Professional Documents
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Maritime Search and Rescue, 1979, and have the following meanings:
.1 search and rescue region. An area of defined dimensions
within which search and rescue services are provided. SHIPS / AIRCRAFT
.2 rescue co-ordination centre. A unit responsible for promoting
efficient organization of search and rescue services and for
coordinating the conduct of search and rescue operations within a WITNESS
search and rescue region.
.3 rescue sub-centre. A unit subordinate to a rescue ALERTING
co-ordination centre established to complement the latter within a
specified area within a search and rescue region. DISTRESSED UNIT
.4 rescue unit. A unit composed of trained personnel
and provided with equipment suitable for the expeditious conduct of
search and rescue operations. 1.3 On-scene co-ordination
1.3.1 In all circumstances merchant ships are liable to be involved in .2 modifying the plan for the conduct of the operation as
search and rescue operations either in conjunction with specialized SAR facilities and on-scene conditions dictate and informing
units or independently. In the former case merchant ships may receive the RCC or RSC of any such modification;
information additional to that obtainable from distress traffic or specific .3 making periodic reports to the RCC or RSC which is
requests from land-based SAR authorities. However, and in view of the coordinating the search and rescue operations. These
general practice of co-operation by merchant ships, it must be emphasized reports should include but not be limited to, weather and
that no order or advice received from these authorities can set aside the sea conditions, the results of search to date, any actions
obligation or the rights of any master as set out in regulation V/10 of taken, and any future plans or recommendations;
SOLAS 1974. .4 maintaining a detailed record of the operation, including
onscene arrival and departure times of SAR units and
1.3.2 On-scene co-ordination between the units concerned will be other vessels and aircraft engaged in the operation, areas
required and the role of merchant ships in this context will be governed by searched, track spacing used, sightings and leads
the following considerations: reported, actions taken and results obtained;
.1 If specialized SAR ships (including warships) are not available .5 advising the RCC or RSC to release units when they are
to assume the duties of on-scene commander (OSC) but a number of no longer required;
merchant ships are participating in the operation, it will be necessary .6 reporting the number and names of survivors to the RCC
that one of these assume the duty of coordinator surface search (CSS). or RSC which is coordinating search and rescue
Detailed guidance concerning the selection of the CSS and its task is operations, providing the centre with the names and
contained in paragraph 3.6. designations of units with survivors aboard, reporting
.2 If specialized SAR ships (including warships) and/or SAR aircraft which survivors are in each unit and requesting
are on-scene simultaneously with merchant ships, it can normally be additional assistance from the centre when necessary, for
expected that one specialized unit will assume the duties of on-scene example, medical evacuation of seriously injured
commander (OSC). Merchant ships can then expect to receive survivors.
specific instructions from the OSC (normally via the specialized ships
if the OSC is airborne). The OSC is the commander of that 1.5 Designation of CSS and his responsibilities
specialized unit which is in charge of on-scene SAR operations. 1.5.1 If rescue units (including warships) are not available to assume
.3 It is important that the CSS and any SAR aircraft present should the duties of an OSC but a number of merchant ships or other
co-ordinate their operations. Direct communication between units on vessels are participating in the search and rescue operation, one
2,182 kHz or, if available, 156.8 MHz (VHF channel 16) would be of them should be designated by the coordinating RCC as the
most desirable. However, although many ships and SAR aircraft CSS. If this is not practicable, units involved should designate
have one or both of these facilities, this does not apply universally. In a CSS by mutual agreement and keep the RCC informed.
the latter case intercommunication and co-ordination can be effected 1.5.2 The CSS should be designated as early as practicable and
via the CRS and land-based SAR authority. preferably before arrival within the specified search areas.
.4 Owing to the potential hazard of collision and the noise problem 1.5.3 The CSS should be responsible for as many of the tasks listed in
associated with helicopters operating in a confined space during paragraph 1.4 as the vessel is capable of performing (see also paragraph
rescue operations, it is essential that their operations be coordinated by 3.6).
the unit in best communication with them. This may be the RCC, the
OSC, the CSS, one of the helicopters or a fixed-wing aircraft. This
unit should provide operating areas and altitudes for the helicopters
1.6 RCC/RSC communications with OSC/CSS
1.6.1 In addition to communications set out in chapter 7, an RCC or
and be responsive to the requirements of helicopters as well as the
RSC may pass information to an OSC or CSS using the
requirements of surface rescue units whose operations may be
SITREP format given at annex 1.
hampered by helicopter noise and rotor wash.
2.2.2 It will also be important to furnish relevant information such as: Chapter 3 Action by assistillg ships
.1 weather in immediate vicinity, direction and force of
wind, sea and swell, visibility, presence of navigational
dangers (e.g. icebergs); 3.1 Distress call and message
.2 time of abandoning ship; 3.1.1 Ships may receive:
.3 number of crew remaining on board; .1 the alarm signal and/or d istress call and message from a ship, directly
.4 number of seriously injured; or by relay;
.5 number and type of survival craft launched; .2 the distress call and message from an air craft, usually by relay from a
.6 emergency location aids in survival craft or in the sea; CRS;
.3 signals emitted by EPIRB, considered to be distress signals;
.7 (for casualties under way, particularly where these retain
.4 visual or sound signals from ships or aircraft in distress.
the use or partial use of engines and steering) course and
speed, and any alterations thereto.
3.2 Immediate action
3.2.1 The following immediate action should be taken by each ship
2.2.3 When requesting medical assistance for an ill or injured person,
on receipt of a distress message;
additional relative information, as indicated below, should be furnished.
