PLANS AND PROCEDURES

FOR RECOVERY OF PERSONS

FROM THE WATER
(SOLAS regulation III/17-1)

Ships Name : UNISTAR

IMO Number : 9505687

Note: This document was developed based on

GUIDELINES FOR THE DEVELOPMENT OF PLANS AND PROCEDURES
FOR RECOVERY OF PERSONS FROM THEWATER (MSC.1/Circ.1447).
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RECORD OF CHANGES

No

Date

Revised part

Revision detail / Description

List 1 of 35

Signature

LIST OF CONTENTS
CONTENT

1.

Introduction

1.1
1.2
1.3
1.4
1.5
1.6

General
Purpose
Objective
Applicability and scope
Requirement regulations and guidelines
Relation to the International Safety Management (ISM) Code

LIST

4
4
4
4
5
5
6

2.

Principles of Operation

2.1
2.2
2.3
2.4

General
Necessity of planning
Recovery operation from water
Safety precautions

3.

Roles and Responsibilities

3.1
3.2

Responsibility of Master
Duties of the Crew

10
10
10

7
7
7
8
9

4.

Competence and familiarization

11

4.1

Drills and records

11

5.

Risk Assessment with Anticipated Conditions and Ship

Characteristics

12

5.1
5.2

Generic Risk assessment of operations for recovery of persons from water

Equipment specific risk assessment

12
12

6a Ship Particulars
6a.1
6a.2
6a.3
6a.4
6a.5
6a.6
6a.7
6a.8
6.9

Main particulars
Plans and documents
Ship-specific arrangements
Ships specification of equipment
Available crew and personal protective equipment ( PPE)
Other equipment details
List of other recovery tools (Apart from LSA Plan)
Dynamic particulars under which vessel can attempt recovery operations
Maneuverability parameters

6b Ship Specific Procedures

6b.1
6b.2
6b.3
6b.4
6b.5
6b.6

Operational methods employed

Planning for recovery
Ship accessing to the distress area
Providing assistance prior to recovery
Bringing people to side of ship
Lifting people aboard the ship

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13
13
14
15
16
17
17
18
19
20

21
21
21
21
22
22
22

6b.7
6b.8
6b.9
6b.10
6b.11
6b.12
6b.13

7
7.1
7.2

Standing by when people can not be recovered

Immediate care of people recovered
Preparations prior to the arrival of the helicopter
Personal transfer by helicopter
Use of rocket line throwing apparatus
Breeches buoy
Man overboard maneuvers

23
24
24
24
26
27
29

Crew Organization and Duties

Organization of personnel
Duties

31
31
31

APPENDIX

34

MSC.1/Circ.1447 Guidelines for the development for Plans and

Procedures for Recovery of Persons from the Water

Resolution MSC.1/Circ.1182 Guide to Recovery Techniques

MSC.1/ Circ.1185/Rev.1 Guide for Cold Water Survival

List of Familiarization

35

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Chapter 1 - Introduction
1.1

General

1.

This

document

is

developed

based

on

GUIDELINES

FOR

THE

DEVELOPMENT FOR PLANS AND PROCEDURES FOR RECOVERY OF

PERSONS FROM THE WATER (MSC.1/Circ.1447), as set out in Appendix 1 to
this document.
2.

Risk assessment with equipment intended to be used onboard, taking into

account the anticipated conditions and ship-specific characteristics, were carried
out and have been included in section 5 of this document.

3.

The Guide to recovery techniques (MSC.1/Circ.1182, attached as Appendix 2)

provides a number of examples of how certain types of equipment can be used
to recover persons from the water, to be referred for facilitating the procedures.

4.

In addition, following related documents were also considered when developing

this document.

4.1.

MSC.1/Circ.1185/Rev.1 GUIDE FOR COLD WATER SURVIVAL (attached as

Appendix 3).

