and an internal shock cord retain it. While weather tight, there’s not much adjustment-open or closed is about it. If the canopy arch is punctured, the top tube deflates-not a great idea.

The observation port sock is tied up to the arch when not in use, rendering it the most weatherproof of all tested-simple but effective.

A single rain catcher is provided.

Five large orange V-shaped ballast bags (101 lbs. each, 505 lbs. total) and a moderately effective, manually deployed drogue provide fair capsize resistance.

The canopy seemed to be marked for application of retro-reflective tape, but there was none.

An optional tied-in inflatable floor is available ($200-$250).

The raft comes in 4-, 6-, and 8-person sizes. The canister provided was reasonably robust and didn’t trap the painter, but included no handles or grips and is banded with nylon straps-we prefer stainless.

West Marine Offshore The West Marine Offshore ($2,799) is a collaborative effort between West Marine and Zodiac to produce a value-priced offshore raft with features that Chuck Hawley, West Marine’s equipment guru, felt were missing from many others. The elongated hexagonal raft has a 9″ top tube and 10″ lower tube. There are six V-shaped ballast bags (80 lbs. each, 480 lbs. total) and a drogue with swivel for moderate resistance to capsizing.

A boarding platform extends from the bottom tube. While reasonably effective, this proved far more difficult to use than the similar but superior DBC version. The surface is attached to the top of the platform’s tube supports instead of the bottom as on the DBC. Some testers slid off the slick platform a time or two attempting to board it, even with the generous hand grips provided. Once on the platform, boarding the raft was easy. The painter leads to a second entry without good boarding aids (for hauling it close to the boat). We think there should be instructions for in-water survivors following the painter to the raft to board on the other side with better boarding aids.

Headroom with the tall dual-arch canopy was excellent. A pair of tall semi-circular zippered doors with a storm flap at the top provided fairly easy entry from the vessel, fair ventilation, and easy closure. Some water came in via the zippers. Rain-catchers are installed at both ends.

The foam insulated floor was easily torn by persons moving about in the raft. It has a self-bailer installed in the center. With no placards or instructions, testers were at a loss figuring out what it was.

The SEP in our test raft was inadequate for offshore use. For example, there are only three SOLAS hand flares and no signal mirror or water. Spare drawstring bags for equipment are nice, but you’ll definitely need a well-equipped abandon-ship bag to supplement what little is in the raft.

The molded plastic canister supplied was the least substantial of all tested, and the bottom half remained on the painter. It did have easy-to-grip retracting handles.

The West Marine Offshore is available in 6- and 8- person sizes.

The Winslow Rafts Winslow’s “Super-Light” offshore line of decagonal rafts offers a multitude of options, including their Basic Cruising and Fishing Offshore ($3,795/$3,036), that we didn’t test, and viewport-equipped Offshore Plus ($3,945/$3,145), the well-equipped Extended Offshore ($5,395/$4,595), and Winslow’s vision of the ultimate offshore raft, the Ocean Rescue ($7,345/$6,445).

Each has a selection of three possible survival equipment packs: Offshore, Extended Offshore ($400), and SOLAS A-Plus ($1,700). There’s also a 50-item list of options (many included in the higher specification rafts), in case the pre-configured rafts or SEPs don’t quite suit you. General features are shared with the Winslow coastal rafts reviewed in Part 2.

The two lower-priced rafts come with a single-arch canopy identical to the coastal rafts. The tri-arch canopy on the two others is similar in most respects (and an option on the lesser spec rafts), but the extra arch segment provides much more headroom around most of the raft, though not as much at the center of the entry as we’d prefer. An inflatable floor is standard only on the Ocean Rescue, optional on the rest ($200-$300).

Winslow’s entry aids, as described in Part 2, are supplemented in the offshore models with a longer four-rung ladder, additional grab handles, and “stirrups” on the bottom tube, resulting in a raft everyone could board with minimal difficulty over its 11″ tubes. The larger tubes provide significantly more freeboard than the closest competitors.

