* Initial Action by Assisting Craft *

Vessel Assisting

>METHODS of DISTRESS NOTIFICATION

• An alarm signal or distress call from another vessel at sea,either directly or by relay.
• A distress call or message from craft.This usually occurs by relay from a CRS.

• Alert sent from a vessel’s alerting equipment and then relayed shore-to-ship.

• Visual signals or sound signals from a nearby distressed craft.

>IMMEDIATE ACTION

• The ff. immediate action should be taken by any ship receiving a distress message

1. Acknowledge receipt of message

2. Gather the ff. information from the craft in distress if possible

-   position of distressed craft

-   distressed craft’s identity ,call sign,and name

-   number of POB‘s

- nature of the distress or casualty

-   type of assistance required

-    number of victims , if any

-   distressed craft’s course and speed

-   type of craft , and cargo carried

-   any other pertinent information that might facilitate the rescue

3. Maintain a continuous watch on the ff. international frequencies, if equipped to do so:

-   500 kHz(radiotelegraphy)

-   2182 MHz (radiotelegraphy)

-    156.8 MHz FM (channel 16, radiotelephony)for vessel distress

-    121.5 MHz AM (radiotelephony)for aircraft distress

4. After 1 February 1999,vessel subject to the SOLAS Convention must comply with applicable equipment carriage and monitoring requirements

5.SOLAS communications equipment is referred to as Global Maritime Distress and Safety System (GMDSS)equipment,and includes:

-    Inmarsat ship earth stations

-    VHF,MF,and HF digital selective calling(DSC)radios

-     Maritime safety information receivers like NAVTEX and SafetyNET

-     Hand-held VHF equipment

-     emergency position-indicating radio beacons(EPIRBs)

-     search and rescue radar transponders (SARTs)

6.Any vessel carrying GMDSS-compatible equipment should use it as intended ,and must be prepared at all times to receive distress alerts with it(see figures on pages 2-3 and 2-4)

• Vessel should maintain communication with the distressed craft while attempting to advice the SAR system of the situation.
• The ff. information should be communicated to the distressed craft:

1. own vessel’s identity,call sign, and name

2.  own vessel’s position

3.  own vessel’s speed and estimated time of arrival (ETA) to distressed craft site

4.  distressed craft’s true bearing and distance from ship

• Use all available means to remain aware of the location  of distressed craft (such as radar plotting, chart plots ,Global Positioning system (GPS).

• When in close proximity, post extra look-outs to keep distressed craft in sight.
• The ship or CRS co-ordinating distress traffic should establish contact with the SMC and pass on all information, updating as necessary.

>PROCEEDING TO THE AREA OF DISTRESS

• Establish a traffic co-ordinating system among vessels proceeding to the area of distress.
• Maintain active radar plots on vessels in the general vicinity.
• Estimate the the ETAs to the distress site of other assisting vessels.
• Assess the distress situation to prepare for operations on-scene.

>ON-BOARD PREPARATION

• A vessel en route to assist a distressed craft should have the ff. equipment ready for possible use:

Life-saving and rescue equipment

* lifeboat

* inflatable literaft

* lifejackets

* survival suits for the crew

* lifebuoys

* breeches buoys

* portable VHF radios for communication with the ship  and boats deployed

* line-throwing apparatus

* buoyant lifelines

* hauling lines

* non-sparking boat hooks or grappling hooks

* hatchets

* rescue baskets

* litters

* pilot ladders

* scrambling nets

* copies of the International Code Of  Signals

* radio equipment operating on MF/HF and VHF/UHF and capable of communicating with the SMC and rescue facilities , and with a facility for direction finding (DF)

* supplies and survival equipment ,as required

* fire-fighting equipment

* portable ejector pumps

* binoculars

* cameras

* bailers and oars

SIGNALLING EQUIPMENT:

* signalling lamps

* searchlights

* torches

* flare pistol with color-coded signal flares

* buoyant VHF/UHF markers beacons

* floating lights

* smoke generators

* flame and smoke floats

* dye markers;

* loud hailers.