.1 acknowledge receipt and, if appropriate, retransmit the
Other information may also be necessary in certain cases. Codes from
distress message;
chapter 3 of the International Code of Signals may be used if necessary
.2 try to take immediately D/F bearings during the
to help overcome language barriers. If medical evacuations are being
transmission of the distress message and maintain a D/F
considered, the benefits of such an evacuation must be weighed against
watch on 500 kHz and/or 2,182 kHz;
the inherent dangers of such operations to both the person needing
assistance and to rescue personnel; .3 communicate the following information to the ship in
.1 patient's name, age, gender, nationality and language; distress:
(i) identity;
.2 patient's respiration, pulse rate, temperature and blood
(ii) position;
pressure;
(iii) speed and expected time of arrival (ETA);
.3 location of pain;
(iv) when available, true bearing of the ship in
.4 nature of illness or injury, including apparent cause and
distress;
related history;
.4 maintain a continuous listening watch on the following
.5 symptoms;
international distress frequencies:
.6 type, time, form and amounts of all medications given;
(i) 500 kHz (radiotelegraphy);
.7 time of last food consumption;
(ii) 2,182 kHz (radiotelephony); and
.8 ability of patient to eat, drink, walk or be moved;
(iii) 156.8 MHz (VHF channel 16) (radiotelephony);
.9 whether the vessel has a medical chest, and whether a
.5 operate radar continuously;
physician or other medically trained person is aboard;
.6 if in the vicinity of the distress, post extra lookouts.
.10 whether a suitable clear area is available for helicopter
hoist operations or landing;
3.2.2 The ship or coast station in control of distress traffic should
.11 name, address and phone number of vessel's agent;
establish contact with the responsible area RCC through a CRS and pass
.12 last port of call, next port of call, and ETA of next port of
on all available information, up-dating as necessary.
call; and
.13 additional pertinent remarks.
3.2.3 Ships which are able to communicate on the distress
frequencies 500 kHz, 2,182 kHz and 156.8 MHz (VHF channel 16)
2.2.4 It will normally be impracticable to include all information in
shall, if appropriate, repeat the distress message on these frequencies.
the initial distress message. The timing of subsequent transmissions will
be governed by circumstances. In general, if time allows, a series of short
messages will be preferable to one or two long ones. 3.3 Proceeding to the area of distress
3.3.1 Ships proceeding to the area of the distress should plot the
position, course, speed and ETA of other assisting ships.
2.3 Direction-finding and homing
2.3.1 Subsequent to the transmission of the distress message on 500 kHz,
3.3.2 The communication equipment with which ships are fitted may
two dashes of 10 to 15 seconds duration shall be transmitted, each
be obtained from the International Telecommunication Union's "List of
followed by the ship's call sign, to enable coast direction-finding stations
Ship Stations".
and ships to take a D/F bearing. This transmission should be repeated at
regular intervals.
3.3.3 Ships should attempt to construct an accurate "picture" of the
circumstances attending the casualty. The important information
2.3.2 In cases where 2,182 kHz is used similar action should be taken,
needed, which should be included in the distress message, is listed in
using a continued repetition of the call sign or name of ship or a long
paragraph 2.2. Shoulcl the ship in distress fail to transmit this
numerical count in place of the two dashes mentioned in paragraph 2.3.1
information, a ship proceeding to assist should request what information
above.
is needed.
2.4 Cancellation of distress messages 3.4 On-board preparation
2.4.1 Distress messages should always be cancelled as soon as saving
3.4.1 While proceeding, it will be important to make adequate
of life is no longer required or search is terminated.
preparations. Certain of the measures that might be considered are:
.1 a rope (guest warp) running from bow to quarter at the 3.9.1 When approaching the scene, ships should make full use of any
waterline on each side and secured by lizards to the ship's radio direction-finding facilities to "home" and similarly to locate any
side to assist boats and rafts to secure alongside; transmissions from EPIRB. Characteristics of an EPIRB are
.2 a derrick rigged ready for hoisting on each side of the ship contained in chapter 7.
with a platform cargo sling, or rope net, secured to the
runner to assist the speedy recovery of exhausted or injured 3.9.2 The radar should be operated and effective lookouts maintained
survivors in the water; (see chapter 5, figure 5-5 for typical radar detection ranges).
.3 heaving lines, ladders and scramble net placed ready for
use along both sides of the ship on the lowest open deck 3.9.3 At night, searchlights should be used or some form of surface
and possibly crew members suitably equipped to enter the illumination should be contrived.
water and assist survivors;
.4 a ship's liferaft made ready for possible use as a boarding 3.9.4 The CSS should be kept informed of any contacts made by D/F,
station. Inflatable liferafts should not be activated unless radar or visual sightings. If the CSS has not been established, this
required; information should be transmitted to all stations on the distress
.5 preparations to receive survivors who require medical frequency or frequencies.
assistance including the provision of stretchers;
.6 when own lifeboat is to be launched, any means to provide 3.9.5 Ships should take measures to make themselves highly visible
communications between it and the parent ship will prove to survivors, such as making smoke during the daytime and keeping
to be of very great help; the ship well lit at night. However, caution should be taken as it is
.7 a line-throwing appliance with a light line and a heavy vitally important not to impair the vision of lookouts by the excessive
rope, ready to be used for making connection either with use of lights.
the ship in distress or with survival craft.
