PHILIPPINE NATIONAL POLICE MANUAL PNPM-D-0-3-1-99 [MG] MARITIME LAW ENFORCEMENTRepublic of the Philippines DEPARTMENT OF THE INTERIOR AND LOCAL GOVERNMENT 10th Floor, Francisco Gold Condominium II Bldg Edsa cor. Mapagmahal St., Diliman, Quezon City MESSAGE It is with great pleasure that I congratulate the PNP Maritime Group for coming out with its own set of standards peculiar to the professional duties and responsibilities of the police mariners. ‘The Maritime Group Manual of Operations best embodies the ideas and aspirations of the PNP. This Manual of Operation embodies the basic policies and procedures that will guide every personnel of the Maritime Group in the conduct of seaborne operations including proper boat handling and maintenance of all watercrafts. Through this handbook, therefore, which is designed to guide members of the Maritime Group, it is my hope that they become more conscious of their role in making our communities peaceful and prosperous. In behalf of the DILG family, I commend the MARGROUP for this noteworthy endeavor. RONALDO VY PUNO Secretary Mabuhay!Republic of the Philippines Department of the Interior and Local Government National Police Commission NATIONAL HEADQUARTERS PHILIPPINE NATIONAL POLICE ‘Camp Crame, Quezon City FOREWORD ‘The Philippines is an archipelago of 7,107 islands and islets with a total coastline of 17.460 kilometers. This coastline is not only the source of food, but also of economic activities like fishing, tourism, and transportation. The PNP Maritime Group (MG) plays an important role in the protection and preservation of these vital resources at sea. To accomplish its mission, fifteen (15) Regional Maritime Offices and Maritime Stations have been organized all over the country. This Manual is necessary to guide the different Maritime Regional Directors and Station Chiefs in their day-to-day police operations. It ensures that all actions of Maritime field units are in consonance with existing policies of the PNP National Headquarters. Towards this end, I am assured that in every successful operation, there will be conviction for those law offenders. I expect each personnel of the Group shall work to make the Philippine National Police a very responsive organization in the next millennium. yaa)Republic of the Philippines Department of the Interior and Local Government National Police Commission NATIONAL HEADQUARTERS PHILIPPINE NATIONAL POLICE DIRECTORATE FOR HUMAN RESOURCE AND DOCTRINE DEVELOPMENT Camp Crame, Quezon City PREFACE The central purpose of this new Maritime Group Manual has been prompted by a growing conviction that a focused emphasis be placed in both the principles and procedures of maritime. Both have been fleshed out — and now enfleshed in an organized fashion into this Manual. No doubt the Manual can shed a lot of light on ery police officer worth his uniform must be willing be a source of education when disagreements occur examined assumptions. maritime problems, which ev to face and solve. It can also on policy or when practice proceeds from un It is expected that the Manual will be subject to the dynamics of revision and review from time to time, Thus, every reader is encouraged not only to apply the principles set forth therein but also to contribute new ideas and fresh insights to t welcome. further improve the same. Every reader's serious commentary is most eee DION’ Ate SiNSA Police Director Director for Human Resource and Doctrines DevelopmentRepublic of the Philippines Department of the Interior and Local Government National Police Commission NATIONAL HEADQUARTERS PHILIPPINE NATIONAL POLICE MARITIME GROUP Camp Crame, Quezon City ACKNOWLEDGMENT This manual was made possible through the concerted efforts of Headquarters Maritime Group Directorial Staffs and other cognizant offices. We wish therefore to express our sincerest thanks and gratitude to our personnel who in one way or another have contributed their wholehearted support to the publication of this manual. olice Senior Superintendent (GSC) Director, Maritime Group Etre ea cuaaTABLE OF CONTENTS MESSAGE iii FOREWORD y PREFACE vii ACKNOWLEDGMENT ix CHAPTER I - INTRODUCTION A. Background 1 B. Purpose 1 C. Scope 1 CHAPTER II - THE PNP MARITIME GROUP A. History 2 B. Vision 3 C. Mission 3 D. Functions 3 E. Organization 4 CHAPTER Ii - MARITIME LAW ENFORCEMENT A. Ports and Coastal Police Operations 5 B. Maritime Law Enforcement Procedures 5 1. Anti- Illegal Fishing (RA 8550) 3 2, Anti- Illegal Logging ( PD 705) 6 3. Anti- Smuggling (Provision of TCCP) 15 4. Anti- legal Entry 16 5, Anti- Gunrunning/Transport of Explosives (RA 8294) 16 6. Anti- Dangerous Drug Trafficking (RA 6425) 17 7. Anti- Piracy/ Sea-jacking ( PD 532) 17 C. Seaborne Patrol Operations. 1, Board and Search Procedure m4 2, Search and Rescue Operations Procedure 25 freemen)CHAPTER IV - BOAT HANDLING A. B. c D. Duties and Responsibility of the Boat Crew Boat Operation a) While in Port b) While Underway Boat Maintenance Rules of the Road CHAPTER V - TYPHOON EVASION A B. CG Action to Take when in the Vicinity of the Tropical Storm Practical Rules for Avoiding the Center of a Tropical Storm Guiding Principles of Survival at Sea CHAPTER VI- POLICE OPERATIONAL PROCEDURES A. B. os Basic Guidelines Rules in Engaging and Effecting the Apprehension and or Neutralization of the Enemy at Sea Rules of Engagement Concerning Operations Activities of Foreign Fishing Vessel Inside Philippine Territorial Waters APPENDICES 32 36 G28CHAPTER | INTRODUCTION A. BACKGROUND Over the years, the PNP Maritime Group is deeply involved in the protection of our various marine resources and providing public safety. In the performance of its mandated task, different crime incidents are confronted at sea or ports especially by its field offices. Legal impediments, such as human rights violations and other factors, may sometime imperil the handling of apprehended persons, cargoes and other materials. As the PNP envisions a professionalized organization in the next millennium, in which the Maritime Group plays a crucial role in the maintenance of maritime peace and preservation of the country’s vast marine resources, thus a standard operations manual is necessary to guide operating units in the successful accomplishment of its mission. B. PURPOSE Maritime Group, being the operating unit of the Philippine National Police in the implementation of laws at sea, must be guided inthe proper execution ofits mandted task. Cc. SCOPE The PNP Maritime Group Operations Manual is applicable to all Maritime Law Enforcement operations to be conducted at sea and in Ports/Harbors, coastal areas, rivers, lakes and islets. It has incorporated all aspects in public safety, crime prevention, crime suppression and procedures in the operation and maintenance of Police Patrol Boats and indigenous watercrafts and the weather conditions prevailing in the area. ‘The conduct of police operations shall be within the inherent powers and dutiesCHAPTER II THE PNP MARITIME GROUP A. HISTORY In accordance with constitutional mandate, Republic Act 6975 otherwise known as DILG Act of 1990- PNP Law there should be one police force that is national in scope and civilian in character. An act establishing the Philippine National Police under a reorganized Department of Interior and Local Government. ‘The Law stipulates that the Maritime Command is one of the National Service Support Units (NSSUs) of the Philippine National Police pursuant, therefore, to NHQ PNP General Order No. 58 dated 16 January 1991, the unit came into being effective same date. Last September 12, 1996, NAPOLCOM issued Resolution No. 96-058. ~ Further amending Resolution No. 92-36 approving the streamlining of the PNP Organizational Structure and reiterating the role of the Police Regional and Provincial Offices”, henceforth paragraph 3 and 4 of said resolution provides for the renaming of the PNP NSU that shall consist of operational and administrative support units and be renamed “Maritime Command” to Maritime Group and further renaming “Maritime Districts” to Regional Maritime Office (RMO)”. Historically, it maybe said that the PNP MARITIME GROUP evolved conceptually from the time that the former Philippine Constabulary introduced seaborne unit in the past. This forerunner unit was known as the: “Constabulary Off-Shore Anti-Crime Battalion (COSAC) with POLICE DIRECTOR WILFREDO D. CRUZ as its first Commanding Officer and was established on 01 February 1971 with the mission to curb illegal activities in the maritime environment. While the unit may have disappeared for awhile, the fundamental law of the land gave the concept to rebirth. Today, the PNP MARITIME GROUP is creating a ripple in the maritime environment. It is a vision of the officers, men and employees of the Group that, someday, it will create a climate of peace and prosperity in the Sea Lanes of Commerce and Communication ry CHAPTER Il - THE PNP MARITIME GROUPB. MARITIME GROUP VISION “To attain a level of organizational capability sufficient to project continuous police visibility in the maritime environment.” Viewed in the light of this of this vision, the PNP MARITIME GROUP concept of operation is focused on the: “Prevention of Violations of Laws, Rules and Regulations at Sea.” Cc. MISSION ‘The Mission of the Maritime Group is to perform all police functions over Philippine territorial waters lakes and rivers, along coastal areas to include ports and harbors, and small islands in order to maintain peace and order and public safety. D. FUNCTIONS To accomplish its mission, PNP MARITIME GROUP is tasked to carry out its functions which are as follows: 1. To organize, train, equip and maintain units and personnel for effective police operation in its territorial waters. To prevent and suppress violations of laws and ordinances within Philippine waters rivers lakes and along coastal areas to include ports, harbors and small islands. To conduct anti-illegal fishing operation especially those that use dynamites/explosives, toxic substances or other destructive methods. 4, Torecommend the promulgation of ordinances relative to the protection of life and property at sea, and 5. To perform other duties as directed by the Chief, PNP. v earnE. ORGANIZATION MG ORGANIZATIONAL CHART PE RSONAL | peotoR |STAFF | [ mso | | miao [aiDE-De-cam|) GRP PNCO | MIO | |DEP DIR FOR ADMIN DEP DIR FOR OPNS- CHIEF wa DIR STAFF. [ I I — T 1 icuosPau, | AcuDS [acuoso | | | acuose | | acwos. | |acuosou| [nuoseca HEADQUARTERS | SUPPORT UNITS [ [Gen SVC OFF| | SMTO | COMMEL FIN SVC OFF OPERATING | UNITS [ I $00 RMos | 15 FLEET OPN OFF EO warstas| 48 | MATS | | sit sor | = MARSS | 48 PNP MARITIME GROUPCHAPTER III LAW ENFORCEMENT A. PORT AND COASTAL POLICE OPERATIONS: 1. Coordinate with local officials and other concerned government agencies to include LGU/NGO/NGAs within AOR. . Conduct foot/visibility patrol. Provide assistance to incoming and outgoing Port users (watercrafts/ people). Arrest/detain violators of laws and wanted persons. Issuance of clearance to transporters of explosives and pyrotechnics. Assist in the enforcement of special laws as requested . Establish Public Assistance Center. wr eS B. MARITIME LAW ENFORCEMENT PROCEDURES: 1. Anti Megal Fishing Procedures: Boarding of a Fishing Boat: » Present Identification card or authority. Request to board and inspect the boat. c. Demand inspection of commercial fishing boat license (CFBL), fisherman’s license, log book & other pertinent documents. d. Determine the kind of fishing boat, the position (Distance/ deptherence from shoreline) and kind of fishing gear on board (If any) e. Inspect the fish hold/compartment, cabin and other places. f. If the fishing boat is loaded with fish, request for fish samples (at least one (1) kilo) for scientific on-the-spot examination of same. g. Observe other instruments and materials used in illegal fishing such as but not limited to explosives, obnoxious or poisonous substances and electro-fishing devices etc.Investigation Procedures: a. Take the fish samples not exceeding to one (1) kilo & immediately conduct a scientific examination of same to deter the explosives positiveness. b. If positive, place the fish sample in a properly labeled & sealed ball/ jar/any suitable container with formalin solution. c. The fish examiner must take the custody of the fish samples & keep them in a safer place to avoid tampering or loss thereof. d. Inform the person-in-charge of the fishing boat or any member of the crew/vender that the fish samples examined were illegally caught. e. Impound/tow the fishing boat to the nearest PNP Maritime Station & take immediate custody of all the fishes. f, Arrest the person-in-charge/crew/vendor and bring them to the nearest PNP Maritime Station for proper investigation Dispose the illegally caught fish to penal & charitable institutions. (Malacafiang Circular # 130) h, Fish samples suspected to be caught by obnoxious or poisonous substiinces shall be immediately brought to the nearest BFAR, PNP Crime Laboratory Service or other appropriate government agencies for laboratory testing to determine the presence of toxic substances. i. _ File the case with the proper courts who has jurisdiction over the area. 99 2. Apprehensions Procedures on Illegal Logging: Pursuant to the provisions of Presidential Decree No. 70: and Letter of Instructions No. 1020 and other pertinent policies, laws and regulations, the following procedures in the arrest of offender(s), seizure/ confiscation, disposition of illegal forest products are hereby issued for the information and guidance of all concerned. a. Arrest of offenders, seizure and confiscation of illegally cut, gathered and/or questionable forest products. 