PREPARATION FOR MEDICAL ASSISTANCE , INCLUDING:

* stretchers

* blankets

* medical supplies and medicines

* clothing

* food

* shelter

MISCELLANEOUS EQUIPMENT:

* If lifted ,a gantry crane for hoisting on each side of ship with a cargo net for recovery of survivors.

* Line running from bow to stern at the water’s edge on both sides for boats and craft to secure alongside.

* On the lowest weather deck,pilot ladders and manropes to assist survivors boarding the vessel.

* Vessel’s lifeboats ready for use as a boarding station.

* Line-throwing apparatus ready for making connection with either ship in distress or survival craft.

* Floodlights set in appropriate locations,if recovery at night.

VESSELS NOT ASSISTING

The master  deciding not to proceed to the scene  a distress due to sailing time involved and in the knowledge that a rescue  operation is under way should:

• Make an appropriate entry in the ship’s log-book.

• If the master had previously acknowledged and responded to the alert,report  the decision not to proceed to the SAR service concerned

• Consider  reports unnecessary  if no contact has been made with the SAR service.

• Reconsider the decision  not to  proceed nor report to the SAR service when vessel in  distress is far from land or in an area where density  of shipping is low.

AIRCRAFT ASSISTING

Distress Call and Message Received

• Aircraft may receive a distress call or message from craft directly or by relay via an ATS unit.

• Aircraft over the sea may receive an alarm signal or a distress call from a vessel.This usually occurs by relay from a CRS.

• Aircraft may receive a distress signal aurally from an EPIRB or ELT on 121.5 MHz.

• Aircraft near a distress craft may receive visual signals.

IMMEDIATE ACTION

• Reports should be evaluated to determine their validity and degree of urgency.

• Any aeronautical station or aircraft  knowing of an emergency incident should relay the MAYDAY or transmit a distress message whenever such action is necessary to obtain assistance for the person ,

aircraft,or vessel in distress.

• In such circumstances , it should be made clear that the aircraft transmitting the message is not itself the distressed craft.

PROCEEDING TO AREA OF DISTRESS

• In proceeding  to an area of distress , prepare to assist the distressed craft.

• Categories to consider include:

Navigation Equipment

>Aircraft designated  for SAR operations should be equipped to receive and home in on:

* radio signals

*  emergency locator transmitters (ELTs)

*  EPIRBs

*  SARTs

>precise navigation equipment such as GPS can be helpful  in covering a search area carefully or locating a datum.

COMMUNICATIONS EQUIPMENT

• all aircraft should be equipped to maintain good communications with the SMC and other aeronautical SAR facilities

• designated SAR aircraft engaged in sea rescues should be equipped to communicate with vessels and survival craft

• designated SAR aircraft should be able to communicate with survivors on VHS-FM on channel 16(156.8 MHz) and VHF-AM on 121.5 MHz

• carriage of droppable disposable  radios operating on 123.1 MHz can be used for communications with survivors

• carriage of portable ratios may be appropriate for aircraft SAR facilities  to communicate with maritime or land SAR facilities and OSCs.

MISCELLANEOUS EQUIPMENT

>The ff. equipment ,as appropriate , should be readily available for SAR operations:

* binoculars

*   a copy of the International code of Signals

*   signalling equipment , such as pyrotechnics

*   buoyant VHF/UHF marker beacons, floating lights

*   fire-fighting equipment

*   cameras for photographing wreckage and location of survivors

*  first-aid supplies

*  loud hailers

*  containers for dropping written messags

*  inflatable liferafts

*  lifejackets and lifebuoys

*  portable hand-held battery-powered droppable radio for communication with survivors

*  any equipment which  may assist with rescue operations.

SART is a small, buoyant battery powered, omnidirectional radar receiver and transmitter, capable of registering radar waves from a radar onboard a ship or an aircraft.

The most essential purpose of the SART is to provide the main means of locating a survival craft, or life boats, after sea damage, or sea wreck. A SART will automatically respond only when interrogated/activated by all maritime 3 cm radar installations operating on 9 GHZ.