3.9.6 When searching for survivors, who might possibly be in
3.5 Aircraft casualties canopied liferafts, ships should sound whistle signals while searching
3.5.1 If the casualty is an aircraft, supplementary information is to attract the attention of the survivors so that they can use visual
contained in chapter 8. signalling devices.
3.6.3 The CSS must be established by mutual agreement between the 3.10 Arrival on-scene - Search procedures
ship concerned and the coordinating RCC, having due regard to the 3.10.1 If the casualty has not been located, a search should be
ship's capabilities and ETA. However, the unit which arrives first initiated without delay using an appropriate search pattern (see chapter
should take such immediate action as may be required. 5).
3.6.4 It is important that the CSS should have good 3.10.2 To co-ordinate the search effectively, the CSS should
radiocommunication facilities. maintain a general plot of the area under search and assisting ships
should do the same. In search planning, the CSS should make full
3.6.5 In case of language difficulties the International Code of use of all electronic navigational devices.
Signals and Standard Marine Navigational Vocabulary should be used
(see also paragraph 5.16). Chapter 4 Assistance by SAR aircraft
3.6.6 On assuming the duty, the CSS should immediately inform a 4.1 General
CRS. It should also keep it informed of developments at regular
4.1.1 Ships in distress or survivors at sea may be supplied by SAR
intervals.
aircraft with special items of droppable equipment, which may come in
containers or packages of different types and dimensions.
3.6.7 The CSS should keep the RCC/RSC coordinating search and The contents of each container or package should be clearly indicated in
rescue operations informed at regular intervals and whenever the print in at least three languages, by self-explanatory symbols, and also by
situation has changed. streamers coloured according to the following code:
Red -medical supplies and first-aid equipment;
3.7 Visual identification of the CSS Blue - food and water;
3.7.1 The CSS should display continuously the following visual Yellow -blankets and protective clothing;
signals: Black -miscellaneous equipment such as stoves, axes,
.1 BY DAY - International Code Group "FR", compasses, cooking utensils, etc.;
.2 BY NIGHT - A distinctive signal which the CSS will Combination of colours -mixed contents.
promulgate.
Miscellaneous equipment may include, in particular:
.1 individual liferafts or several liferafts linked by a buoyant rope;
3.8 Control of inter-ship radiocommunications .2 buoyant radio beacons and/or transceivers;
3.8.1 It will be necessary for the CSS to control the available .3 dye and smoke markers and flame floats;
inter-ship communication channels. The strictest radio discipline and .4 parachute flares for illumination;
procedure should be exercised. .5 salvage pumps.
4.2.4 In supplying equipment a helicopter normally comes to a 4.2.8 The position of the ship, as well as the course and speed to the
hover over a cleared space and lowers the equipment by means of its rendezvous position, should be given in the fullest possible detail, and
winch cable. Personnel on deck need only unhook the cable. further, the local weather situation and particulars about how to
identify the ship from the air. Also, information should be submitted
4.2.5 During rescue operations a helicopter normally uses a special of the identification means to be used, such as flags, orange smoke
device for hoisting or lowering persons. Large helicopters frequently signals, spotlights, daylight signalling lamps or heliograph.
lower a member of their own crew aboard the ship for assisting in the
disembarkation procedure and in the use of the equipment. For the 4.2.9 As large a clear stretch of deck as possible should be
evacuation of persons, the end of the hoisting cable may be provided made available as a pick-up area . The area of deck which is clear of
with one of the following means: obstructions should be marked with a yellow painted circular shape
.1 a rescue sling; about 5 m in diameter which is appropriate to the clear area
.2 a rescue basket; available. During the night, winching area floodlighting should be
.3 a rescue net; provided and the floodlights should be located so as to avoid glare
.4 a rescue litter; to pilots in flight or to personnel working on the area. The
.5 a rescue seat. arrangement and aiming of floodlights should be such that shadows
are kept to a minimum. The spectral distribution of the floodlights
4.2.5.1 The most widely used means for evacuating persons is the should be such that the surface and obstacle markings can be
rescue sling. The rescue sling is suited for the purpose of quickly correctly identified. obstacles should be clearly identified by
picking up persons, but it is unsuitable for patients. Rescue slings are obstacle lights. Where winching area floodlighting and obstacle
known by several names and come in slightly different shapes and lighting cannot be provided, the ship should in consultation with the
configurations (see figure 4-1). Sliiigs may be made of webbed, belted pilot, be illuminated as brightly as possible particularly the pick-up
material similar to that used in parachute harnesses. The sling is put on area and any obstructions, e.g. masts, funnels, etc. Care should be
in much the same way as one puts on a coat, ensuring that the loop of the taken that such illumination will not blind the helicopter pilot.
sling is passed behind the back and under both armpits. The person
using the sling must face the hook. Hands should be clasped in front 4.2.10 In addition to the removal of obstacles one should bear in mind
as shown. One must not sit in the sling, nor should the sling be the strong air-current caused by the helicopter. Clothing or other objects
unhooked. lying about should be cleared away or secured.
4.2.5.2 Some SAR helicopter units use the double lift method which 4.2.11 Under certain circumstances the helicopter pilot may prefer a
consists of a normal rescue sling, and a seating belt manned by a deck space other than the one prepared for disembarkation. If the decks of
helicopter crew member. This method is suitable for pick-up from the the ship do not offer a suitable place, the helicopter may be able to lift a
water or the deck of incapacitated persons, not wounded badly enough person from a lifeboat or a liferaft, secured on a long painter. Cases have
so that a litter has to be used. The helicopter crew member puts the occurred of liferafts being overturned by the down draught from the
person into the sling and conducts the hoist operation. helicopter. It is therefore advisable for all persons in a raft to remain in
the centre of the raft until they are about to be lifted.