1) In consonance with the Section 68-A of Executive Order No. 277, the Secretary of Environment and Natural Resources or his duly authorized representative have administrative authority to order the confiscation of any forest products illegally cut, gathered, removed, possessed or abandoned, including all conveyances used either by land, water or air in the commission of the offense and to dispose of the same in accordance with pertinent laws, regulations or policies on the matter. The term forest oducts as used herein shall include lumber.3 4 6 T DENR Officers and other authorized personnel of the DENR shall have authority to seize/confiscate illegally cut, gathered, and removed forest products under their respective jurisdiction. Pursuant to Section 80, PD 705, as amended, the Forest Officer may arrest even without warrant any person who has committed or is committing on his presence any of the offenses defined under Chapter IV, PD 705, as amended. He shall also seize and confiscate in favor of the government the tools and equipment use in committing the offense and the forest products cut, gathered or removed by the offender. The arresting forest officer shall immediately deliver the offender the nearest Maritime Police Station. Immediately after the seizure of the forest products together with the tools, conveyances and instrument used in the commission of the offense, the apprehending forest officer shall execute his sworn statement/affidavit surrounding the facts of the case. He shall also take the affidavit or statement of witnesses, if any. The scaling or measurement of the seized forest products shall be conducted immediately and the assessment thereof shall be based on the gross volume without benefit of deduction for natural defects, after which the corresponding seizure receipt shall be issued by the signing DENR officer(s). All logs confiscated and are to be sold shall be marked with the marking hatchet at both ends. In case where the apprehension are made by the PNP Maritime Group, FIIB, Philippine Navy, Coast Guard and other government law enforcement agencies, the apprehending agency shall notify the nearest DENR officer and turn over the seizured forest products to the CENRO/ PENRO/RED as the case may be for proper investigation and disposition. In the same manner, forest products seized/confiscated by the DENR Central Office personnel shall likewise be turned over to the CENRO/ PENRO/RED concerned for further investigation and proper disposition in accordance with the procedures herein provided. In case where the apprehension is made by the field DENR Officer, the forest products and the conveyance used shall be deposited to the nearest CENRO/PENRO/RED office, as the case may be, for safekeeping, wherever it is most convenient. If the transfer of the seizured forest products to the above places is not immediately feasible, the same shall be placed under the custody of any licensed sawmill operator or the nearest local public official such as the Barangay Captain/Municipal/City Mayor, Provincial Governor or the PNP Maritime Group; at the discretion of the confiscating officer taking into account the safety of the confiscated forest products. All TLA holders shall, upon request, provided transportation facil for the transfer of the confiscated/seized forestproducts from the place of apprehension to the place of custody. In any ase, the custody of the forest products shall be duly acknowledged and receipted by the official taking custody thereof. Filing of ‘Complaint —The forest officer shall forthwith file the complaint with the Fiscal’s Office in the form prescribed by said Office or if the Office of the Fiscal is too far from the place where the offenses is committed, the criminal complaints shall be filed with the Municipal Trial Court of the locality. 8 The following documents should be attached to the complaint: a) Sworn statement of the apprehending/arresting officer. b) Affidavit of witnesses if any, who may have knowledge of the commission of the offense. ¢) Copy of the Seizure Receipt of Statement showing the number, species and volume of the logs/timber/forest seized. d) Photographs showing the timber or other forest products seized including the tools equipment, machinery and conveyances used in the commission of the offense. 9 Referral of Complaint - Immediately after the complaint is filed, the forest officer shall transmit copy of complaint and all supporting documents to the Regional Office for proper handling and disposition, copy furnished the Assistant Secretary for Legal Affairs. 10) Prosecution of Offenses —The prosecutor of the cases filed under these regulations shall be the primary responsibility of the Regional Office concerned subject to the supervision and control of the Assistant Secretary for Legal Affairs. 11) Disposition of Confiscated forest products: A) The RED/CENRO/PENRO, as the case may be or his duly authorized representative(s) shall without delay sell at public auction and/or dispose in accordance with existing laws, all confiscated forest products except the following: 1) Those subject of judicial proceeding until proper authority is obtained for their disposition from the court where the case is pending. 2) Those earmarked for donation to other agencies or charitable and similar institution; and 3) Those determined by the DENR for its own infrastructure need.B) Confiscated forest products shall be disposed of through a Committee on Bids and Awards which shall be composed of the following: 1) a) For confiscated forest products with current market value of P50,000 or less-concerned CENRO as chairman, Local Government representative and COA representative as members; b) For confiscated forest products with current market value of more than P50,000.00 up to P100,00.00 concerned PENRO as chairman Local government representative and COA representative as members; c) For confiscated forest products with current market value of more than P100,000.00 shall be disposed of by the Regional Committee on Bids and Awards composed of RED and the Local Government representative and COA representative. Subject to the approval of the Secretary of Natural Resources, the local government concerned may be given a share of the proceeds of the confiscated forest products especially in cases where they had a role in the apprehension/ confiscation. In all the foregoing, the assessment of the current market value shall also be made the Committee concerned based on updated prices indices. 2) _Incases of confiscated forest products that are the subject of court cases, representations with the proper court shall be made for the immediate disposition thereof through publication to avoid logs of its economic value during the pendency of the case. The proceeds of the sale shall be deposited as the court directs and the same shall be awarded by the latter to whoever shall be entitled thereto based on the final court decision. In the case of forest products that easily deteriorated like rattan, albizzia falcataria, gubas and the similar forest products, efforts shall be made to convince the court that the same shall be disposed of immediately and without delay to avoid deterioration. Authority to cut, gather, collect or remove timber or forest product NeosAuthority to cut , gather, collect or remove timber or other forest products from any forest land or from private land might be in the form of any license agreement or permit issued by the Secretary of the DENR or by his duly authorized representative. Some of the powers and functions of the of the Department Secretary has been delegated to specific officer of the Department under DENR Administrative Order No. 38, Series of 1990. Examples of authority to cut, gather, collect remove timber or other forest products. a) Timber license agreement (TLA) and other existing license permits: These permits were issued by the DENR, pursuant to P:D. 705 and the old constitution and continue to be in full force and effect until their expiry dates subject to the same terms and conditions as originally granted and approved unless Congress may provide otherwise. (Sec. 3, Executive Order No. 278, Series of 1987.) b) Timber Sharing Agreement (TPSA) All licensed issued by the DENR to utilize timber resources from forest areas, in lieu of TLA, in compliance with Sec. 2 Article XII of the New Constitution as implemented under EO 278, series of 1987. (DENR Administrative Order No. 78, Series of 1990.) c) Private Land Timber Permits (PLTP) A license granted by the DENR to landowners themselves to cut, gather. collect, remove timber found (natural grown) within their private lands. For purposes of PLTP. Private lands refer to lands covered by either administrative or judicial title or FREE PATENT, HOMESTED and SALES PATENT and TORRENS TITLE obtained under the Land Registration Act (Act No. 496, ‘as amended), Realty Tax Declaration is not acceptable proof of ownership (DENR Administrative Order No. 121, Series of 1989). d) Special Permits: 1) Permit to our narra and other premium hardwood in the forest areas, civil/military reservations or resettlement areas: ‘A written authority from the Secretary of DENR to cut narra 40 aaand other premium or hardwood from allowable clearings within civil or military reservations/resettlement or resettlement areas; and in allowable clearings (skidways, roadways. cableways, log landings) inside forest land covered by timber license/permits limited to fifteen (15%) percent for skidding/truck logging and yarding based on the logging area under operation (Par. 2.2 & 2.3 or DENR Administrative Order No. 78. Series of 1987). Premium Hardwood refers to narra, molave, dao, kamagong, ipil, acacia, akle apawit, banuyo, batkuling, hetis, bolangeta, taek, tindalo, and manggis (Par. | DENR Administrative No. 78, Series of 1987). Permit to cut narra and other premium hardwood found ( natural grown) in private lands: This authority is called a Special Private Land Timber Permit (SPLTP) issued to land owners themselves by the Secretary of DENR to cut gather, collect, or remove narra and other premium hardwood species found in their private land (DENR Memo Circular No. 22 Series of 1990). For this purpose, Private Lands in addition to the definition under DENR Administrative Order No. 121, Series of 1989, also includes titled lands and alienable and disposable lands with approved applications for homestead, free and emancipation patents as defined in Par, 2.1 of DENR Administrative Order No. 78, Series 1989. For firewood, Pulp Wood or Timber produce from Ipil-Ipi! (leucaenia spp.), Faleata Abizza Falcataria and other tree species planted in private lands. No permit is required in cutting, harvesting, transporting and sale of firewood, pulpwood or timber produced from Ipil-Ipil. Falcata, or other tree species planted in private lands or tax-declared alienable and disposable lands with a corresponding application for patent or acquired through court proceedings. Instead of permit, ONLY A CERTIFICATION, which will accompany shipment from the community Environment and Natural Resources Officer (CENRO) concerned to the effect hat said forestproducts came from private titled land or tax-declared alienable and disposable land (Min. Adm. Order No. 4, Series of 1987, amended by: DENR Adm. Orders No. 86, (1988) ; 26 (1990) and 79 (1990). Exceptions: (Forest products or Timber from tree species planted in private lands or tax-declared A & D). 1) Narra or other premium hardwood (permit should be secured under DENR Adm. Orders No. 78 (1987) and Memo Cir. No. (1990). 2) BENGUET PINE If planted in private land or tax-declared A & D lands permits shall be secured under PLTP (DENR Adm. Order No. 79, Series of 1990). 3) MANGROVES If found within public lands permits should be secured under DENR Adm. Order No. 15 (1990). If found in private or titled land permits should be secured under PLTP under DENR Adm. Orders No. 121 (1989) (Par. 4, Memo Cir. No. 22 (1990) Legal document required by the forest Laws and Regulations 1. a) Documents required for the shipment (transport) logs/timber: 1) Certificate of Timber Origin 2) Auxiliary Invoice 3) Sales or Commercial Invoices 4) Log Supply Contract or LSPA 5) Logs must be scaled and marked with forest Officer's marking hatchet and Timber Licensed Registered Private Log Mark (Par. 7, DENR Admin. Order No. 34, Series of 1988) 6) Certificate of Transport Agreement (Sec. 3 DENR Adm. Order No. 59, Series of 1990) (Note:) The certificate of transport Agreement can be dispensed with: 1. Ifthe owner of CONVEYANCE is the same owner of the timber or other forest product to be transported/shipped.2. If immediately prior to loading of any forest product, the conveyance owner notifies the Community Environment and Natural Resources Officer (CENRO) concerned of the planned shipment, in which case, the CENRO shall issue instead a clearance for the transport of forest products. Administrative Order No. 59-a series of 1990). 