A SART can be activated into stand by condition by:

1. Breaking the seal
2. Removing the locking pin or switch block.
3. Check that the switch is in the – ON – position.
4. An audible – BEEP – will be heard, and the led indicator starts flashing.
5. Place (hold) the start in a vertical position as high as possible. (In survival craft, sarts are to be mounted 1 meter above sea level)When the radar transponder receives a radar signal i.e. when a signal from an aircraft or ship is received it sweeps through the whole 9GHZ radar band 12 times and emits 12 characteristic dashes which on the radar screen indicates that this is a SART signal, and at the same time gives position of the ship in distress. These characteristics signal transmitted from the SART are called homing signals.

   This homing signals wil be seen on the radar screen of the ship, or aircraft as a line of 12 blips extending approximately 5NM outwards from the SART’s position, along its bearing, clearly identifying the survival craft.

   Homing Signals:

   Homing signals are those locating signals whoch are transmitted by mobile units (ships) in distress, or by survival craft, for the purpose of providing searching units with a signal that can be used to determine the bearing to the transmitted stations.

6. if electronic unit is separated from the battery unit, the battery unit must be placed in such a way, that light or audio signals may be observed.
7. When the SART is within the range of RADAR station the light and audio sensors will be activated.

To Stop the Activation of the SART:

1. Move the switch to position – OFF -
2. Replace the locking pin

The battery capacity should allow the SART in a standby mode for approximately 96 hours. When in use for approximately 8 hours. A SART weighs about 700 grams.

Whenever a change of battery is required the complete lower part of the SART is to be replaced. The upper unit of the TRON SART consists of the microwave receiver transmitter and antenna (the electronic unit), the lower unit contains batteries and activation control, as well as the optical and audio indicators (Battery Unit).

The SART operates in the frequency band of 9200 – 9500 MHz.

Range Performance:

The SART operates correctly when interrogated by:

• by Navigational (SHIPS) radars with an antenna height of 15 meters, at a distance from approx. 5NM.
• by Airborne (AIRCRAFT) radars with peak power of at least 5 to 10KW at a height of 3000ft. at a distance from 30NM to 40NM.
• On the survival craft the survivors will receive an audibly and visually indication from the SART signals indicating that the signals have been received by an approaching ship or aircraft.

SARTS are grouped in 3 categories:

1. SART for fix installation in lifeboat, or raft
2. portable SART
3. SART mounted in release mechanism and / or combined with float free EPIRB.

Test Procedures of the SART

• Set radar range to 12NM.
• the radar screen
• activate the SART, by processing the switch to – test – position.
• Check the radar display that 12 or 24 rings are observed.
• The SART responds with a continuous sound, and the LED indicator is on continuously.

General: The SART should:

1. Be capable of being easily activated by unskilled personnel.
2. Be fitted with means to prevent inadvertent activation.
3. Be capable of withstanding without damage, drops from height of 20 Meters into the water
4. Be watertight at a depth of 10 meters for 5 minutes.
5. The height of the installed SART antenna should be at least 1 meter above sea level
6. Be able to operate under temperatures -20 degree  Celsius to +55 degree celsius
7. Not be unduly affected by sea water and oil.
8. Be water resistant, marked with make, type, and serial number.
9. It must have operating instructions, and battery expiry date, and ship ID.

• A alarm signal or a distress call from another vessel at sea, either directly or by relay.
• A distress call or message from aircraft. This usually occurs by relay from a CRS.
• Alert sent from a vessel’s alerting equipment and then relayed shore-to-ship
• Visual signals or sound signals from a nearby distressed craft.