4.2.5.3 The use of the rescue basket does not require any special
measures. The person to use the basket merely climbs in, remains 4.2.12 Portable fire-fighting equipment for oil fires should be stationed
seated and holds on. near the disembarkation space. Also, if possible, the fire-fighting pump
should be started and hoses should be connected and kept in readiness.
4.2.5.4 The rescue net has a conical "bird cage" appearance and is
open on one side. The person to use the net merely enters the opening, 4.2.13 For better identification from the air, and also for showing the
sits in the net and holds on. direction of the wind to the helicopter pilot, flags and pennants should be
flown.
4.2.5.5 Patients will in most cases be disembarked by means of a rescue
litter. Notwithstanding a ship's litter may be available in most cases, the 4.2.14 All crew members concerned, as well as the person to be
evacuation of patients should normally be done in a special litter provided evacuated, should wear lifejackets. This precaution may be abandoned
by the helicopter . To this litter bridles are fitted, and it can quickly and only when it would cause unjustifiable deterioration of the condition of the
safety be hooked on and off, for for which purpose a suitable hook is patient to be transferred.
attached to the hoisting cable. Even if the transfer of the patient from the
ship's own stretcher to the litter provided by the helicopter is painful, it 4.2.15 Care should be taken that the patient does not wear loose
should be preferd to a risky evacuation in a litter which is not suited for the clothing or headgear.
purpoes.
4.2.16 On no account should the lifting device on the end of the winch
4.2.5.6 The rescue seat looks like a three-pronged anchor with flat cable be secured to any part of the ship or become entangled in the rigging
flukes or seats. The person to be hoisted merely sits astride one or two of or fixtures. Ship's personnel should not attempt to grasp the lifting device
the the seats and wraps his arms around the shank. This device can be unless requested to do so by the helicopter. Even in this case, a metal part
used to hoist two persons at once.. of the lifting device should first be allowed to touch the deck in order to
avoid possible shock due to static electricity.
4.2.6 A direct radio link should be established between ship and
helicopter. However, an exchange of information and instructions 4.2.17 When helicopter hoisting is to be done from carriers of
about rendezvous positions, etc. may be established through flammable/explosive cargo or in the vicinity of a flammable mixture
shore-based radio staions . When the helicopter is equipped with a spillage, the hoisting must be grounded clear of spillage or the carrier's
suitable direction-finder, there is also the possibility of identifying a
tank venting area in order to preclude a possible fire or explosion from an .4 Leeway
electrostatic discharge. The movement of an object caused by its being pushed through
4.2.18 The helicopter pilot will want to approach the ship in such a the water by local winds blowing against the exposed surface of
way that the helicopter will hover into the relative wind and with the pilot's such object.
side (starboard) closest to the ship during the approach. If the .5 Sea current
hemliaciontpatienr is to approach in the usual manner, from the stern, the The current prevailing in the open sea that is caused by factors
ship should a constant speed through the water and keep the wind 30 0 on other than local winds.
the port bow. Where the hoisting area is not at the stern, the ship should .6 Sector search pattern
A type of search pattern suitable for a single ship in special
keep the wind 30o on the port bow or on either beam if the area is
circumstances (e.g. man overboard) in which the ship searches
amidships, or 300 on the starboard quarter if the area is forward. A flow
radially from datum using a system of sectors 6f a circle (see
of air, as free of turbulence as possible, clear of smoke and other visibility
pattern la).
restrictions, over the hoisting area is very important to permit a smooth and
.7 Parallel track search patterns
safe pickup or delivery. These procedures may be modified on
Search patterns suitable for two or more ships in which all ships
instructions from the pilot if communications exist.
maintain parallel courses (see patterns 2, 3, 4 and 5).
.8 Ship/aircraft coordinated search pattern
4.2.19 Generally, personal belongings should not be taken along.
A search pattern in which a ship and an aircraft conduct a
Loose gear can become entangled in the hoist cable or, worse yet, become
coordinated search (see pattern 6).
sucked up into the helicopter rotors with disastrous effects.
.9 Wind current
The surface current prevailing in the open sea generated by
4.2.20 The following hoisting signals may be used: winds pushing the water along.
DO NOT HOIST Arms extended horizontally, fingers .10 Additional terms used
clenched, thumbs down. An explanation of the terms track, commence search point, and
HOIST Arms raised above the horizontal, track spacing is given in figure 5-1.
thumbs up.
(If a survivor has to give the hoisting signal
himself, he should raise only one arm to 5.4 Planning the search
prevent slipping out of the sling.) 5.4.1 It will be necessary to establish a datum taking into account the
(Note.- If it is desired to include marshalling signals, standard signals can following factors:
be selected from annex 2 of the Convention on International Civil .1 reported position and time of casualty;
Aviation.) .2 time interval between ships proceeding to assist and the ir arrival on
the scene;
.3 estimated surface movcments of the casualty and/or survival craft
Chapter 5 Planning and conducting the search during the period mentioned in (b). These will depend primarily on drift.
5.1 General Figure 5-3 provides estimates of leeway;
5.1.1 In order that surface units, and especially merchant ships .4 the likelihood of SAR aircraft arriving on-scene before assisting
on-scene, ships;
will be able to search effectively, in conjunction with SAR aircraft when .5 any supplementary information such as D/F bearings or sightings.
available, it is essential that search patterns and procedures should be
preplanned to enable merchant ships of all flags to co-operate in Terms used with search patterns:
coordinated operations with the minimum difficulty and delay. To
parallel track patterns
achieve this aim, a number of search patterns to meet varying
circumstances have been established.