12) Sanctions of Shipments of Log/Timber Without CTO Timber/Logs transported or shipped without the accompanying CTO shall be presumed as coming from illegal sources and shall be subject to confiscation and disposition in accordance with Executive Order No. 227 and other laws, regulation on the matter. The offender shall be subject to prosecution (Par. 9, DENR Adm. Order No. 34 Series of 1988). 13) Validity of CTO The CTO shall be issued on a one-shipment basis. The CTO shall be valid only for a period of fifteen (15) days (including Saturdays, Sundays and Holidays from date of issuance of after loading in case of export, or in case of domestic transport, upon discharge at the point of destination, which ever serve first. In case of expiration, before reaching the point of destination, renewal or extension thereof should be secured from the nearest DENR office (DENR Adm. Order No. 34, Serics of 1988). 2) Transport of Lumber (Domestic Transport) a) Original Copy of Certificate Lumber Origin (CLO) b) Lumber Sales Invoice (in case of lumber sale) ¢) Tally Sheets d) Delivery Receipt (BFD Cir No. 8 Series of 1983) e) Certificate of Transport Agreement unless dispensed with under DENR ‘Adm. Order No, 59-A, Series of 1990 3) Transport of Lumber (Export) a) Original Copy of Certificate of Lumber Origin (CLO) b) Log Sales Invoices (In case of sale of logs from which the lumber were produced) c) Lumber Sales Invoices (In case of lumber sale) d) Tally Sheets e) Delivery receipts f) Certificate of Inspection (as requirement under BFD Circular No. 8, of 1983) CHAPTER Ill - LAW ENFORCEMENT 13g) Certificate of Transport Agreement (unless. dispensed with) (Note:) Export Ban on Lumber As of May 15, 1989 exportation of lumber is banned under DENR Adm. Order No. 19, Series of 1989. Exempted from Ban: Lumber products, wood manufacturers and other wood finished products including but not limited to wooden furniture and toys, packing cases and parquet floors, doors and other builder hardworks, picture frames, tool handles, decorative articles, wooden shoes, toothpicks, ctc.,. coming from local or imported logs are allowed to be exported (DENR Adm. Order No. 05 Series of 1990). 4. Minor Forest (Domestic Transport) a) Original Copy of the Certificate of Origin of Minor Forest Products. b) Auxiliary Invoices c) Delivery Receipt (required under BFD Circular No. 8, Series of 1983 d) Certificate of Invoice Agreement (unless disposed with) 5. Minor Forest Products (Export) 14 a) Original Copy of Certificate of Origin Minor Forest Products b) Auxiliary Invoices c) Delivery Receipt 4) Certificate of Inspection (required under BFD Circular No. 8, series of 1983) Certificate of Transport Agreement (unless disposed with) e Transport of Timber or other Forest Products Transportation of timber or other forest products without authority or without the legal documents required under forest laws and regulations is punishable Under Sec. 68 of PD No. 705 as amended by E.0. No. 277, series of 1987. Although the act of transporting timber or other forest products without authority or without the legal documents required under forest laws and CHAPTER Ill - LAW ENFORCEMENTregulations is not specifically enumerated as one of the offer punishable under Sec. 68 of P.D. 705 as amended by E.O. 277, Series of 1987, it is believed that said act of transporting is embraced in offense No. 3, that is, possession of Timber or other forest products without the legal documents required by forest laws and regulations. 3. Anti-Smuggling Procedure If the inspected vessel is found positive of violation of Custom Laws, the head of the Boarding Party shall immediately apprise the Master/ Patron of the vessel of their findings. The vessel shall be brought to the nearest Regional Maritime Police Office, Maritime Station/Sub-station and its cargoes inventoried by the apprehending team and secured by the security team. The vessel shall be likewise inventoried. The inventory shall be jointly undertaken by the inventory team and the Master of the vessel and witnessed by the Police Officer or civilian of respectable stature. The cargo shall be signed by both parties and witnesses. The apprehended persons shall be investigated and documented by the Investigation and Documentation Team in the presence of their lawyer. The following shall be prepared as evidences. Spot Apprehension Report Apprehension Report Joint Affidavit of Arrest of at least two (2) of the apprehending personnel. 4. Inventory of confiscated cargo 5. Inventory of vessel 6. Sworm Statement of Apprehended persons 7. Waiver of Detention Pending execution ( if executed) 8. Pictures of Apprehended Persons/Vessels/Cargo 9. I wre Custody Receipt of Cargo/Articles seized 0. Certificate of Appraisal After investigation and documentation, the apprehended persons shall be tumned-over to an Inquest Fiscal by the Investigation and Documentation team through transmitted letter with the following attachments b),c), d), €), f), g), hn), i), from the listing in sub-paragraph 3 above. Document j) is also required although it can be submitted at a later date when the Bureau of Customs shall have made the appraisal. tae aaa 1516 After the inventory of the confiscated cargoes/articles, all the seized cargoes except representative samples for evidence shalll be turned- over to the Bureau of Customs (Auction and Disposal Office) by the Inventory Team assisted by a Security Team and the Receipt of Cargo/Articles seized obtained from the Custodian. This shall be followed by a letter the Collector of Customs prepared by the Investigation and Documentation Team formally advising of the turned-over of the seized cargo, the custody of the vessel and further applying for the Warrant of Seizure and Detention of both cargo and craft, This letter shall have the attachments of the following: b). c), d), e), f), g), h), i), from the listing of sub-paragraph 3. Submit After Apprehension Report to Headquarters, Maritime Group (ATTN: OMDSO). 4, Anti-[egal Entry a. If the inspected vessel is found positive of Violations of Immigration Laws, the head of the Boarding Party shall immediately apprise the Master/Patron of the vessel of their findings, The apprehended vessel together with the crew members shall be escorted to the nearest port with PNP Maritime Group elements for documentation and eventual turn-over to cognizant authorities. The following documents shall be prepared as evidences: 1. Apprehension Report 2. Joint Affidavit of Arrest of at least two (2) personnel from the apprehending unit. 3. Receipt of turned-over of persons and vessel (Attached inventory signed both by the Master/Patron of the vessel and representative of the apprehending unit). ‘Submit After-Apprehension Report to Headquarters, Maritime Group (ATTN: OMDSO). 5. Anti-Gunrunning/Transport of Explosives If the inspected vessel/person is found positive of the violation of the RA 8294 (Illegal Possession of Firearms/Explosives), the head of the Boarding Party shall immediately apprise the Master/Patron of the vessel of their findings. The apprehended vessel or person will be escorted to the nearest port with MARIG elements/local PNP stations for investigation and Eines ansdocumentation and eventual filing of appropriate charges in court as warranted. c. Following documents shall be prepared: 1. Apprehension Report 2. Joint Affidavit of Arrest of at least two (2) personnel from the apprehending unit. 3. Receipt of turned-over of vessel/person signed both by the Master/Patron of the vessel or person arrested and representative of the apprehending unit. d. Submit After-Apprehension Report to Headquarters, Maritime Group (ATTN: OMDSO). 6. Anti-Dangerous Drug Trafficking (RA 6425) a. If the suspected vessel is found positive of violation of Republic Act Nr 6425 (Dangerous Drug), the head of the Boarding Party shall immediately appraise the Master/Patron of the vessel of their findings. b. The vessel shall be brought to the nearest port with PNP Maritime Group elements for investigation and documentation and eventual filing of appropriate charges in court. c. The following documents shall be prepared: 1. Apprehension Report 2. Joint Affidavit of Arrest of at least two (2) personnel from the apprehending unit. 3. Receipt of turned-over of persons and vessel (Attached inventory signed both by the Master/Patron of the vessel and representative of apprehending unit 4. Submit samples of confiscated drugs to the nearest PNP Crime Laboratory for examination. File appropriate charges in court as warranted. 6. Submit After-Apprehension Report to the Headquarters, Maritime Group (ATTN: OMDSO). ww 7. Anti-Piracy/Seajacking (PD 532) Contingency Operations Against Hostage Situation at Land and Sea 1. GENERAL:In incidents of seajacking, it may involved a private yacht, passenger jeep/ liner or cargo vessel. In any case when lawless elements resort to taking hostages in exchange for whatever demands, there are basic rules to follow in order for the situation to remain under control. The key to a successful operations of this nature, is “Control”. ‘The primary objective of the operation is the safety of the hostages. It maybe accomplished through the use of force or persuasion. Between the two (2) methods to be employed in order to free the hostages, the use of persuasion shall at all times precede the use of force. The manner of employing either method depends largely on the situation at hand. In many actual situations, the failure in operations result from loss of control. The over-eagerness of some civilian and military VIPs to participate in the operation is in most cases the primary cause of loss of control, It is therefore imperative that control of the entire operation does not change hand from the beginning until its successful conclusion. All resources committed to the operation must necessarily be placed under the absolute control of the officer or person in charge at the scene. In some cases where resources originate from units or agencies under a more senior Commander than the officer or person in charge of operation, rank and seniority or such other administrative nuances in the organization must be subordinated to the mission in order to maintain absolute control. 2. PROCEDURES: ‘A. Basic Procedure for Establishing Control- In cases of seajacking/ hostages situation, the most basic steps to firmly establish control of situation are: 1. Established Communication — The first step in dealing with this type of situation is to established communication. This is best accomplished by using a third party liaison mutually trusted by both sides. The second alternative is the use of telephone when available and the third means in the order of preference is hailer or megaphone and the last is wireless radio. a. The Third Party Liaison or Messenger — The use of liaison or messenger must be preferred over telephone, megaphone or wireless radio in establishing communication since human can see, hear, smell, calculate and evaluate situations in confined areas not otherwise visible to the officer in charge of operation. b. Telephone — The use of telephone is the best substitute for third party liaison or messenger. It affords the scene Commander a good evaluation of the state of the mind and motion of the other party as 18 CHAPTER Ill - LAW ENFORCEMENTwell as maximize the information required from the scene more expeditiously. ¢. Hailer/Megaphone — Although limited in application, the megaphone should be preferred over wireless radio as it gives both parties direct physical contact. d. Radio ~The use of wireless radio communication is by far the least effective of the means as it is vulnerable to interferences that could complicate the situation. 2. Establish the Essential Elements of Information — All information necessary and useful must immediately be established. a. Who —Identities of personalities must be ascertained; their conditions and their visible live physical existence proven. b. Where — Origins, sites and places relevant to the situation should also be established. c. Why ~The reason for the incident, the purpose and all questions as to clarify the situation must be satisfied in order to clearly establish the basis for negotiations and/or action when necessary. d. When - Time is one of the most essential elements in negotiation. Under any hostage condition, the Scene Commander must exploit the situation to convert the time element in his favor. Patience is therefore required. e. How — Whenever possible, nothing of the methods or manners demanded by the enemy should be granted. This will deny him or them the feeling of achieving concession or psychological victory. 