While our prototype test rafts came with both sizes of Winslow’s ballast, the company advised that production offshore rafts now all come with their Cape Horn ballast (128 lbs. each, 640 lbs. total). Together with Winslow’s top-rated swivel-equipped drogue, capsize resistance is very good. Winslow’s righting aids, including the locator light, are very good, and the righting ladder fitted to the Ocean Rescue (a $75 option on others ) is the best solution seen.

Viewports are fitted to all but the Basic raft; opening viewports and their storage pockets are fitted on the two top-spec rafts.

Winslow’s offshore SEPs are, for the most part, well-equipped. Their SOLAS A-Plus SEP exceeds SOLAS standards in many regards, even including a PUR 06 watermaker. While this SEP adds a good deal of weight, it obviates the need for much of what would go in an abandon-ship bag.

The extra space in the Ocean Rescue is more than just a luxury, and Winslow’s standard self-deploying 406 MHz EPIRB on the two higher cost rafts should expedite rescue.

Winslow’s offshore rafts are available in 4-, 6-, 8-, 10- and 12-person sizes, except the Ocean Rescue which is only available in 4-, 6- and 8-person sizes. The Winslow canister is sturdy and has a good gripping area at both ends, but unfortunately retained the bottom half on the painter.

Zodiac Racing Super MP6 Zodiac sent their MP6 Racing Super model ($2,595), because they didn’t yet have anything but a proposed brochure of their new offshore design that will replace the Open Sea line. The MP6 has a great deal in common with West Marine’s Coastal.

Our comments about the West Marine Coastal in Part 2 apply, with the following exceptions:

There is no swivel on the drogue. Instead of a single zippered entry, both sides are retracted up towards the arch and are secured with ties. This provides pass-through ventilation while open; they are closed by pulling the elastic edges down over the tube and securing them with some ties, providing a fairly weather tight, but cramped and stuffy canopy.

The boarding aids are a bit less effective; there’s no tube at the bottom of the ladder, meaning that getting in was even more difficult than the West Marine Coastal.

The survival manual appears exceptional in content and format, even including useful ocean current charts and a plotter, but is written in French. The Racing Super is available in 4, 6- and 8-person sizes.

Conclusions It is obvious that lifesaving capability in life rafts does not come cheap. For offshore use, the differences in capability can be significant and any deficit potentially magnified. Where you are likely to deploy the raft also makes a difference; the world’s waters are not all equally demanding of your “final option.” It is not an easy choice.

Winslow’s quality, performance, light weight, and attention to detail make their rafts our top choice; they were also the near unanimous selection of our volunteers. Two couples, participating for the purpose of selecting a raft, bought Winslow. We were impressed with Winslow’s many innovative, industry-leading features, as well as their obvious consideration of human factors in design and equipage. The flexibility to tailor a Winslow to your particular needs is a welcome option, as is their upgradeability.

The Winslow Ocean Rescue is our top choice for an offshore life raft, albeit at a premium price, followed closely by the Extended Offshore, which provides perhaps the best value in their line, in terms of standard features and capability for your dollar. The Offshore Plus, in its standard configuration, represents the best of the single-arch canopy rafts, none of which we really like. A judicious choice of options, such as the tri-arch canopy, will fix the most significant drawbacks and give you nearly top-rated performance and features at a relative bargain price, though still not inexpensive.

There is a lot to like in Switlik’s Search and Rescue Mk II, the only other raft to receive votes for best offshore raft from the volunteers. Its toroidal ballast is excellent and goes a long way towards ameliorating the potential stability problem of a drogueless, boat-shaped raft. One of its biggest drawbacks is weight-the trade-off for its robustness. Given its premium price, we’d like to see some of the shortcomings addressed, such as the lack of a swivel for the drogue, which wouldn’t cost much to add. Greater attention to human factors would also help. Switlik’s quality construction is readily apparent and was noted by many of the volunteers.