Immediate Action

• The following immediate action should be taken by any ship receiving a distress message:
  • acknowledge receipt of message.
  • gather the following information from the craft in distress if possible:
    • position of distressed craft
    • distressed craft’s identity, call sign, and name
    • number of POBs
    • nature of the distress or casualty
    • type of assistance required
    • number of victims, if any
    • distressed craft’s course and speed
    • type of craft, and cargo carried
    • any other pertinent information that might facilitate the rescue
  • maintain a continuous watch on the following international frequencies, if equipped to do so:
    • 500 kHz (radiotelegraphy)
    • 2182 kHz (radiotelegraphy)
    • 156.8 MHz (Channel 16, radiotelephony) for vessel distress
    • 121.5 MHz (radiotelephony) for aircraft distress
  • after 1 February 1999, vessels subject to the SOLAS Convention must comply with applicable equipment carriage and monitoring requirements
  • SOLAS communications equipment is referred to as Global Maritime Distress and Safety System (GMDSS) equipment, and includes:
    • Inmarsat ship earth stations
    • VHF, MF, HF digital selective calling (DSC) radios
    • maritime safety information receivers like NAVTEX and SafetyNET
    • hand-held VHF equipment
    • emergency position-idicating radio beacons (EPIRBs)
    • search and rescue radar transponders (SARTs)
  • any vessel carrying GDMSS-compatible equipment should use it as intended, and must e prepared at all times to receive distress alerts with it.
• Vessels should maintain communications with the distressed craft while attempting to advise the SAR system of the situation.
• The following information should be communicated to the distressed craft:
  • own vessel’s identity, call sign, and name
  • own vessel’s position
  • own vessel’s speed and estimated time of arrival (ETA) to distressed craft site
  • distressed craft’s true bearing and distance from ship.
• Use all available means to remain aware of the location of distressed craft (such as radar plotting, chart plots, Global Positioning System (GPS).
• When in close proximity, post extra look-outs to keep distressed craft in sight.
• The ship or CRS co-ordinating distress traffic should establish contact with the SMC and pass on all available information, updating as necessary.

Proceeding to the Area of Distress

• Establish a traffic co-ordinating system among vessels proceeding to the same area of distress.
• Maintain active radar plots on vessels in the general vicinity.
• Estimate the ETA’s to the distress site of other assisting vessels.
• Assess the distress situation to prepare for operations o-scene.

On-Board Preparation

• A vessel en route to assist a distressed craft should have the following equipment ready for possible use:
  Life-saving and rescue equipment:
  • lifeboat
  • inflatable liferaft
  • lifejackets
  • survival suits for the crew
  • lifebuoys
  • breeches buoys
  • portable VHF radios for communication with the ship and boats deployed
  • line-throwig apparatus
  • buoyant lifelines
  • hauling lines
  • non-sparkling boat hooks or grappling hooks
  • hatchets
  • rescue baskets
  • litters
  • pilot ladders
  • scrambling nets
  • copies of the International Code of Signals
  • radio equipment operating on MF/hf or VHF/UHF and capable of communicating with the SMC and rescue facilities, and with a facility for direction finding (DF)
  • supplies and survival equipment, as required
  • fire-fighting equipment
  • portable ejector pumps
  • binoculars
  • cameras
  • bailers and oars
    Signalling equipment:
  • signalling lamps
  • searchlights
  • torches
  • flare pistol with colour-coded signal flares
  • buoyant VHF/UHF marker beacons
  • floating lights
  • smoke generators
  • flame and smoke floats
  • dye markers;
  • loud hailers.
    Preparations for medical assistance, including:
  • strechers
  • blankets
  • medical supplies and medicines
  • clothing
  • food
  • shelter.
    Miscellaneous equipment:
  • If fitted, a gantry crane for hoisting on each side of ship with a cargo net for recovery of survivors.
  • Line running from bow to stern at the water’s edge on both sides for boats and craft to secure alongside.
  • On the lowest weather deck, pilot ladders and manropes to assist survivors boarding the vessel.
  • Vessel’s lifeboats ready for use as a boarding station.
  • Line-throwing apparatus ready for making connection with either ship in distress or survival craft
  • Floodlights set in appropriate locations, if recovery at night.

• There is no charge for vessels to participate in, nor for RCCs to use, Amver.
• Many land-based providers of communications services world-wide relay ship reports to Amver free of charge.
• Any merchant vessel of 1000 gross tons or more on any voyage of greater than 24 hours is welcome to participate.
• Information voluntarily provided by vessels to Amver ir protected by the US Coast Guard as commercial proprietary data and made available only to SAR authorities or others specially authorized by the ship involved.