3. Obtain the Demands — The core of this type of situation is the demand of the hostage taker. Any demand made must be broken down into specifics. It must be bome in mind that the enemy has nothing to offer except the safety and freedom of the hostages. Any demand made must not therefore exceed what is offered in exchange. Before proceeding with negotiations of the demand, itis mandatory to remind the hostage taker of such fact and that any basis for action either in favor or against the demands is contingent only on the safety of the hostages. Therefore, during the pendency of the final solution, the hostage taker must clearly understand and accept the responsibility for the safety and well-being of the hostages. This simple but inescapable acceptance of responsibility for the safety of the hostages places the hostage takers under tremendous pressure. The hostage takers must also be made to clearly understand that their own lives hang solely on the safety of the hostages. Having obtained the demands and clearly defined the parameters, action can proceed. arm Teens 19B. Operation Against Seajacking (Maritime Rescue) : Unlike hostage situation ashore, seajacking is unique in the sense that the ship itself isolates the incident from what otherwise are interferences to safe rescue operation. As in the other hostage situation, the first phase of rescue is negotiation. Rescue operation can only be undertaken when Phase I fails or when the hostages are harmed/killed. Due care must therefore be exercised to accomplish the primary purpose of the rescue which is the safety of the hostages. 1. Rescue Operation Procedures for Seajacking Vessels with Hostages on Board (Phase II) p ‘When anchored or moored, prevent the vessel from getting underway. Lock the propellers to prevent its use. When underway, employ the use of debarkation nets to engage with the propeller to prevent the vessel from getting underway and/or disable the pilot control station. Use as board and rescue vessel the one having the same height of freeboard as the target ship for easy tactical boarding and rescue operation when condition requires. Briefings before boarding and rescue should emphasize the description/identification and location of the hostages. Prior to the boarding the use of stun and smoke grenades or similar pyrotechnics to screen the boarding troops from enemy sight should be used to maximum advantage. Boarding and rescue should be concentrated on the spaces above the main deck. Access and openings leading to the lower decks should be secured until operations at the upper decks are completed. The lower decks shall be mopped up only when the upper decks are secured. 2. Maritime Tactical Rescue Boarding Procedures : Pre-boarding briefing on the target ship's characteristics with emphasis on ship’s compartmentation, access and openings. Identification of hostages and heir last known location on board should be determined prior to the tactical boarding. The Board and Rescue vessels shall maneuver to come alongside the target ship port or starboard whenever practicable while underway in such a manner as to allow simultaneous boarding of maritime rescue team.d. Use smoke stun grenades at the deck of the target ship to cover the boarding rescue teams to obscure vision of the enemy, e. Target ships having a length of Jess than 150 feet shall be divided into two (2) boarding zones forward and aft. Target ships of 150-300 feet shall be divided into three (3) boarding zones forward, amidships and aft and target ships of 350 or more feet shall be divided into four (4) boarding zones forward, forebeam aft and beam and stern. f. Each boarding zone shall be covered by at least one board and rescue team except when the target ship design and configuration otherwise. g. Assisting ship or ship shall position forward at the target ship to obstruct steerage and drop/tow ropes and debarkation ladder that could entangle with the target ship propellers and slow down her speed. h. A life guard ship/craft shall position directly astern of the target ship as soon as the board and rescue ship maneuver alongside to pick up man overboard. i. Safety of rescue vessel from grounding shall precede other considerations. j. Adequate stationary and running fenders shall be ready for use to minimize damage from collision during the rescue maneuvers. k. Emergency breakaway shall be executed when in the opinion/ judgment of the Scene Commander it becomes necessary. C. Operation Against Hostage Taking (Ashore) In every hostage taking situation, the first phase of rescue is negotiation. Rescue operation can only be undertaken when Phase I fails or when the host: are harmed or killed. Due care must therefore be exercised to accomplish the primary purpose of the rescue which is the safety of the hostages. Rescue Operation Procedures for Hostage (Ashore) Situation: 1. Upon receipt of the report that a hostage-taking incidents is in progress, the Operating Group shall immediately endeavor to isolate the building where the hostages are detained including its immediate premises. Appropriate physical barriers strategically guarded by its security personnel shall be set up to prevent the crowd and any other person from interfering with the operations. . Measures shall then be instituted to put up a communication link between the hostage-takers and the responding elements which shall be under the control of the latter. (This mat be done by removing radio or TV aerial and cutting telephone lines and to substitute in its place a field telephone). Ease 213, The Ground Commander at the scene shall immediately endeavor through inquiries and intelligence efforts to determine the following facts What happened ? Who are responsible ? (including number and personality) Who are the hostages? (including number and personality) Why they have done it ? What are the weapons and equipment available to the hostage-takers? eeoge 4, Briefing before assault/rescue should emphasize the description/ identification and location of the hostages. 5. Prior to assault/rescue, the use of stun and smoke grenades or similar pyrotechnics to screen the assaulting woops from hostage-taker sight should used to maximum advantage 6, Assault and rescue should concentrate on the spaces above the ground floor. Access and passageway’ leading to rooms at the ground floor should be secured until rescue operations at the upper floors are completed. The rooms at the ground floor shall be mopped up only when the upper floors are secured. 3. ADMINISTRATIVE INSTRUCTIONS ‘A. Cardinal Rules to Observe During Hostage Situation : In any hostage situation more particularly in the maritime environment (seajacking), there are Cardinal Rules to follow: 1. Seajacking (Taking Hostage) Js a Crime — Nothing should be said or done to justify or glorify the crime. The perpetrators must be made to understand and accept their commission of such crime before obtaining any demand, In so doing, any grant of demand whether peripheral or primary should have concessionaire effect Safety and Freedom of the Hostages is the Objective — Nothing can be more primordial than the safety of hostages. 3, Demands must be Specific - Demands made by the enemy must always be broken into specifics. Not only are they actionable, it will also make the demand multiply. Hence, corresponding concession could be required in return. 4. No VIPs on Scene — As seajacking or any hostage taking is a crime, it must not be dignified by the presence of VIPs on the scene of the crime. The presence of VIPs. tend to create a situation larger than it actually is. The situation having been enlarged by the presence of VIPs tends to 22 (rraraaeconfer upon the criminals undue negotiating strength. It also concede to the enemy the favor of the element of time as they expect the VIP to wield the power to grant their demands. Only One is In-charge - Confusion is the single largest threat to the safety of the hostages in any situation of this nature. When aggravated by loss of credibility arising from contradictions, the entire process suffers. The risk of contradictions becomes greater when there are more than one officer-in-charge in the scene of action. Maintain Credibility — Credibility breeds confidence. The safety of the hostages and progress of operation of this nature depend solidly on the ability of law enforcers to maintain their credibility. The Scene Commander must not promise anything definite and final unless the demand fall within the purview of his authority. The process of transmitting each demand from the scene of action to the approving authority and back is one essential factor that can break the patience of the enemy and make him liable to agree to lesser terms as he/they is/are pressed for time. The Government Has More To Offer : The Criminals Only One ~ It must always be borne in mind the enemy has only one (1) concession to offer — safety of the hostages. For an opening, to negotiate for the safety and release of the hostages, the Scene Commander should avoid squandering his options. The first offer in exchange for the safety of the hostages should be the lives of the hostage takers themselves. Preponderance of Force — At all times, negotiating from the position of strength must be maintained. The Scene Commander should be given the necessary resource to accomplish his task. He should employ the art of intimidation but leaving a narrow window for reason to prevail and negotiate a peaceful solution. Localize the Incident — At no time should hostage-taking (seajacking) Incidents be over-blown. All efforts must be made to localize the incident So as not to give the enemy any more negotiating strength than they already have. Undue public exposure favors only the lives of the hostages puts undue pressure to the Scene Commander. It is therefore necessary that media be kept away from the scene of action. . Time is in Our Fayor ~ In all hostage situations, the worst element against hostage takers is time. The best weapon to employ in this particular situation is patience. . Prevent Transfer When Hostage Situation Occurs A\ boardship — The only effective way to stop a vessel underway is to disable or sink it. Hence, the ship must be immobilized as soon as possible. TaeC. SEABORNE PATROL OPERATIONS Board and Search Procedure 1. The Board and Search is a PPB watercrafts operational evolution wherein certain suspicious ship or craft is boarded and searched to determine violation of maritime laws and regulations and violations of the Revised Penal Code and other special laws. Check illegal activities and apprehend/ capture lawless elements. It shall be executed properly to ensure utmost security and safety to the personnel and patrol boats. 2. Asa general rule, a high state of alertness must always be set prior to board and search. All suspected ships and watercraft shall be considered hostile most especially in the areas of Mindanao. 3, When alongside, all guns towards the side of the suspected ship or watercraft must be manned at all times and should always cover that sector of fire as directed by the OIC/Boat Captain until the evolution is completed or sound of battle is secured. 4. Allengines must be kept running while conducting board and search to ensure immediate maneuver or fast pull out. 5. Mooring lines must not be tied securely but looped as provision for emergency break-away. 6. During the period of darkness or low visibility, the radar must be continuously operated and manned to monitor the immediate surrounding area of any other suspected contact which may show action to attack. Look out must be propositioned to preempt attack from other direction 7. Avoid exposing flammable materials such as fuel oil and kerosene tanks ‘on deck that will tender the patrol craft more vulnerable to firearm fire. 8. Apprehended/arrested persons must be closely guarded to preempt attempt to overpower the board and search party. 