West Marine’s Offshore has many well-thought-out features, including the spacious dual-arch canopy, boarding ramp, swivel for the drogue, and vacuum packing, among others. It’s a good value for those on a budget and with less demanding requirements. The SEP does not contain as much equipment as many others so you will need a well-equipped abandon-ship bag. It’sour Best Buy.

The Givens Deluxe Buoy is optimized for extreme conditions, but seems poorly suited for less severe circumstances. If you are sailing in higher latitudes, it may be an acceptable choice. For most sailors, particularly those sailing shorthanded, we deem it too heavy, with too many flaws (though most could be easily remedied without undue cost).

DBC’s Swiftsure Global is a moderately capable offshore raft at a moderate price, but a notch below those above because of its single-arch canopy and other noted shortcomings.

The remaining offshore rafts in this review had significant flaws and shortcomings and not enough counterbalancing positive attributes.

Contacts- Crewsaver (Inflatable Survival Systems, Inc.)PO Box 359, Sharon Center, OH 44274; 330/239-4331, email: [email protected] . DBC Marine Safety Systems, 101-3760 Jacombs Rd., Richmond, BC V6V 1Y6 Canada; 800/931-3221, 604-278-3221, www.dbcmarine.com. Givens Marine Survival Co., 548 Main Rd., Tiverton, RI 02878; 401/624-7900, www.givensliferafts.com. Plastimo (Lewmar, Inc.-Safety), 6475 Parkland Dr., Sarasota, FL 34243; 800/946-3527, 941/753-7533, email: [email protected] . Switlik Parachute Co., 1325 E. State St., Trenton, NJ 08609; 609/587-3300, www.switlik.com. Viking Life-Saving Equipment (America) Inc., 1625 N. Miami Ave., Miami, Fl 33136; 305/374-5115, www.viking-life.com. West Marine, PO Box 50070, Watsonville, CA 95077; 800/262-8464, 831/761-4421, www.westmarine.com. Winslow LifeRaft Co., 11700 Winslow Dr., Lake Suzy, FL 34266; 800/838-3012, 941/613-6666, www.winslowliferaft.com. Zodiac of North America, Inc., 540 Thompson Creek Rd., Stevensville, MD 21666, 410/643-4141, www.zodiac.com.

Editor’s note: Doug Ritter is a Practical Sailor contributing editor and the editor of the Equipped To Survive (www.equipped.org) web site.

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The Rundown: An All Encompassing Look at the New NRS Slipstream Raft

Welcome to: “The Rundown”. In our newest editorial series, we’ll provide an all-encompassing look at the latest and greatest products from your favorite brands in the fly fishing and outdoor space. Here, we’ll run over high-level info, tech specs, and our opinions – all paired with a behind-the-scenes interview with product designers who have poured their hearts into bringing these creations from blueprints to the showroom floor.

In this Rundown, we’ll look at the newest release from Idaho-based fishing and whitewater vessel company, NRS , to bring you an all-encompassing look at their latest release: The “Slipstream” Fishing Raft .

Background:

If you’re floating down any river West of the Mississippi, on any given warm and sunny day, there’s a good chance you’ll be seeing an NRS raft making its way down current as well. These iconic watercrafts have been a staple to the angling community, as well as the white water community for decades now.

Based out of Moscow, Idaho; NRS or NorthWest River Supplies,  has been manufacturing watercrafts and other river-sport necessities (such as apparel, Life jackets, technical gear, and much more), since 1972. In 2014, following NRS founder, Bill Parks’ retirement, the company became 100% employee-owned. This is a rarity in our modern, fast-paced economy, and is an approach that sets NRS apart from any other river-product manufacturer out there.

Over the course of the last few years, NRS has heard an increased amount of demand from the angling community for more fishing-focused products and has taken the feedback in stride. With the release of everything from fishing appare l and outerwear, to new fishing-conscious PFDs and Kyaks, NRS has been dumping time, money, and resources into meeting the needs of the rapidly expanding conventional, and fly fishing communities.