• To carry out these responsibilities, States have established national SAR organizations, or joined one or more other States to form a regional SAR organization associated with an ocean area or continent.
• A search and rescue region (SRR) is an area of defined dimensions associated with a rescue co-ordination centre (RCC) within which SAR services are provided.
  • SRRs help to define who has primary responsibility for co-ordinating responses to distress situation in every area of the world, but they are not intended to restrict anyone from assisting persons in distress
  • the International Civil Aviation Organization (ICAO) regional air navigation plans (RANPs) depict aeronautical SRRs
  • the International Maritime Organization (IMO) Global SAR Plan depicts maritime SRRs.

SAR Co-ordination

The SAR system has three general levels of co-ordination:

• SAR co-ordination (SCs)
• SAR mission co-ordination (SMCs)
• On-scene co-ordinators (OSCs).

SAR Co-ordinators

• SCs are the top level SAR managers; each State normally will have one or more persons or agencies for whom this designation may be appropriate.
• SCs have the overall responsibility for:
  • establishing, staffing, equipping and managing the SAR system
  • establishing RCCs and rescue sub-centres (RSCs)
  • providing or arranging for SAR facilities
  • co-ordinating SAR training
  • developing SAR policies.

SAR Mission Co-ordinator

• Each SAR operation is carried out under the guidance of an SMC. This function exists only for the duration of a specific SAR incident and is normally performed by the RCC chief  or a designee. The SMC may have assisting staff.
• The SMC guides a SAR operation until a rescue has been effected or it becomes apparent that further efforts would be of no avail.
• The SMC should be  well trained  in all SAR processes,, be thoroughly familiar with the applicable SAR plans, and:
  • gather information about distress situations
  • develop accurate and workable SAR action plans
  • dispatch and co-ordinate the resources to carry out SAR missions.
• SMC duties include:
  • obtain and evaluate all data on the emergency
  • ascertain the type of emergency equipment carried by the missing or distressed craft
  • remain informed of prevailing environmental conditions
  • if necessary, ascertain movements and locations of vessels and alert shipping in likely search areas for rescue, lookout and/or radio watch
  • plot the areas to search and decide on methods and facilities to be used
  • develop the search action plan and rescue action plan as appropriate
  • co-ordinate the operation with adjacent RCCs when appropriate
  • arrange briefing and debriefing of SAR personnel
  • evaluate all reports and modify search action plan as necessary
  • arrange for refueling of aircraft and, for prolonged search, make arrangements for the accommodation of SAR personnel
  • arrange for delivery of supplies to sustain survivors
  • maintain in chronological order and accurate and up-to-date record
  • issue progress reports
  • determine when to suspend or terminate the search
  • release SAR facilities when assistance is no longer required
  • notify accident investigation authorities
  • if applicable, notify the State of registry of the aircraft
  • prepare a finel report.

On-Scene Co-ordinator

• When two or more SAR facilities are working together on the same mission, one person on-scene may be needed to so-ordinate the activities of all participating facilities.
• The SMC designates on OSC, who may be the person in charge of a:
  • search and rescue unit (SRU), ship, or aircraft participating in a search, or
  • nearby facility in a position to handle OSC duties.
• The person in charge of the first facility to arrive at the scene will normally assume the OSC function until the SMC arranges for that person to be relieved.

Purpose

The purpose of the International Aeronautical and Maritime Search and Rescue for Mobile Facilities, which is intended for carriage aboard search and rescue units, and aboard civil aircraft and vessels, is to provide guidance to those who:

• operate aircraft, vessels or other craft, and who may be called upon to use the facility to support SAR operations
• may need to perform on-scene co-ordinator functions for multiple facilities in the vicinity of a distress situation
• experience actual or potential emergencies, and may require search and rescue (SAR) assistance.

Responsibility and Obligation to Assist

Under long-standing traditions of the sea and various provisions of international law, ship ,masters are obligated to assist others in distress at sea whenever they can safely do so.

The responsibilities to render assistance to a distressed vessel or aircraft are based on humanitarian considerations and established international practice. Specific obligations can be found in several conventions, including the following:

• Annex 12 to the Convention on International Civil Aviation
• International Convention on Maritime Search and Rescue
• Regulation V/33 of the International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974)