9. The board and search party must be organized in such a way that the patrol craft shall be able to operate with all its machinery equipment and armaments fully manned to meet any contingencies. The party must be headed by a boarding party leader and must be armed or shall have ample security. D. OPERATIONS VERSUS OTHER CRIMES Crimes committed under the provisions of the Revise Penal Code shall be acted upon according to the following procedures: a. Upon the arrival at any crime scene, record the date of arrival, arrival e and weather condition. PorT Galea len 9A moab. If an injured person is on the scene, arrange for medical attention, identification and removal. The scene should be distributed only to the extent necessary to have medical and rendered to the injured or to have the doctor examined the deceased victim. Each alteration should be accurately recorded. If the offender is at the scene, apprehend him. d. If the scene is not fully protected, ensure its protection by using other police personnel or other responsible persons to keep witnesses, suspects and victim(s) who are present from disturbing the scene until the arrival of the members of the SOCO (Scene of the Crime Operation). e. Determine and record the names of those persons at the scene who may be witnesses and separate them. f. Conduct preliminary questioning of witnesses, suspects and victim(s) to determine in general the extent of the incident of the crime. g. Note the names of persons officially present. Those present within the immediate area of the scene should be minimum in number needed to assist to SOCO team. 2 MARITIME SEARCH AND RESCUE VARIOUS SEARCH AND RESCUE INCIDENTS: FIRE ONBOARD VESSEL WHILE IN PORT FIRE ONBOARD VESSEL AT SEA SHIP GROUNDING SHIP COLLISION/CAPSIZING DOWNED AIRCRAFT DROWNING PERSON av REN Procedure to be adopted upon receipt of information of incident: 1, Fire Onboard Vessel while in Port a. Immediately dispatch available personnel with firefighting equipment to burning vessel. Coordinate with vessel personnel and assist in combating fire: Ensure safe evacuation of vessel personnel. Call nearest fire station for assistance. Cordon area to avoid pilferage. Apply first —aid treatment to injured persons and assist in the evacuation of personnel. gees Vara es 9. esaf. g. h. Ensure safety to own personnel. Assist other government agencies in the conduct of investigation. Render after operations report. 2. Fire Onboard Vessel at Sea Fo mo Immediately dispatch available personnel with firefighting equipment to scene of accident. Inform nearest Coastguard Unit, field units of Dept. of Social Welfare and Development (DSWD), National Disaster Management and Coordinating Council (NDMCC), local Chapter of the Philippine National Red Cross (PNRC), government or private hospitals, civic organization and local governments. Coordinate with vessel personnel and assist in the conduct of firefighting. Establish communications network among participating rescue units and coordinating centers. Communicate with other vessels in the area for assistance. Assist in the search and réscue of vessel passengers and crew. Assist in the safe evacuation of survivors. Apply first aid treatment to injured persons and assist in the evacuation to hospitals. Ensure safety of own personnel. Assist other government agencies in the conduct of investigation Secure weather forecast and report weather and search and rescue conditions. Render after operations report 3. Ship Grounding d. Immediately dispatch available watercraft to the scene of accident. Coordinate with vessel personne! and assist in the safe evacuation of vessel passenger and crew. Inform nearest Coast Guard Unit and other government units mentioned in 2 b. Follow procedure in 2d up to 21. 4. Ship Collision a. Follow procedure 2 a up to 21.Downed Aircraft a. Follow procedures 2 a up to 21 if aircraft is floating in water. b. If aircraft is submerged in water or downed at bottom of sea, seek assistance with Philippine Navy for underwater search and rescue operation and Philippine Airforce for Aerial search and location of downed aircraft. Drowning/Missing Person a, Immediately dispatch available watercraft to scene of ai b. Request assistance with Philippine Navy or Philippine Coast Guard and assist in the underwater search and rescue operation. c. Inform nearest government or private hospital for paramedics. d. Follow procedure 2 d, 2 e, 2 g up to 21. ferrari en emaCHAPTER IV BOAT HANDLING Note: For the purpose of understanding this manual the following are defined as follows: a. Boat Handling — shall mean the safe handling of the boat while clearing out/coming in of Ports, Harbors and Piers and the safe navigation of the boat while underway b. Boat Operation — shall mean the day to day operation/activities of the personnel of the boat whether in Port or at Sea, at Anchor or while Underway. c. Boat Maintenance — shall mean the routine and scheduled Deck and Machinery/Equipment maintenance that has to be performed in order to maintain the boat’s operational readiness. A. BOAT CREW AND THEIR DUTIES AND RESPONSIBILITIES: 1. Officer-In-Charge (OIC) + a. A Police Commissioned Officer (PCO) who is in command of the boat and is responsible for the safe operation and navigation of the boat, always taking into account that the safety of the boat and its personnel is paramount at all times. b. Heis responsible for the operational readiness and fighting efficiency of the boat and its crew He is accountable for the boat. d. He is responsible for all the members of his crew and all their acts. e. Since, he is accountable for all the boat does, for the quality of training aboard, and for the conduct of the crew at all times, he likewise is given power to enforce and implement all existing Police/ NAPOLCOM/(Civil Service Rules and Regulations aboard the boat and to ensure that the crew behaves accordingly. ° 2. Boat Captain (B/C)2 A Police Non-Commissioned Officer (PNCO) who is the assistant of the OIC and act as second in command of the boat. He supervises the operation of the boat and see to it that all personnel are performing their assigned tasks accordingly, including the maintenance of its Deck and Machinery/Equipment He is accountable to the OIC. All orders issued by him are considered as coming from the OIC. He is responsible for the proper maintenance of the boat's log book, making sure that all the boat activities, especially important events, passengers, visitors and cargoes (loaded/unloaded), and weather/ sea condition in the area, etc., are properly recorded with date and ume. In case of disability or absence of the OIC, the B/C assumed command. If the Boat has no OIC, the Duties and Responsibilities of the OIC shall be assumed by him. 3. Assistant Boat Captain (Asst. B/C): a APNCO whois accountable to the B/C and assumed the Duties and Responsibilities of the B/C in case of disability or absence of the OIC. As navigator, he recommends to the OIC/B/C the course to take for the safe navigation of the boat while underway and/or clearing from a restricted area. Supervise the Navigational and COMMELEX operator during steaming and in the upkeep and maintenance of Navigational and COMMELEX equipment. 4, Boat Engineer (B/E): ay A PNCO who is responsible for the operation, upkeep and maintenance of the engines, stern drives (steering system) and its accessories, and other machinery on board, including the outboard motor (OBM) of utility/rubber boat, if there is any. He is responsible for the minor repair of this engines/machinery, including the hull and its structures within his capability. Drafts Derangement Report for approval and signature of the OIC/ BIC. He is responsible for the reporting/accounting of POL products received/expended. (erie sa den)5. Assistant Boat Engineer (Asst. B/E): a, APNCO who is accountable to the B/E as regards to the cleanliness of the engine rooms, engines, steering rooms and steering system. b. Assumed the Duties and Responsibilities of the B/E in case of disability or absence of the B/E. 6. Navigational, Communications and Electronics Operator (NCEO): a. c. A PNCO who is responsible for the operation, upkeep and maintenance of all Navigational, Communications and Electronics Equipment. He is responsible for the transmission and received all outgoing and incoming radio messages of the boat. Draft Derangement Report on NCE equipment. 7. Gunner's Mate (GM): A PNCO who is responsible for the maintenance and upkeep of all organic FAs and AMMOs of the boat. Accountable to the OIC/B/C on the proper and accurate inventory of organic FAs and AMMOs and prepare Inventory Reports (Received/Expended) to be approved and signed by the OIC/B/C for submission to the higher headquarters. 1, The following must be observed by the crew of the Police Patrol Boat while preparing to get underway for a mission: a.) Two (2) days before steaming time: 1. v OIC/Boat Captain or Asst. Boat Captain must check and request for all requirements such as fresh water, provisions and charts within the duration of the mission ‘The Boat Captain or Asst. Boat Engineer must check for the readiness of the engine and stern drives, steering system and other accessories and report any defects/abnormalities noted the OIC/Boat Captain. The NCEO must check up the Navigation/Commelex equipment if operating normally. Report any defects noted to the OIC/Boat Captain. Gunnersmate — Check and clean all organic FAs on board and check/ inventory all ammunitions for serviceability. HAPTER IV - BOAT HANDLINGb.) One (1) day before steaming time: w OIC/Boat Captain must follow up all the requirements and record all items received. OIC/Boat Captain must supervise the cleaning of the boat. Check all hatches and other appropriate openings for waterlight integrity, fire fighting equipment and life saving equipment/materials. Boat Engineer and Asst. Boat Engineer must conduct warm-up/test ‘on engines, steering systems and accessories. NCEO and Gunnersmate must conduct test on the Navigational/ Commelex equipment. Three (3) hours before departure, the OIC/Boat Captain must supervise the area on their respective tasks which are as follows: a. Boat Engineer/Asst. Boat Engineer conduct final warm-up/test on the engines, stern drive systems and accessories. b. NCEO conducts final test on the Navigational/Commelex equipment. c. Gunnersmate will inspect all organic firearms serviceability. OIC/Boat Captain will inform all the crew/passengers on their ETD. Fifteen minutes (15) prior to departure, OIC/Boat Captain must sec to it that all the crew have already manned their respective positions. OIC/Boat Captain will control the Steering Wheel. Asst. Boat Captain, Navigator recommends course to take. Boat Engineers starts engines. Asst. Boat Engineer opens engine room hatch and check conditions of engines, stern drives, steering system and accessories including close engine room hatch if everything is normal. e. NCEO starts to switch all navigational communication electronics equipment to include navigational lights if departing at nighttime/dawn. After which, position himself astern of the boat and acts as line handler of line 2. He also acts as look out astern in a restricted area. f. Gunnersmate acts as line handler of line 1 and takes position at the bow of the boat. He also acts as look-out at the bow during maneuvering in restricted area (Ports/Harbors and Piers etc.) Bose Upon clearing from restricted area, OIC/Boat Captain secure from special sea detail. The Boat Captain will implement Port and (orasad ee 1) Ue 0Starboard duty section on watch. Relieving of duty will be at least one (1) hour and or depending on the distance/number of steaming hours for the said mission while underway/steaming. 9. Boat Captain/Asst. Boat Captain check/plot position at least every fifteen (150 minutes or as necessary while underway/steaming. 10. Boat Engineer/NCEO check/inspect operating performance of engines at fifteen (15) minutes interval. C. BOAT MAINTENANCE (Equipment Operation & Maintenance): 1. OPERATION: a) STARTING/SECURING THE ENGINES & OPERATING THE BOAT: 8 - Meter PPB with Volvo Penta Engines and Stern Drives: 1) Check the oil level in the engines with the Dipstick (Add oil if necessary). 2) Check the fresh water level at the cooling water filter (Add Fresh Water with Coolant, if necessary). 3) Check the batteries and its terminals (Add Distilled Water if necessary). 4) Check -up Sea Cocks (Sea Chest Valves) for the sea water cooling systems. 5) Switch on the P/S main switch. 6) Start the engine room fans, let it run for a few minutes 7) Lower the Port & Stbd Stern Drives at the same time, if it is titled. 8) Release the control level. Set to idling position. 9) Start the engine. (See “Ignition Switch”). Adjust the speed to idling. If the engine is equipped with pre-heating, this must be engaged about 30 Secs before starting. WARNING ! Do not race (Increase the RPM) the engine immediately after starting. This could the damage the turbo compressor. 10) Read the instruments. If the readings are abnormal, stop the engine and determine the cause. 11) Check for obstructions in front of and behind the boat before selecting “Forward” or “Reverse”. * The Maximum Cruising Speed is maximum RPM less 200 RPM. eVra ade =1) ce)* It is recommended that the speed must be decreased and the Drives must be raised to Beach Range when operating in shallow waters. The P/S Drives must be titled simultaneously to avoid stress on the tie rod. * Check the instruments regularly while in operation. + Stop the engine, if the readings in the instrument panel is abnormal and determine: the cause. 12) The built-in trim function can be used to achieve planing and a more comfortable ride much more quickly. The drives should be in the trim range during normal planing. + Raise or lower the bow using the buttons on the panel or the buttons on the control level. The instrument indicates the drive’s position. 13) Reversing can be done with the drives in “TRIM” or “BEACH”. Always allow the speed to decrease to idling before selecting “REVERSE”. WARNING ! Never place the control lever into reverse when the boat is planing. 