It’s a culmination of these efforts which have led to the birth of what we’re talking about today; the NRS Slipstream Fishing Raft . Or as we see it, A fishing raft like no other.

What’s New: 

When it comes to the Slipstream Fishing Raft , there are a ton of new features that have been put in to accommodate angling needs. Below, we’ll highlight which ones we think are most notable, and why:

• (From NRS ): “Slipstream rafts feature a streamlined design with deliberately placed d-rings, handles, and valves to reduce weight and eliminate catch points.”

One of the most annoying things that anglers experience when fishing out of a raft (or any boat/ vessel/ scenario), is line getting caught on things. Anyone who has ever fly-fished understands that fly-line was designed by the devil, and serves the sole purpose of getting wrapped around, tangled in, or caught up on anything that it can – including itself. With older raft models, things like casting platforms, protruding frames, and D-rings are the most common culprits when it comes to eating fly line. This is not only super frustrating to deal with when fishing, but can also severely damage your fly line. Which, we all know is pretty expensive.

The beauty of the Slipstream is that it was made with that issue in mind, and eliminated as many rings, valves, and other hazards for your line to get caught around. Most notably, the casting platforms.

• “4” drop-stitch floor provides a super stable platform, eliminating the need for casting platforms. Insert is protected inside a zippered PVC pocket.”

Speaking of the loss of casting platforms, we believe the drop-stitch floor is the key element that sets this raft apart from the rest…

With this new design, gone are the days of dancing around/balancing on elevated plastic floors while trying to fish. The new, 4″ drop-stitch floor runs level from the front of the boat to the back, providing a single, sturdy floor for all anglers and the rower to share. This doesn’t only greatly improve the front and rear angler’s experience, but also provides a sturdy and flat floor for gear storage, such as coolers, fly boxes, dry boxes, and whatever else you want on your boat.

Additionally, the floor is lined with an EVA foam pad which provides great traction, even when wet. It also features an additional valve, located conveniently underneath the rower’s seat, which can be inflated or deflated independently from the rest of the raft, at any time.

• “[Includes] Fishing Rod Holder to stow (2) 9′ rods”

One extra item that is provided in the Deluxe package, which we think is definitely worth mentioning, is the aluminum rod holder which can be attached to either side of the frame. We know from first-hand experience, the easiest place to break a rod, is in a crowded raft. In the chaos of fishing, or even just entering and exiting the raft, a slight misstep can result in $1000+ down the drain, or at least an inconvenient Saturday spent mailing your precious fly rod back to the manufacturer for repair. Neither option is very fun – but it’s something we’re all super familiar with.

This rod holder is made to line the outside of the frame, and conveniently stores your party’s fly rods in a way they’re easily accessible, and also out of harm’s way.

• “The frame includes an internally routed anchor system that’s controlled from the rower’s seat…”

The last insanely cool feature we want to make sure to talk about is the new Slipstream Fishing Raft’s internal anchor system. With almost every other fishing raft, the anchor rope lines the side of the raft and is exposed. This can lead to the rear angler getting tangled with the anchor rope, things getting caught in it, and unnecessary weathering from exposure to the elements.

With the Slipstream fishing raft, however, the anchor rope runs from the sidebar beside the rower’s seat, through the actual raft frame, and out of the frame in the back to the anchor. This creates just one more element of streamlined engineering that keeps unnecessary obstacles out of the way of the raft’s users.

Tech Specs:

Here is the full tech spec sheet from the NRS website.

( Note: these are the specs for the Slipstream 139 Raft , which is the raft shown in the photos within this article. For other models, please reference the “specs” noted on the NRS Slipstream 120’s Page , or the NRS Slipstream 96’s Page . These specs are also for the “Deluxe package”, see website for more details).