C B
5.1.2 Typical man overboard manoeuvres are given in annex 2 to this
manual.
5.4.5 There may be occasions, with small craft in particular, when 5.9 Search patterns
large errors may adversely affect the computation of the datum. It is 5.9.1 Available search patterns are as follows:
nevertheless important to search a smaller area thoroughly rather than .1 expanding square search: for use by one ship - see pattern
attempt to cover a larger one less effectively. 1;
.2 sector search: for use by one ship (special cases - man
5.4.6 With parallel track search patterns, the CSS will need to decide overboard, etc.) - see pattern la;
the initial course to be steered by searching ships. This should normally .3 parallel track: for use by two ships - see pattern 2;
.4 parallel track: for use by three ships - see pattern 3; search units are not available, it will probably be better to have the first
.5 parallel track: for use by four ships - see pattern 4; ship break off the expanding square search and so be available for
.6 parallel track: for use by five or more ships - see pattern 5; initiation of a track search.
.7 ship/aircraft coordinated search: for use by ship and
aircraft - see pattern 6. 5.11 Restricted visibility
5.11.1 Thecarryingoutofaparalleltracksearchinrestrictedvisibilityposes
5.9.2 In the event of the arrival of assisting aircraft during the problems on account of the following considerations:
execution of one of the above search patterns, it is usually desirable .1 the desirability of reducing the interval between ships as
for the surface nits to continue and to complete the existing search. far as possible consistent with safety;
The aircraft should earch independently using the surface units as a .2 the resulting loss of coverage;
navigational reference oint if desired. At the completion of the .3 the potential risk of collison.
current search, the CSS or OSC hould decide the most effective 5.11.2 During periods of restricted visibility, the CSS should direct a
method of employing units at his disposal. reduction of speed as necessary. in such circumstances any ship not
fitted with radar, or whose radar has become defective, should consider
5.9.3 These search patterns give, in general, good visual coverage of dropping astern of other ships informing the CSS of its action. This
the rea. However, in circumstances in which the searching speed is ship should continue the search when it judges its position, relative to
slow, the formation on which the datum is based is incomplete or other searching ships, safe to do so.
unreliable, or hen high drift rates are encountered, they have inevitable 5.11.3 If and when the situation improves sufficiently, the ship should
limitations. o an extent, these can be compensated for by the arrival of endeavour tp resume its proper station, again advising the CSS.
additional arch units, recomputing datum and the most probable area
periodically, d expanding the search area more in one direction than in 5.11.4 If there is a reduction in visibility and ships have already started
another. to carry out a search pattern, the CSS may decide that the safest action
would be to continue the pattern in force despite the resulting loss of
5.9.4 The track spacings (S) shown in figure 5-6 are recommended coverage.
for e with all the search patterns shown in this Manual except for the
sector arch (pattern la). Figure 5-6 takes into account the type of 5.11.5 Should it be necessary for the CSS to consider initiating any of
search object d the meteorological visibility. Track spacings may be the search patterns during conditions of restricted visibility, the
decreased slightly, wever, to increase the probability of detection, or following factors should be borne in mind:
may be increased htly to increase the area covered in a given time. .1 ships will be proceeding at reduced speed and searches will
Other factors may o be considered, including sea condition, time of therefore take longer;
day, position of the I effectiveness of observers, etc. 2 to search thoroughly the area in such conditions must mean a
reduction in track spacing as provided for in figure 5-6;
.3 reduction in track spacing would require either a reduction in
the interval between ships and, thus, the carrying out of more
sweeps.
Track spacing (S) for merchant vessels Bearing all these factors in mind, the csS may therefore decide to
accept a reduction in the area searched and should have regard to the
direction and rate of estimated drift in deciding whether to accept a
Meteorological visibility reduction in one or both of the length and width of the search area.
(mautical miles )
3 5 10 15 20 5.11.6 In all circumstances should there be a subsequent
Search object improvement in visibility, the CSS should initiate su ch actions as will
Person in water 0.4 0.5 0.6 0.7 0.7 best make good the lost coverage which has taken place.
4-person liferaft 2.3 3.2 4.2 4.9 5.5
5.12 Further action on completion of initial phase
6-person liferaft 2.5 3.6 5.0 6.2 6.9 5.12.1 The CSS will normally consider the initial phase to have been
15-person liferaft 2.6 4.0 5.1 6.4 7.3 completed when, in the absence of further information, searching
25-person liferaft 2.7 4.2 5.2 6.5 7.5 ships have completed one search of the most probable area. if at that
stage nothing has been located, it will be necessary for the CSS to
Boat 5 m (15ft) 1.1 1.4 1.9 2.1 2.3
consider the most effective method of continuing the search.
Boat 7 m(23 ft) 2.0 2.9 4.3 5.2 5.8 5.12.2 Failure to locate the search target may be due to one or more of
Boat 12 m(40 ft) 2.8 4.5 7.6 9.4 11.6 the following causes:
Boat 24 m(79 ft) 3.2 5.6 10.7 14.7 18.1 .1 errors in position owing to navigational inaccuracies and/or
inaccuracy in the distress communications reporting the position.