14) EMERGENCY STOP: A diesel engine is not dependent on a power supply for its operation. Emergency Stopping of the engine can always be done by pulling the injection pump level backwards. After used and when the boat is tied up (moored), it is important for the engine to run at idling for at least one (1) minute to avoid subsequent boiling of the coolant. Trim the drives to the maximum trimmed position to protect the trim cylinders’ untreated surfaces from fouling. The exception to this is when there is a risk that the drives could run a ground. The drive then must be raised instead to the maximum position. Do not forget to lower the drives before starting. Always remember that the P/S drives should be lowered and/or raised simultaneously to prevent stress on the tied rod. 17) Stop the engine using the ignition switch. 15) 16 WARNING ! Never switch off the main switch before stopping the engines. This could damage the alternator. 18) Switch off the P/S main switel errr sad eee8—Meter PPB with Volvo Penta Engines and DOEN Water Jet Drives: 1) Check the oil level in the engines with the Dipstick (Add oil if necessary), 2) Check the fresh water level at the cooling water filter (Add Fresh Water with Coolant, if necessary), 3) Check the batteries and its terminals (Add Distilled Water if necessary), 4) Check —up Sea Cocks (Sea Chest Valves) for the sea water cooling systems. 5) Check for obstructions in front of and behind the boat and, especially the intake of water jets before selecting “Forward” or “Reverse”, 6) Switch on the P/S main switch, 7) Start the engine room fans, let it run for a few minutes. 8) Release the control lever. Set to idling position. 9) Start the engine. (See “Ignition Switch”) Adjust the speed to idling, If the engine is equipped with Pre-heating, this must be engaged about 30 Secs before starting. WARNING ! Do not race (Increase the RPM) the engine immediately after starting. This could damage the turbo Compressor and the water jet Since. itis directly coupled with the Engines, 10) Read the instruments. If the readings are abnormal, stop the engine and determine the cause, * The Maximum Cruising Speed is maximum RPM less 200 RPM * — Itis recommended that the speed must be decreased and the engines stopped if there is obstruction at the intake of the water jets, it must first be cleared of obstruction before starting the engines again. * Check the instruments regularly while in operation. * — Stop the engine, if the readings at the instrument panel is abnormal and determine the cause. 11) Reversing can be done by using the water jets lever control which changes the position of the bucket, of which the sea water sucked by the water jets is thrown forward, WARNING ! Never place the control lever into reverse when the boat is planin, BOAT HANDLING12) EMERGENCY STOP: A diesel engine is not dependent on a power supply for its operation. Emergency Stopping of the engine can always be done by pulling the injection pump lever backwards 13) After use and when the boat is tied up (moored), it is important for the engine to run at idling for at least one (1) minute to avoid subsequent boiling of the coolant. 14) Stop the engine using the ignition switch. WARNING ! Never switch off the main switch before stopping the engines. This could damage the alternator. 15) Switch off the P/S main switch. 12—Meter PPB with Detroit Diesel 671TI Engines and ZF IRM 302 VLD Transmission: 1) Check the oil level in the engines with the Dipstick (Add oil if necessary). 2) Check the'fresh water level at the cooling water filter (Add Fresh Water with Coolant, if necessary). 3) Check the batteries and its terminals (Add Distilled Water if necessary), 4) Check-up Sea Cocks (Sca Chest Valves) for the sea water cooling systems. 5) Switch on the P/S main switch. 6) Start the engine room fans, let it run for a few minutes. 7) Check for obstructions in front of and behind the boat before selecting “Forward” or “Reverse”. 8) Release the control lever. Set to idling position. 9) Start engine. (See “Ignition Switch”) Adjust the speed to idling. If the engine is equipped with pre-heating, this must be engaged about 30 Secs before starting. WARNING ! Do not race (Increase the RPM) the engine immediately after starting. This could damage the turbo compressor. 10) Read the instruments. If the readings are abnormal. stop the engine and determine the cause. + The Maximum Cruising Speed is maximum RPM less 200 RPM. + It is recommended that the speed must be decreased and the Engines stopped if there is obstruction in the propellers or shafts. The i be ved prior to starting agai (rahi aat en -1e* Check the instruments regularly while in operation. * Stop the engine, if the readings in the instrument panel is abnormal and determine the cause. 11) Reversing can be done with the propulsion drives by decreasing the speed to idling and then placing the control lever into neutral position for a few seconds before pulling it backwards for the “REVERSE” rotation of the propellers. WARNING ! Never place the control lever into reverse when the boat is planing or at high speed. 12) EMERGENCY STOP: A diesel engine is not dependent on a power supply for its operation, Emergency Stopping of the engine can always be done by pulling the injection pump lever backwards. 13) After use and when the boat is tied up (moored), it is important for the engine to run at idling for at least one (1) minute to avoid subsequent boiling of the coolant. 14) Stop the engine using the ignition switch. WARNING ! Never switch off the main switch before stopping the engines. This could damage the alternator. 15) Switch off the P/S main switch. D. RULES OF THE NAUTICAL ROAD- International PART A- GENERAL RULE 1 Application (a) These Rules shall apply to all vessels upon the high seas and all waters connected therewith navigable by seagoing vessels (b) Nothing in these Rules shall interfere with the operation of special rules made by an appropriate authority for roadsteads, harbors, rivers, lakes or inland waterways connected with the high seas and navigable by seagoing vessels, Such special rules shall conform as closely as possible to these Rules. (c) Nothing in these Rules shall interfere with the operation of any special rules made by the Government of any State with respect additional station of signal lights, shapes or whistle signals for ships of war and vessels CHAPTER IV - BOAT HANDLINGproceeding under convoy, or with respect to additional station or signal lights or shapes for fishing vessels engaged in fishing as a fleet. These additional station or signal lights, shapes or whistle signals shall, so far as possible, be such that they cannot be mistaken for any light, shape, or signal authorized elsewhere under these Rules. (d) Traffic separation schemes maybe adopted by the Organization for the purpose of these Rules. (e) Whenever the Government concerned shall have determined that a vessel special construction or purpose cannot comply fully with the provisions of any of these Rules with respect to the number, position, range or arc of visibility of lights or shapes, as well the disposition and characteristic of sound-signaling appliances, such vessel shall comply with such other provisions in regard to the number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of sound signaling appliances, as her Government shall have determined to be the closest possible compliance with these Rules in respect to that vessel. RULE 2 Responsibility (a) Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof, from the consequences of any neglect to comply with these Rules or of the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case. (b) In construing and complying with these Rules due regard shall be had to all dangers of navigation and collision and to any special circumstances, including the limitations of the vessels involved, which may make a departure from these Rules necessary to avoid immediate danger. RULE 3 General Definitions For the purpose of these Rules. except where the context otherwise requires: (a) The word “vessel” includes every description of water craft, including non displacement craft and seaplanes, used capable of being used as a means of transportation on water. (b) The term “power-driven vessel” means any vessel propelled by machinery.(c) The term “sailing vessel” means any vessel under sail provided that propelling machinery, if fitted, is not being used. (d) The term “vessel engaged in fishing” means any vessel fishing with nets, lines, trawls or other fishing apparatus which restrict maneuverability, but does not include a vessel fishing with trolling lines or other fishing apparatus which does not restrict maneuverability. (e) The word “seaplane” includes any aircraft designed to maneuver on the water. (£) The term “vessel not under command” means a vessel which through some exceptional circumstance is unable to maneuver as required by these Rules and is therefore unable to keep out of the way of another vessel. (g) The term “vessel restricted in her ability to maneuver” means a vessel which from the nature of her work is restricted in her ability to maneuver as required by these Rules and is therefore unable to keep out of the way of another vessel. ‘The term ‘vessels restricted in their ability to maneuver’ shall include but not be limited to: (i) a vessel engaged in laying, servicing or picking up a navigation mark, submarine cable or pipeline; (ii) a vessel engaged in dredging, surveying or underwater operations; (iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway; (iv) a vessel engaged in the launching or recovery of aircraft: (v)_avessel engaged in mine clearance operations; (vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course. (h) The term “vessel constrained by her draft” means a power-driven vessel which, because of her draft in relation to the available depth and width of navigable water is severely restricted in her ability to deviate from the course she is following. (i) The word “underway” means that a vessel is not at anchor, or made fast to the shore, or ground. (j) The words “length” and “breadth” of a vessel means her length overall and greatest breath, (k) Vessels shall be deemed to be in sight of one another only when one can be observed visually from the other. (1) The term “restricted visibility” means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes.PART B- STEERING AND SAILING RULES Section | - Conduct of Vessels in Any Condition of Visibility RULE 4 Application Rules in this Section apply to any condition of visibility RULE 5 Look-out Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision. RULE 6 Safe Speed Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and stop within a distance appropriate to the prevailing circumstances and conditions. In determining a safe speed the following factors shall be among those taken into account: (a) By all vessels: (i) the state of visibilit (ii) the traffic density including concentrations of fishing vessels or any other vessels; (iii) the maneuverability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions: (iv) at night presence of background light such as from shore lights or from back scatter of her own lights; (v)_ the state of wind, sea and current, and the proximity of navigational hazards; (vi) the draft in relation to the available depth of water. ears dee 1) ee eed(b) Additionally, by vessels with operational radar: (i) the characteristics, efficiency and limitations of the radar equipment; (i) any constraints imposed by the radar range scale in use; (iii) the effect on radar detection of the sea state, weather and other sources of interference: (iv) the possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate range: (v) the number, location and movement of vessels detected by radar; (vi) the more exact assessment of the visibility that may be possible when radar is use to determine the range of vessels or other objects in the vi RULE7 Risk of Collision (a) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist. (b) Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects. (c) Assumptions shall not be made on the basis of scanty information, especially scanty radar information. (d) In determining if risk of collision exists the following considerations shall be among those taken into account: (i) such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change; (ii) such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range. RULE 8 Action to Avoid Collision (a) Any action taken to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the ‘observance of good seamanship. 