Our experience:

In the Spring of 2021, we were privileged enough to receive one of the first prototypes of the NRS Slipstream Fishing Raft to test out on our home waters. Since then, this raft has been dragged over rocks, sent through white water, bounced off of trees, caught by hundreds of hooks, left out in the sun, rain, and snow – and has yet to give us a single reason not to love it.

It’s important when reviewing a product to point out the shortcomings as well as what we like, but we’ve had a lot of difficulty doing so. This raft is an amazing size for running medium to large rivers but is versatile enough to be used on small rivers, and even stillwater. With its streamlined construction and drop-stitch floor, our angling experience has been greatly enhanced, and we’ve spent so much more time fishing, and so much less time trying to untangle the line.

All this being said, we are even baffled by the price. You can buy the raft’s “Deluxe Package”, which features all the contents above, for all under $6k. In our opinion, that’s pretty unbelievable.

We don’t want to give away too much more, here. But, stay tuned for our Full Gear Review on the NRS Slipstream Fishing Raft which will be coming soon.

An interview with NRS Fishing Manager: Mike Dolmage

In our final portion of “The Rundown” we had a chance to ask NRS Fishing Manager, and someone who has been working on the slipstream since it was just words on paper: Mike Dolmage. Here’s what he had to say about his experience in the Slipstream’s design process:

Flylords: Who are you and what is your position at NRS ?

Mike: I’m the NRS Fishing Category Manager and Hardgoods Product Manager. I’ve been a passionate fly angler for over 30 years, living life in search of the next cast. Fall and winter seasons you’ll find me swinging Pacific Northwest waters for steelhead and in search the rest of the year for new adventures on the fly. When not on the water, I’m involved with the preservation and conservation of our waters and resources as anglers.

View this post on Instagram A post shared by Mike Dolmage (@inlandpnwonthefly)

Flylords: What was your role in bringing the NRS Slipstream Fishing Raft to life? 

Mike: My role was creating the vision for a complete NRS Fishing raft package. I conducted extensive research to identify the key features that anglers and rowers demand on a  fishing watercraft. We were focused on providing ultimate stealth fishing watercrafts for the adventure angler seeking remote fishing areas off the beaten path, and on keeping the angler focused on fishing without concerns of stability, line snags, or whitewater performance. Based upon the feedback we created conceptual CAD for the fishing raft package, and collaborated with our frame shop to make the Slipstream series of fishing rafts a reality. The Slipstream series of fishing rafts were successfully launched in 2022, and the Slipstream 120 won the 2022 IFTD Best Of Show Boat/Personal Watercraft. I’ve continued to travel all over North America and introduce the adventure possibilities of the Slipstreams.

Flylords: From start to finish, where did the Slipstream see the biggest challenges? 

Mike: The biggest challenge of the Slipstreams has been navigating the supply chain hurdles that continue to impact manufacturers and factories since Covid. Keeping up with the demand has been an awesome and difficult task at the same time. We work tirelessly to keep Slipstreams rolling out to customers.

Flylords: What was the initial thought process behind the Slipstream? What role was it made to fit?

Mike: The initial thought process behind the Slipstreams was to utilize NRS’s 50-year whitewater river heritage, and provide watercrafts that allow anglers to explore waters they haven’t considered before. We keep the adventure angler at the core of our product inspiration empowering them to take any journey the imagination can think of. The Slipstreams were designed to handle any type of water, and lightweight enough to transport/launch without a trailer or boat ramp.

Flylords: What kind of angler would you say each Slipstream model is built for?

Mike: The Slipstream 139 – designed for big water multi-day adventures or single-day outings with maximum cargo space and room for two anglers and a rower.

Slipstream 120 – designed for ultimate water versatility on multi-day or single-day journeys that require whitewater or tight skinny stream stealth performance with a rower and up to two anglers.

Slipstream 96 – designed to pack the most performance and transportability into a watercraft for a rower and angler. The Slipstream 96 is lightweight and easy enough to transport rooftop or in the bed of a pickup.