This is especially likely to apply if the position of datum was
based on an estimate using incomplete information;
FIGURE 5-6 .2 an error in drift estimation;
.3 failure to sight the targ et during the search although it
5.10 Initiation of search was in the search area. This is most likely to occur if the target is
5.10.1 When one ship arrives on-scene well in advance of the others, it a small craft, survival craft or survivors in the water;
should proceed directly to datum and commence an expanding square .4 the casualty having sunk without trace . Other than the case
search. of a small ship or craft in rough weather, experience suggests that
5.10.2 If possible, datum may be marked by putting over for example a there is always likely to be some trace, even if only debris and/or
liferaft or other floating marker as a check on drift. This can then be used oil patches;
as a datum marker throughout the search. .5 navigational inaccuracies of the searching ships. This is
5.10.3 As other ships arrive, the CSS should select one of the search most likely to apply when navigational fixes cannot be obtained.
patterns 2,3,4 or 5 as appropriate and allocate track numbers to individual
ships. In Periods of good visibility and with sufficient search units on 5.12.3 Three courses of action are open to the CSS:
hand, the CSS may consider it advisable to let the first ship continue its .1 re-search the same area allowing for added drift during
expanding square search while the others conduct a parallel track search the time elapsed since calculating last datum;
through the same area. In periods of restricted visibility, or if sufficient
.2 expand the most probable area, after allowing for added conduct or adjustment should be in a standard form. A list of standard
drift and search the expanded area. Depending on texts for this purpose is contained in paragraph 5.16.1.
circumstances and information available, it may be advisable
to expand the area more in one direction than another; 5.15.5 Unless a time is specified in the text, individu al ships should
.3 determine an entirely new probable area based upon proceed as necessary to execute the purport of the message on receipts
additional information received.
Except in cases where a large ship is the target and small track 5.15.6 Should circumstances require the CSS to direct the ships
spacinghas been used, (a) or (b) above are indicated, depe ding on alteration of course (e.g.participating in a pattern to carry out a major a
the number of search units that have arrived. Where informationlils new area, it would be over 901), as, for example, before proceeding to
received to indica that the original datum was grossly inaccurate, (c) desirable for the CSS to direct this in two steps.
would be advisable.
5.15.7 Where language difficulties exist, the Tnternational Code of
5.12.4 A small target, which is easily missed in the daytime, may Signals or the Standard Marine Navigational Vocabulary should be
becom visible at night if it shows lights, flares or other used as far as possible. Many useful signals will be found in the
Pyrotechnics. The CSS should, therefore, consider using surface General Section,, especially parts I and VII, of the Code. This applies
craft at night to re-search area covered by day. It is good practice, both to informatory messages from assisting ships and to directions by
when searching for survivors in smal craft, in survival craft, or in the CSS.
the water, to stop occasionally the en me at night or in restricted
visibility by day to listen for cries of help. 5.16 Standard texts of messages
5.16.1 The following signals are to be used in conjunction with
5.13 Use of ship/aircraft coordinated pattern the conduct of standard search patterns.
5.13.1 The ship/aircraft coordinated attern (see pattern 6) Reference Text or meaning ………………………….Code
would normally only be used if there is an OSCppresent to give groups
direction to and provide communications with the participating (a) Carry out search pattern ……….starting
ship. The objective of this type of search is for the aircraft to do FRI
most of the searching, while the ship steams along a course at a at ………..hours. Initial course……….
speed as directed by the OSC, so that the aircraft can use it as a Search speed ………..knots.
navigational checkpoint. The aircraft, as it passes over the ship, (b) Carry out radar search, ships proceeding in
can easily make corrections to stay on the track of its search pattern. FR2
Such a coordinated search gives a higher probability of detection loose line abreast at intervals between ships
than can normally be attained by an aircraft searching alone. Ship of ………. miles . Initial course …………
speed varies according to the speed of the aircraft and the size of the Search speed ………. knots.
pattern. (c) Vessel indicated (call sign or identity signal)
FR3
5.14 Evidence of casualty found is allocated track number ……………..
5.14.1 In some cases, the search may provide evidence of (d) Vessel/s indicated adjust interval between
the casualty thout survivors being found. This evidence may FR4
provide information r a recalculation of datum and revision of the ships to .………..miles.
search area. (e) Adjust track spacing to …………. ..... miles.
FR5
5.14.2 When an abandoned ship is located, it may have drifted (f) Search speed will now be……….. ..... knots.
before the nd faster than survival craft. In such a case, FR6
concentration of search wind is recommended. However, a (g) You should alter course to…………(at
low-lying, half-sunken loaded ship ay drift more slowly than a MH
floating survival craft, even if a drogue is used. derelict may drift at time indicated).
a consider-able angle off the prevailing wind direction. (h) You should steer course ……………..
MG
5.14.3 When wreckage is located it usually consists of (i) Alter course as necessary to next leg of
debris and/or an I slick. Should this have come from the distressed FR7
ship, survival craft 11 usually be found downwind from the debris . track now (or at time indicated).
In some cases, however, ship may have been abandoned some time
before sinking, in which e survival craft may be upwind. Both 5.16.2 Some other useful signals in the International Code of
possibilities should be considered. t is known, or suspected, that Signals:
survivors are in the water, the area into ch they may have been Reference Text or meaning
forced by the buffeting of the seas should also checked since they (a) I am (or vessel indicated is) in charge of co-
may be affected more by this than by the wind. FR
ordinating search.
(b) My maximum speed is……….(number)
5.15 Manoeuvring instructions SJ
5.15.1 The International Regulations for Preventing collisions at Sea
knots.
continue to apply fully while carrying out searches. The manoeuvring and
(c) I have no radar.
warning signals will be of particular importance in the circumstances.