40 Tiras 1)(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed should be avoided. (c) If there is sufficient sea room, alteration of course alone may be the most effective action to avoid a close quarters situation provided that it is made in good time, is substantial and does not result in another close quarter situation. (d) Action taken to avoid collision with another vessel shall be such as to result in passing at a safe distance. The effectiveness of the action shall be carefully checked until the other vessel is finally past and clear. (c) If necessary to avoid collision or allow more time to assess the situation, a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion. (f) (i) A vessel which, by any of these rules, is required not to impede the passage or safe passage of another vessel shall, when required by the circumstances of the case, take early action to allow sufficient sea room for the safe passage of the other vessel. (ii) A vessel required not to impede the passage or safe passage of another vessel is not relieved of this obligation if approaching the other vessel so as to involve risk of collision and shall, when taking action, have full regard to the action which may be required by the rules of this part (iii) A vessel, the passage of which is not to be impeded remains fully obliged to comply with the rules of this part when the two vessels are approaching one another so as to involve risk of collision. RULE9 irrow Channels (a) A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as is safe and practicable. (b) A vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a narrow channel or fairway. (c) A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway. (d) A vessel shall not cross a narrow channel or fairway if such crossing impedes the passage of a vessel which can safely navigate only within Taran Tae ere) asuch channel or fairway. The latter vessel may use the sound signal prescribed in Rule 34 (d) if in doubt as to the intention of the crossing vessel. (e) (i) Inanarrow channel or fairway when overtaking can take place only if the vessel to be overtaken has to take action to permit safe passing. the vessel intending to overtake shall indicate her intention by sounding the appropriate signal prescribed in Rule 34(c)(I). The vessel to be overtaken shall, if in agreement, sound the appropriate signal prescribed in Rule 34(c)(ii) and take steps to permit safe passing. If in doubt she may sound the signals prescribed in Rule 34(d). (ii) This Rule does not relieve the overtaking vessel of her obligation under Rule 13. (f) A vessel nearing a bend or an area of a narrow channel or fairway where other vessels may be obscured by an intervening obstruction shall navigate with particular alertness and caution and shall sound the appropriate signal prescribed in Rule 34(e). (g) Any vessel shall, if the circumstances of the case admit, avoid anchoring in a narrow channel. RULE 10 Traffic Separation Schemes (a) This rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other rule (b) A vessel using a traffic separation scheme shall: (i) proceed in the traffic lane in the general direction of traffic flow for the lane; (ii) so faras practicable keep clear of a traffic separation line or separation zone; (iii) Normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable. (c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow. Pyne)(d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 meters in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone. (ii) Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when en route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone or to avoid immediate danger. (e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except (i) in cases of emergency to avoid immediate danger; (ii) to engage in fishing within a separation zone. (f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution. (g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its separations. (h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable. (i) A vessel engaged in fis following a traffic lane. (j) A vessel of less than 20 meters in length or a sailing vessel shall not impede the safe passage of a power driven vessel following a traffic lane. (k) A vessel restricted in her ability to maneuver when engaged in an operation in a traffic separation scheme is exempted from complying with this Rule to the extent necessary to carry out the operation, (1) A vessel restricted in her ability to maneuver when engaged in an operation for the laying, servicing or picking up of a submarine, within a traffic separation scheme, is exempted from complying with this Rule to the extent necessary to carry out the operation. ing shall not impede the passage of any vessel Section Il - Conduct of Vessels in Sight of One Another RULE 11 Application Rules in this Section apply to vessels in sight of one another. (errand eee)RULE 12 Sailing Vessels (a) When two sailing vessels are approaching one another, so as to involve risk of collision, one of them shall keep out of the way of the other as follows: (i) when each has the wind on a different side, the vessel which has the wind on the port side shall keep out of the way to the other; (ii) when both have the wind on the same side, the vessel which is to windward shall keep out of the way of the vessel which is to leeward; (iii) if a vessel with the wind on the port side sees a vessel to windward and cannot determine with certainty whether the other vessel has the wind on the port or on the starboard side, she shall keep out of the way of the other. (b) For the purposes of this Rule the windward side shall be deemed to be deemed to be the side opposite to that on which the main sail is carried or, in the case of a square-rigged vessel, the opposite to that on which the largest fore- and-aft sail is carried. RULE 13 Overtaking (a) Notwithstanding anything contained in the Rules of Part B, Sections I and II any vessel overtaking any other shall keep out of the way of the vessel being overtaken. (b) A vessel shall be deemed to be overtaking when coming up with another vessel from a direction more than 22.5 degrees abaft her beam, that is. in such a position with reference to the vessel she is overtaking, that at night she would be able to see only the stern light of that vessel but neither of her side lights. (c) When a vessel is in any doubt as to whether she is overtaking another, she shall assume that this is the case and act accordingly. (d) Any subsequent alteration of the bearing between the two vessels shall not make the overtaking vessel a crossing vessel within the meaning of these Rules or relieve her of the duty of keeping of the overtaken vessel until she finally past and clear. 7 Rrra ad ee)ULE 14 Head-on Situation (a) When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter her course to starboard so that each shall pass on the port side of the other. (b) Such a situation shall deemed to exist when a vessel sees the other ahead or nearly ahead and by night she could see the masthead lights of the other ina line or nearly in a line and/or both side lights and by day she observes the corresponding aspect of the other vessel (c) When a vessel is in any doubt as to whether such a shall assume that it does exist and act accordingly. ituation exists she RULE 15 Crossing Situation When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way and shall, if the circumstances of the case admit, avoid crossing ahead of the other vessel. RULE 16 Action by Give-away Vessel Every vessel which is directed to keep out of the way of another vessel shall, so far as possible, take early and substantial action to keep well clear. RULE 17 Action by Stand-on Vessel (a) (i) Where one of the two vessels is to keep out of the way the other shall keep her course and speed. (ii) The latter vessel may however take action to avoid collision by her maneuver alone, as soon as it becomes apparent to her that the vessel required to keep out of the way is not taking appropriate action in compliance with these Rules. Oe(b) When, from any cause, the vessel required to keep her course and speed finds herself so close that collision cannot be avoided by the action by the give-way vessel alone, she shall take such action as will best aid to avoid collision. (c) A power-driven vessel which takes action in a crossing situation in accordance in subparagraph (a)(ii) of this Rule to avoid collision with the another power-driven vessel shall, if the circumstances of the case admit, not alter course to port for a vessel on her own port side. (e) This Rule does not relieve the give-way vessel of her obligation to keep out of the way. RULE 18 Responsibilities Between Vessels Except where Rules 9,10 and 13 otherwise require: (a) A power-driven vessel underway shall keep out of the way of: (i) a vessel not under command; (ii) a vessel restricted in her ability to maneuver; (iii) a vessel engaged in fishing; (iv) a sailing vessel. (b) A sailing vessel underway shall keep out of the way of: (i) a vessel not under command; (ii) a vessel restricted in her ability to maneuver; (iii) a vessel engaged in fishing (c) A vessel engaged in fishing when underway shall, so far as possible, keep out of the way of: (i) a vessel not under command; (ii) a vessel restricted in her ability to maneuver. (d) (i) Any vessel other than a vessel not under command or a vessel restricted in her ability to maneuver shall if the circumstances of the case admit, avoid impending the safe passage of a vessel constrained by her draft, exhibiting the signals in Rule 28. A vessel constrained by her draft shall navigate with particular caution having full regard to her special condition. EI CHAPTER IV - BOAT HANDLING (ii(e) A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding their navigation. In circumstances, however, where risk of collision exists, she shall comply with the Rules of t Part. Section IIl - Conduct of Vessels in Restricted Visibility RULE 19 Conduct of Vessels in Restricted Visibility (a) This Rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility. (b) Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and conditions of restricted visibility. A power-driven vessel shall have her engines ready for immediate maneuver. (c) Every vessel have shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of Section I of this Part. (d) A vessel which detects by radar alone the presence of another vessel shall determine if a close-quarters situation is developing and/or risk of collision exists. If so, she shall take avoiding action in ample time, provided that when such action consists of an alteration of course, so far as possible the following shall be avoided: (i) an alteration of course to port for a vessel forward to the beam, other than for a vessel being overtaken; ii) an alteration of course towards a vessel abeam or abaft the beam. (e) Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over. ere ai=sak ee) Wess 7PART C - LIGHTS AND SHAPES RULE 20 Application (a) Rules in this Part shall be complied with in all weathers. (b) The Rules concerning lights shall be complied with from sunset to sunrise, and during such times no other lights shall be exhibited, except such lights as cannot be mistaken for the lights specified in these Rules or do not impair their visibility or distinctive character, or interfere with the keeping of a proper look-out. (c) The lights prescribed by these Rules shall, if carried, also be exhibited from sunrise to sunset in restricted visibility and may exhibited in all other circumstances when it is deemed necessary, (d) The Rules concerning shapes shall be complied with the day, (e) The lights and shapes specified in these Rules shall comply with the provisions of Annex I to these Regulations, RULE 21 Definitions (a) “Masthead light” means a white light placed over the fore and aft centerline of the vessel showing an unbroken light over an are of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel. (b) “Sidelights” means a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. In a vessel of less than 20 meters in length the sidelights may be combined in one lantern carried on the fore and aft centerline of the vessel. (c) “Stem light” means a white light placed as nearly as practicable at the stem showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from right aft on each side of the vessel (d) “Towing light” means a yellow light having the same characteristics as the “stern light” defined in paragraph (c) of this Rule. (e) “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. (f) “Flashing light” means a light flashing at regular intervals at a frequency of 120 flashes or more per minute BOAT HANDLINGRULE 22 Visibility of Lights The lights prescribed in these Rules shall have an intensity as specified in Section 8 of Annex I to these Regulations so as to be visible at the following minimum ranges: (a) In vessels of 50 meters or more in length: - amasthead light, 6 miles: - aside light, 3 miles; - astern light, 3 miles; - atowing light, 3 miles; = awhite, red, green or yellow all round light, 3 miles. (b) In vessels of 12 meters or more in length but less than 50 meters in length; - amasthead light, 5 miles except that where the length of the vessel is less than 20 meters, 3 miles; - aside light, 2 miles: - aster light, 2 miles: - atowing light, 2 miles; = awhite, red, green or yellow all round light, 2 miles. (c) In vessels of less than 12 meters in length: - amasthead light, 2 miles; - asidelight, 1 mile: - — stern light, 2 miles; _ a towing light, 2 miles; ~ awhite, red, green or yellow all-round light, 2 miles. (d) In inconspicuous, part submerged vessels