Flylords: What are some of your personal favorite features of the Slipstream?

Mike: The internal anchor system running through the raft framework and out the center of the stern provides an anchor system without any exposed rope.

The drop-stitch floor with EVA texture provides a rock-solid lightweight platform for standing without the risk of slipping.

The Deluxe Slipstream packages offer a dual rod holder that allows the angler to keep extra rods rigged up for changing conditions on the water.

Flylords: How do you think the design of the slipstream will affect the way that NRS and other raft manufacturers will design their rafts moving forward?

Mike: The Slipstreams set the bar for future fishing watercrafts to be ultra-transportable but still capable of whitewater environments.  We’ve transported Slipstreams for fishing adventures in anything from vehicles to helicopters and planes. The Slipstreams are an example of empowering anglers to reimagine a new horizon for adventures.

Thank you for checking out this installment of: “The Rundown”. Stay tuned for more activations surrounding the latest and greatest from your favorite Brands in the fly fishing space.

Thank you to NRS for working with us on this project, which has been years in the making. To learn more about the Slipstream Fishing Raft, you can find it HERE . Also, be sure to follow NRS on Instagram to keep up with the newest advancements from our friends in the Gem State.

This article was published as part of a paid campaign between Flylords LLC and Northwestern River Supply Co. All opinions presented in this article are genuine and solely reflect the opinions of Flylords LLC. 

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10 Types of Whitewater Rafts: Choosing the Perfect Raft

By: Erika Pacini

September 10, 2024

Whitewater rafting is an incredible way to experience the water. Still, there are different types of whitewater  rafts , and choosing one will significantly influence your adventure. 

Understanding the different types of rafts is essential whether planning a technical Class V run or starting on gentler rapids. Let's explore them so you can make the best choice for your next river adventure.

Types of Whitewater Rafts

From splashing rapids to the thrill of navigating through fast-moving water, whitewater rafting is deeply tied to your type of raft. Before  buying a whitewater raft , consider each type's unique features and abilities, making the choice of raft crucial to the overall experience.

Catarafts , or "cats," are known for their exceptional stability and maneuverability, particularly in high-water conditions. They are built without an inflated floor, which reduces drag and increases their ability to handle technical rivers. However, they don't haul as many passengers as a raft can, and they can be a little more susceptible to flipping in more giant waves and holes if their line is off.

Paddle Rafts

Paddle rafts are the most popular choice for whitewater rafting, particularly for Class III-IV rapids. These rafts require a coordinated crew, guided by a skilled leader, to navigate the river. Newer paddle rafts often feature three thwarts, which provide added stability and make them ideal for challenging waters. These rafts are highly participatory, with everyone paddling in unison, making them a favorite for commercial and recreational excursions.

Oar/Paddle Combo Rafts

If you're seeking a lot of control, especially on high-volume rivers, an oar/paddle combo raft is an excellent choice, sure to make for some of your  best rafting trips . This setup combines the power of oars using a more petite stern-mounted frame with the versatility of additional paddlers, allowing for extra power versus precise maneuvering in challenging conditions.

Gear rafts are essential for multi-day trips. They are designed to carry large amounts of equipment while maintaining stability. These rafts require careful rigging and setup but compensate with ample storage space, making them ideal for extended expeditions. Managing passenger safety is critical, especially if you've heavily loaded the raft.

Motor Rafts

Motor rafts are more common in large rivers like the Colorado in the Grand Canyon, where they can capably handle high flows and carry significant loads. These rafts are equipped with motors that allow them to navigate long distances with minimal rock interference. They are ideal for large groups and extended trips, where the ability to cover ground quickly is essential.

Specialized Whitewater Crafts

Pack rafts are ultra-light, portable, inflatable kayaks designed for backcountry adventures. Their designs allow them to carry more gear than a typical inflatable kayak. They are compact enough to carry in a backpack but rugged enough to handle technical whitewater. Their versatility and minimal weight make them popular among adventurers who need a craft they can easily transport over land and water.