OI
(d) I have an echo on my radar on bearing
5.15.2 The master of any ship taking part in a search should endeavour
ON
to carry out all directions he may receive, but he must at all times have
......……, distance ……………..miles.
regard to the safety of his own ship and crew.
(e) I am altering course to ……………..
MI
5.15.3 To initiate and conduct coordinated search patterns, it will be
(f) I have sighted survival craft in lat……….
necessary for the CSS to transmit a limited number of manoeuvring
GH
instructions by the most appropriate means.
long………….. (or bearing ……..distance
5.15.4 When practicable, the CSS should use plain language for these
........ from me).
purposes. It is, however, important that the actual text of the message for
the initiation of a pattern and that of subsequent messages relating to its
(g) I have located (or found) wreckage from
GL
the vessel/aircraft in distress (position to
be indicated if necessary by lat………..
and long………...or bearing ……….. All turns are 1200 to starboard. Start pattern at datum. This pattern
from specified place and distance …….). gives very high probability of detection close to datum and spreads the
(h) Estimated set and drift of survival craft is search ver the probable area quickly.
FP
........ degrees and ……………. knots. Upon completion of first search, re-orient the pattern 300 to the right and
(i) I wish to communicate by VHF radio- search as shown by the dashed line.
YY
telephony on channel indicated. PATTERN 2
(j) Repeat the distress position. EL Parallel track search - 2 ships
(k) Position given with SOS/MAYDAY is
FH
wrong. The correct position is lat........
long . ........ . Direction
of drift
PATTERN 1
Expanding square search – 1 ship
DATUM
S miles S miles
S miles S miles S miles
S miles
Track 2 Track 1
DATUM
S miles PATERN – 3
Parallel track search - 3 ships
APROACH
COURSE
Direction
PATTERN 1a of drift
Sector- search -- 1 ship
For use when position of search target is known within close limits, with a
small probable area. DATUM
Examples.- (a) man overboard - ship returns immediately to datum;
(b) search target is once sighted and then lost - ship heads for S miles S miles
datum. S miles S miles
S miles
PATTERN 4
Parallel track search -- 4 ships
First
leg
2 miles
Direction
of drift
Datum DATUM
2 miles S miles S miles
S miles
6.1.5 In heavy weather, the use of oil for reducing the effect of the
sea should be considered. Experience has shown that vegetable oils
and animal oils, including fish oils, are most suitable for quelling
waves. If these are not available, lubricating oils should be used.
Fuel oil should not be used, except as a last resort, as it is harmful to
persons in the water. Lubricating oil is less harmful and tests have
shown that 200 litres discharged slowly through a rubber hose with
an outlet just above the sea, while the ship proceeds at slow speed,
PATTERN 5 can effectively quell a sea area of some 5,000 square metres.
Parallel track search -- 5 or more ships
6.1.6 In heavy weather, a ship with a low freeboard may
be better suited to effect rescue.
6.1.12 In a coastal incident, the local RCC should arrange for medical
assistance to be sent from ashore. The local CRS may act as an
intermediary in the proceedings.
Chapter 6 Conclusion of search 6.1.14 When all rescuing action has been effected, the CSS should
immediately inform all ships that the search has been terminated.
6.1 Search successful - Rescue 6.1.15 The CSS should inform the nearest CRS of the conclusion of
6.l.1 The following paragraphs outline procedures which may be the search and give the following details:
adopted when rescuing survivors. .1 names and destinations of ships with survivors and
number of survivors in each;
6.1-2 Once the casualty or survivor has been sighted, the CSS .2 physical condition of survivors;
should assess the best method of rescue and direct the most suitably .3 whether medical aid is needed;
equipped ship or ships to the scene. .4 the state of the casualty and whether it is a hazard to
navigation.
6-1.3 In the case of survivors in the water, the rescuing ship may
find it necessary to rig scramble nets, or launch lifeboats or liferafts
and have crew members suitably equipped to enter the water to
assist survivors. Great care should be exercised in the handling of 6.2 Search unsuccessful
such survivors. 6.2.1 The CSS should continue the search until all hope of rescuing
survivors has passed. However, the condition may arise when the
CSS must make a decision to terminate an unsuccessful search. .1 ocean incident - terminate active search, advise assisting
When making this determination he should keep the following factors ships to proceed on passage and inform the land-based authority
in mind: accordingly. A message should be sent to all ships in the area
.1 the probability that survivors, if alive, were in the search area; asking them to continue to keep a lookout;
.2 the probability of detection of the search target, if it were in the .2 coastal incident - consult with land-based authorities through
areas searched; the local CRS as regards termination of search.
.3 the availability of time remaining that search units can remain on
scene; Chapter 7 Commnications
.4 the probability that survivors might still be alive given the
temperature, wind and sea conditions at the time (see figures 6-1
and 6-2). 7.1 Marine radiocommunication facilities available for
distress purposes
7.1-1 The following frequencies are available world-wide for
distress purpoes :
.1 500 kHz (radiotelegraphy);
.2 2,182 kHz (radiotelephony);
.3 156.8 MHz (VHF channel 16) (radiotelephony);
Guide to survival time for persons in water .4 8,364 kHz for survival craft.
of various temperatures
7.1.2 Additional frequencies available world-wide to supplement
2,182 kHz include 4,125 kHz and 6,212.5 kHz.