or objects being towed: - awhite all-round light, 3 miles. RULE 23 Power-driven Vessels Underway erraraanie(a) A power-driven vessel underway shall exhibit (i) a masthead light forward; (ii) a second masthead light abaft of and higher than the forward one: except that a vessel of less than 50 meters in length shall not be obliged to exhibit such light but may do so; (ii) sidelights; (iv) a stern light. (b) Anair-cushion vessel when operating in the non displacement mode shall, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit an all-round flashing yellow light. (c) @ A power-driven vessel of less than 12 meters in length may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit an all- round white light and sidelights; (ii) A power-driven vessel of less than 7 meters in length whose maximum speed does not exceed 7 knots may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit an all-round white light shall, if practicable, also exhibit sidelights: (iii) The masthead light or all-round white light on a power-driven vessel of less than 12 meters in length may be displaced from the fore and aft centerline of the vessel if centerline fitting is not practicable, provided that the sidelights are combined in one lantern which shall be carried on the fore and aft centerline of the vessel or located as nearly as practicable in the same fore and aft line as the masthead light or the all-round white light. RULE 24 ‘Towing and Pushing (a) A power-driven vessel when towing shall exhibit: (i) _ instead of the light prescribed in Rule 23 (a)(ii), two masthead lights in a vertical line. When the length of the tow, measuring from the stern of the towing vessel to the after end of the tow exceeds 200 meters, three such lights in a vertical line; (ii) sidelights; (iii) a stern lights; (iv) a towing light in a vertical line above the stern light; (orate 1)(v) when the length of the tow exceeds 200 meters, a diamond shape where it can best se seen. (b) When a pushing vessel and a vessel being pushed ahead are ri connected in a composite unit they shall be regarded as a power-di vessel and exhibit the lights prescribed in Rule 23. (©) A power-driven vessel when pushing ahead or towing alongside, except in the case of a composite unit, shall exhibit: idly ven (i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line: (ii) sidelights; (iii) a stern lights. (d) A power-driven vessel to which paragraph (a) or (c) of this Rule apply shall also comply with Rule 23 (a)(ii). (c) A vessel or object being towed, other than those mentioned in paragraph (g) of this Rule, shall exhibit: (i) sidelights; (ii) astern lights: (iii) when the light of the tow exceeds 200 meters, a diamond shape where it can best be seen. (f) Provided that any number of vessels being towed alongside or pushed in a group shall be lighted as one vessel: (i) a vessel being pushed ahead, not being part of a composite unit, shall exhibit at the forward end, sidelights; (ii) a vessel being towed alongside shall exhibit a stern light and at the forward end, sidelights. (g) An inconspicuous. partly submerged vessel or object, or combination of such vessels or objects being towed, shall exhibit: (i) ifitis less than 25 meters in breadth, one all-round white light at or near the forward end and one at or near the after end except that dracones need not exhibit a light at or near the forward end; (ii) if itis 25 meters or more in breadth, two additional all-round white lights at or near the extremities of its breadth; (iii) if it exceeds 100 meters in length, additional all-round white lights between the lights prescribed in subparagraphs (i) and (ii) so that eternathe distance between the lights shall not exceed 100 meters; (iv) a diamond shape at or near the after most extremity of the last vessel or object being towed and if the length of the tow exceeds 200 meters an additional diamond shape where it can best be seen and located as far forward as is practicable. (h) Where from any sufficient cause it is practicable for a vessel or object being towed to exhibit the lights or shapes prescribed in paragraph (e) or (g) of this Rule, all possible measures shall be taken to light the vessel or object towed at least to indicate the presence of such vessel or object. (i) Where from any sufficient cause it is impracticable for a vessel not normally engaged in towing operations to display the lights prescribed in paragraph (a) or (c) of this Rule, such vessel shall not be required to exhibit those lights when engaged in towing another vessel in distress or otherwise in need of assistance. All possible measures shall be taken to indicate the nature of the relationship between the towing vessel and the vessel being towed as authorized by Rule 36, in particular by illuminating the towline. RULE 25 Sailing Vessels Underway and Vessels Under Oars (a) A sailing vessel underway shall exhibit: (i) sidetights; (i) a stern light. (b) Ina sailing vessel of less than 20 meters in length the lights prescribed in paragraph (a) of this Rule may be combined in one lantern carried at or near the top of the mast where it can best be seen. (c) A sailing vessel underway may, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit at or near the top of the mast, where they can best be seen, two all-round lights in a vertical line, the upper being red and the lower green, but these lights shall not be exhibited in conjunction with the combined lantern permitted by paragraph (b) of this Rule. (d) (i) A sailing vessel of less than 7 meters in length shall, if practicable, exhibit the lights prescribed in paragraph (a) or (b) of this Rule, but if she does not, she shall have ready at hand an clectric torch or (CGT ne)lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision. (ii) A vessel under oars may exhibit the lights prescribed in this Rule for sailing vessels, but if she does not, she shall have ready at hand an electric torch or lighted lantern showing a white light shall be exhibited in sufficient time to prevent collision. (e) A vessel proceeding under sail when also being propelled by machinery shall exhibit forward where it can best be seen a conical shape, apex downwards. RULE 26 Fishing Vessels (a) A vessels engaged in fishing, whether underway or at anchor, shall exhibit only the lights and shapes prescribed in this Rule. (b) A vessel engaged in trawling, by which is meant the dragging through the water of the dredge net or other apparatus used as a fishing appliance, shall exhibit: (i) twoall-round lights in a vertical line, the upper being green and the lower white, or a shape consisting of two cones with their apexes together in a vertical line one above the other; a vessel of less than 20 metes in length may instead of this shape exhibit a bas a masthead light abaft of and higher than the all-round green light; a vessel of less than 50 meters in length shall not be obliged to exhibit such a light that may do so; (iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a stern light Gi (c) A vessel engaged in fishing, other than trawling, shall exhibit; (i) two all-round lights in a vertical line, the upper being red and the Jower white, or a shape consisting of two cones with apexes together ina vertical line one above the other; a vessel of less than 20 meters in length may instead of this shape exhibit a basket: (ii) when there is outlying gear extending more than 150 meters horizontally from the vessel, an all-round white light or a cone apex upwards in the direction of the gear; (iii) when making through the water, in addition to the lights prescribed(d) A vessel engaged in fishing in close proximity to other vessels engaged in fishing may exhibit the additional signals described in Annex II to these Regulations. (e) A vessel when not engaged in fishing shall not exhibit the lights or shapes prescribed in this Rule, but only those prescribed for a vessel of her length. RULE 27 Vessels Not Under Command or Restricted in Their Ability to Maneuver (a) A vessel not under command shall exhibit: (i) two all-round red lights in a vertical line where they can best be seen; (ii) two balls or similar shapes in a vertical line where they can best be seen; (iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a stern light. (b) A vessel restricted in her ability to maneuver, except a vessel engaged in mine clearance operations, shall exhibit: (i) three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red and the middle light shall be white; (ii) three shapes in a vertical line where they can best be seen. The highest and lowest of these shapes shall be balls and the middle one a diamond; (iii) when making through the water, a masthead light or lights, sidelights and stern light, in addition to the lights prescribed in subparagraph (i): (iv) when at anchor, in addition to the lights or shapes prescribed in subparagraphs (i) and (ii), the light, lights or shape prescribed in Rule 30 (c) A power-driven vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course shall, in addition to the lights or shapes prescribed in Rule 24 (a), exhibit the lights or shapes prescribed in subparagraphs (b)(i) and (ii) of this Rule. Pita Geen =1 ed(d) A vessel engaged in dredging or underwater operations, when restricted in her ability to maneuver, shall exhibit the lights and shapes prescribed in subparagraphs (b)(i), (ii) and (iii) of this Rule and shall in addition, when an obstruction exists, exhibit: (i) two all-round red lights or two balls in a vertical line to indicate the side on which the obstruction exists; (ii) two all-round green lights or two diamonds in a vertical line to indicate the on which another vessel may pass; (iii) when at anchor, the lights or shapes prescribed in this paragraph instead of the lights or shape prescribed in Rule 30. Whenever the size of a vessel engaged in di impracticable to exhibit all lights and shapes pr of this Rule, the following shall be exhibite ¢ operations makes it te " bed in paragraph (d) (i) three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red and the middle shall be white: (ii) a rigid replica of the International Code flag “A” not less than 1 meter in height. Measures shall be taken to ensure its all-round visibility. (f) A vessel engaged in mine clearance operations shall in addition to the lights prescribed for a power-driven vessel in Rule 23 or to the lights or shape prescribed for a vessel at anchor in Rule 30 as appropriate, exhibit three all-round green lights or three balls. One of these lights or shapes shall be exhibited near the foremast head and one at cach end of the fore yard. These lights or shapes indicate that itis dangerous for another vessel to approach within 1000 meters of the mine clearance vessel. (g) Vessels of less than 12 meters in length, except those engaged in diving operations, shall not be required to exhibit the lights and shapes prescribed in this Rule. (h) The signals prescribed in this Rule are not signals of vessels in distress and requiring assistance. (arsesCHAPTER V TYPHOON EVASION 1. ACTION TO TAKE WHEN IN THE VICINITY OF A TROPICAL STORM a. (Determine the bearing of the center of the storm and endeavor to estimate its distance from the ship). The bearing may be ascertained by application of Buys Ballot’s Law, namely: face the wind and the low pressure area will be on your right (90) — 135 in Northern Hemisphere). The distance of the center of the typhoon is almost impossible to estimate without the aide of information from other sources but from the barometric pressure reading, a rough estimate may be: For instance, a drop of 5 mb from the normal pressure at sea level means that the center is about 200 miles away. The forecast data available: determination of the estimated ship's location relative to the storm is no problem. Determine the semicircle in which the ship is situated. This will depend on a true appreciation of whether the wind is veering (shifting clockwise), backing (shifting counterclockwise) or remaining steady in direction. To find this out, the commanding officer must heave to and watch for a shift of wind, carefully observing the barometer at the same time. If he does not heave to, the commanding officer must work out a relative motion problem to determine exactly the real wind shift. If the wind veers, he is in the right hand semi-circle (dangerous); if it backs, he is the left hand or navigable semicircle; if the wind remains steady in direction, he is in the path of the storm. The movement of the barometer will enable him to further subdivide his semicircles into quadrants. A veering wind and a failing barometer occur at the right forward quadrant; a veering wind and a rising barometer occur at the right, rear quadrant; a backing wind and a failing barometer occur at the left, forward quadrant; and a backing wind and a rising barometer occur at the left, rear quadrant Plot the path of the storm. This may be roughly approximated by taking two bearings based on the wind direction with an interval of from two to three hour between them, provided that allowance is made for the ship’s movement. Ran A