Dories are boats made of wood, aluminum, or fiberglass/composite materials that offer a highly maneuverable and, therefore, exciting ride. Their ability to navigate tight river features makes them a favorite among experienced rafters. However, they require skillful handling to avoid damage, especially in rocky or technical river sections.

Sweep Boats

Sweep boats are large, gear-heavy crafts that require expert navigation skills. Typically, commercial guides operate sweep boats — it's rare to see one in private use.

Self-Bailing vs. Non-Self-Bailing Rafts

When selecting a raft for whitewater adventures, one vital factor to consider is whether the raft is self-bailing or non-self-bailing. This choice directly affects how water drains from the raft as you navigate rapids.

Non-Self-Bailing Rafts

Non-self-bailing rafts, often called "bucket boats," do not have any built-in drainage system. As the raft moves through rapids, water can enter the boat, but it will remain inside until you remove it — often with a bucket, hence the name. Bucket boats can still be a solid choice for recreational use in calm water or mild whitewater conditions. However, continuously removing water can become a significant challenge in heavier rapids.

Self-Bailing Rafts

On the other hand, self-bailing rafts are designed with perforated floors that automatically drain water out through the floor as it enters. These rafts are extremely popular for whitewater rafting, especially in rougher, more technical waters, where a constant influx of water is inevitable. The floor is raised slightly above the bottom of the tubes, allowing water to flow out of the raft through small holes, ensuring that the raft remains light and easy to maneuver even as water continuously splashes in.

Types of Self-Bailing Floors

Laced-in floors : These self-bailing floors are attached to the raft's main body with ropes or straps. They offer durability and are easy to repair or replace if needed. However, the ropes and straps can create minor drag in the water, slightly reducing the raft's speed and agility.

Welded-in floors : Welded-in floors are permanently attached to the raft, making them more rigid and faster in water. These floors also tend to be more watertight, offering a smoother ride with less chance of water seeping through the edges. However, repairs are more onerous if damage occurs.

Drop-stitch floors : This advanced self-bailing floor design uses drop-stitch construction, which inflates the floor to higher pressure, providing more rigidity. These rafts often feel like they have a solid platform underneath, which can offer superior buoyancy and handling in technical whitewater.

Each design has advantages, depending on your needs and the type of water you're navigating. While some still prefer bucket boats, many rafters today favor self-bailing designs for their practicality in rough waters.

What Is R-2ing?

You might see references to two-person rafts or R-2ing, also known as "rafting with two people." R2 rafts are just two people in a paddle raft, sometimes called mini rafts.

Setups like these are small and agile, perfect for navigating technical rivers with rocky terrains, such as Class V rivers. They offer greater control, making it easier to maneuver around rocks, and the minimal crew and equipment mean quicker responses to river conditions.

These smaller rafts are famous among boaters who prioritize maneuverability over carrying capacity. However, while they excel in low-volume runs, they can struggle in big water due to their smaller size and relative lack of weight.

Selecting the Right Raft

Choosing the proper raft depends on various factors, including the river's intensity, your expertise as a rafter, and the type of journey you're planning. Critical considerations include stability, maneuverability, gear storage, and the raft's material. For many, a 14-foot to 16-foot raft will be suitable for many conditions. However, the proper raft for you will depend on your specific needs and the nature of your adventure.

When selecting a raft, consider its material composition and tube diameter, which affect its stability and comfort. It's not so much the materials themselves as their quality, the competency of the manufacturer in assembling them, and their willingness to stand behind their products if something goes wrong. For example, some PVC-based rafts offer a better and more extended warranty than the few rubber-based boats on today's market. 

Regardless of your raft type, ensuring the proper weight distribution, equipment, and safety protocols can significantly impact the success of your trip. Plan by packing the appropriate  safety equipment , such as your helmet,  life jacket ,  water shoes , first aid kit, and other essentials.