Temperature (0C) Expected time of survival
Less than 2 Less than ¾ hour
2 to 4 Less than 1 ½ hours 7-1.3 Ships transmitting a distress message on any of the above
frequencies should, whenever possible, use the appropriate alarm
4 to 10 Less than 3 hours
signal before transmitting the distress message until contact is
10 to 15 Less than 6 hours established with rescue facilities.
15 to 20 Less than 12 hours
Over 20 Indefinite (depends on fatigue)
7.1.4 The aeronautical frequencies 3,023 kHz and 5,680 kHz may be
used for communications by ships and participating coast radio
FIGURE 6-1
stations engaged in coordinated SAR operations.
Warning: The guidelines set forth above are meant to emphasize the
7.1.5 Emergency position-indicating radio beacons (EPIRBs)
need for fast action and not as a means of setting an
operate on 2,192 kHz and/or the aeronautical frequencies* 121.5 MHz
arbitrary limit on search effort. Cases have been
and/or 243 MHz. Merchant ships will not normally be able to receive
experienced where individuals far exceeded the expected
121.5 MHz and 243 MHz. Those devices may be self-activated when
survival times, and this possibility should always be taken
floating in the sea or manually operated. The characteristics of the
into consideration when deciding upon termination of a
signals on 2,182 kHz are as follows
search.
.1 low-power beacons:
It should be borne in mind that the expected times of
a single tone of between one and five seconds interrupted by
survival given above only apply to persons immersed in
periods of silence of similar duration, transmitted
water without any protective clothing and that they can be
continuously; (*Some Japanese ships carry EPIRBS which
longer for persons wearing any sort of survival suit or
transmit the distress signal and identification on frequencies
thermal protective aid.
between 2,089.5 kHz and 2,092.5 kHz.)
.2 high-power beacons:
Effect of wind on exposed persons as in (a); or
the radiotelephone alarm signal followed by the Morse
Estimated letter B and/or the call sign to which the radio beacon
wind speed Actual temperature ( C) belongs;
(knots)
10 0 -- 12 -- 23 -- 35 45 .3 the signals specified in (b) may be transmitted with a
continuous cycle which consists of the tone signals for
0 Increased
between 30 and 50 seconds followed by a period of
10 Little danger for Danger Great silence of approximately similar duration;
.4 certain types of beacons, both low and high power, may
20 Properly Of Danger
incorporate a facility enabling the cycle to be interrupted
30 Dressed Freezing of Of freezing of for speech transmission.
40
Persons Exposed flesh Exposed flesh 7.1.6 GMDSS operating guidance for masters of ships in distress
or more
situations is shown in figure 7-1.
INCREASED WIND VELOCITIES GREATLY INCREASE DENGER OF
FREEZING OF EXPOSED FLESH. 7.2 Visual communication facilities
PROTECTIVE MEASURES SHOULD BE TAKEN. 7.2.1 The following visual means of communication should be used
when appropriate:
FIGURE 6-2 .1 signalling lamp;
.2 international code flags;
6.2.2 At his discretion, the CSS after consultation with other .3 Distress signals prescribed in annex IV to the 1972
assisting ships and land-based authorities, as appropriate, Collision Regul ations.
should take the following action:
.4 The following signals describe the life-saving signals right in the direction of approach or location for landing is in the
referred to in regulation V/16 of SOLAS 1974, as amended, the code letter L (. -- . .) if a direction indicated.”
and are intended for use by life-saving stations and better landing Place for the craft in
maritime rescue units engaged in SAR operations when distress is located more to the left in
communicating with ships or persons in distress and by the direction of approach.
ships or persons in distress when communicating with
life-saving stations and maritime rescue units: By night – Horizontal motion of a
(i) Replies from life-saving stations or maritime rescue white light or flare, followed by the
units to distress signals made by a ship or person: Placing of the white light or flare on
the ground and the carrying of
Signal Signification another white light or flare in the
By day - Orange smoke signal or "You are seen - assistance will direction to be indicated or firing of
combined light and sound signal be given as soon as possible." a red star signal vertically and a
(thunderlight) consisting of three single (Repetition of such signals has white star signal in the direction
signals which are fired at intervals of the same meaning.) towards the better landing place or
approximately one minute. signalling the code letter S ( … )
followed by code letter R (. -- . ) if
By night - White star rocket consisting "You are seen - assistance will a better landing place for the craft
of three single signals which are fired at be given as soon as possible." in distress is located more to the
intervals of approximately one minute. (Repetition of such signals has right in the direction of approach or
the same meaning.) the code letter L (. -- . .) if a
better landing place for the craft in
distress is located more to the left in
If necessary the day signals may be given at night or the night signals by the direction of approach.
day.
Signal Signification (iii) Signals to be employed in connection with the use of shore
life-saving apparatus:
By day – Vertical motion of a white
flag or the arms or firing of a green Signal Signification
star signal or signalling the code letter By day - Vertical motion of a white In general - “ Affirmative. "
K (-- . --) given by light or flag or the arms or firing of a green Specifically:
soundsignal apparatus. star signal. "Rocket line is held."
"Tail block is made fast. "
By night - Vertical motion of a white "This is the best place to land." By night - Vertical motion of a "Hawser is made fast." ,
light or flare, or firing of a green star white light or flare or firing of a “ Man is in the breeches buoy.
signal or signalling the code letter green star signal. "
K (-- . --) given by light or soundsignal "Haul away."
apparatus. A range (indication of
direction) may be given by placing a By day - Horizontal motion of a In general - "Negative."
steady white light or flare at a lower white flag or arms extended Specifically:
level and in line with the observer. horizontally or firing of a red star "Slack away."
signal. "Avast hauling."