Frequently Asked Questions

What makes for a successful whitewater adventure.

A successful whitewater adventure requires safety preparation, understanding the significance of weight considerations for different rafts, and choosing the right type of raft to suit your group's size and preference.

What are some types of rafts suitable for a whitewater adventure?

Options include paddle rafts, two-person rafts, oar/paddle combo rafts, gear rafts, catarafts, and motor rafts. You can also consider dories, mini rafts, sweep boats, and pack rafts.

Does the material of the raft have any bearing on its performance?

While a raft's material can impact its performance in different whitewater scenarios, a more critical factor is its build quality. Tube diameter, length, width, kick/rocker, and floor design also impact a raft's performance.

What are the safety measures to ensure an enjoyable whitewater rafting experience?

Proper safety measures include:

• Acquiring adequate safety equipment.
• Understanding water currents and rapid classifications.
• Training for raft maneuvering.
• Properly condition yourself ahead of your trip.

Is there a specific raft better suited for certain group sizes and preferences?

Due to their size, mini rafts are better suited for smaller groups. Expedition and motor rafts can accommodate larger groups. Paddle rafts are recommended for groups that want to actively participate in challenging rapids as a team effort.

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Fire at sea: US Coast Guard rescues two from commercial boat fire near Salish Sea

Commercial Boat "TARKA II" on fire in the Salish Sea (USCG Air Station Port Angeles)

CLALLAM COUNTY, Wash. — The U.S. Coast Guard, Puget Sound Sector rescued two from a life raft after a fire broke out on the commercial boat they were on.

On Tuesday, the Sector Command Center of the U.S. Coast Guard received a call from a boat about 3 nautical miles from Cape Flattery reporting a fire on board.

Commercial Vessel "TARKA II" on fire near Salish Sea (USCG Air Station Port Angeles)

Five miles off Tatoosh Island, near the Makah Tribal Reservation, the TARKA II reported an emergency before abandoning the boat and getting onto a life raft.

A Motor Lifeboat from Coast Guard Station Neah Bay rescued the two people in the raft and brought them back to shore.

On Wednesday morning, the USCG along with tribal partners returned to the area and confirmed that the TARKA II fire was extinguished.

According to the USCG, there is no indication that any of the fuel has spilled into the ocean and with the assistance of the Washington State Department of Ecology, they are continuing to monitor for spills.

The owner is working with his insurance company to get the boat back.

In the meantime, nearby boats are being warned that the TARKA II is afloat and adrift in the sea.

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Rescuers save Captain Jack Sparrow wannabe swept out to sea on homemade raft

Posted: September 11, 2024 | Last updated: September 11, 2024

This is the hilarious moment rescuers save a tourist carried out to sea on a homemade raft, apparently dreaming of being an adventurous sailor like Captain Jack Sparrow. The incident occurred in the Black Sea near the seaside resort Dzhubga, Krasnodar Krai, Russia, on September 7. The video shows rescuers approaching the homemade raft floating far from anywhere in the water, on which stands a confused man in a life jacket. They helped him to come onto their rescue boat and went with him to the shore, leaving his homemade vessel behind in the water. Krasnodar state regional emergency rescue service Kuban-Spas said in a statement: 'On Saturday, September 7, Tuapse rescuers received a message that a man on a homemade raft was being carried away in the Black Sea. 'A tourist from Krasnodar built the boat himself and installed a mast and a sail. The sailor's route lay from Dzhubga to Shepsi. 'On Saturday morning, the man set out on a voyage, but something went wrong. 'He remained in the waters not far from Dzhubga all day and then a strong north wind began to carry him out to sea. 'The man realized that he was in distress and asked for help. The rescuers managed to find the victim 5 kilometres from the shore. 'Thanks to a quick response, the man was saved before dark, although the return to shore took place in conditions of limited visibility. 'The sailor agreed to leave his raft at sea. He did not need medical assistance.'

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