1.2

Purpose
The purpose of this document is to provide guidance for the Master and other
crew members on board the ship regarding procedures for recovering persons
from water.
This document is to be kept onboard and maintained in accordance with SOLAS
regulation III/17-1 and in order to achieve its purpose, crews on board should be
familiar with this document.

1.3

Objective
This document aims for the effective recovery and rescue of persons from water
with reducing the risk to shipboard personnel involved in recovery operation.
The recovery plans and procedures should facilitate the transfer of persons from
the water to the ship while minimizing the risk of injury from impact with the ships
side or other structures, including the recovery appliances itself.

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1.4

Applicability and Scope

This can be used as a guidance in case of responding to any distress signal
where recovery operations are required and also when preparing for the rescue
operations for recovering persons from the sea.

1.5

Requirements Regulations and Guidelines

1.5.1 SOLAS III Regulation 17-1 Recovery of Persons from the

Water
All ships shall have ship-specific plans and procedures for recovery of persons
from the water, taking into account the guidelines developed by the Organization.
The plans and procedures shall identify the equipment intended to be used for
recovery purposes and measures to be taken to minimize the risk to shipboard
personnel involved in recovery operations. Ships constructed before 1 July 2014
shall comply with this requirement by the first periodical or renewal safety
equipment survey of the ship to be carried out after 1 July 2014 whichever comes
first.

1.5.2 Guidelines for the Development of Plans and Procedures

for Recovery of Persons from the Water (Msc.1/Circ.1447)
MSC.1/Circ.1447 insists to refer the following documents for reference:
1. MSC.1/Circ.1182 GUIDE TO RECOVERY TECHNIQUES
(Appendix 2 of this document); and
2. MSC.1/Circ.1185/Rev.1GUIDE FOR COLD WATER SURVIVAL
(Appendix 3 of this document)

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1.6

Relation to the International Safety Management (ISM) Code

This document should be considered as a part of the emergency

preparedness plan required by paragraph 8 of Part A of the International
Safety Management (ISM) Code.

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Chapter 2 - Principles of Operation

2.1

General

1.

The initiation or continuation of recovery operations should be at the discretion of

the Master of the recovering ship, in accordance with the provisions of SOLAS
regulation III/17-1.

2.

Life-saving and other equipment carried on board may be used to recover

persons from the water, even though this may require using such
equipment in unconventional ways.

3.

Chapter 5 and chapter 6 of this document to be referred for the information and
procedures specifically used onboard this vessel.

2.2

Necessity of Planning
During voyages there can be situations when the crew suddenly engages to
recover people in distress at sea. This might be a person overboard from the
same ship, a fellow crew member, or a passenger, or the ship might be
responding to someone else emergency; for example a ship abandoned because
of flooding, fire or a ditched aircraft.
In such cases crew may have to prepare, with little or no notice, to recover
people, may be so many peoples. Whoever they are, their lives may be in your
hands.
In many areas of the world, especially when out of range of shore-based search
and rescue (SAR) facilities, your ship may be the first, or the only rescue unit to
reach them. Even if you are joined by specialized units, you will still have a vital
role to play, especially in a major incident. If you are required to recover people in
distress, it is your capability and your ship that matters. You may have to find a
unique solution to a unique lifesaving problem. To ensure that you can respond
safely and effectively, you need to think about the general issues beforehand.

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2.3

Recovery Operation from Water

While undergoing the recovery operations, ships crew have to refer the
procedures stipulated in chapter 6 this document.
Chapter 6 to this document specify the anticipated conditions under which a
recovery operation may be conducted without causing undue hazard to the ship
and the ship's crew, taking into account, but not limited to:
1. Maneuverability of the ship;
2. Freeboard of the ship;
3. Points on the ship to which casualties may be recovered;
4. Characteristics and limitations of equipment intended to be used for recovery
operations;
5. Available crew and personal protective equipment (PPE);
6. Wind force, direction and spray;
7. Significant wave height (Hs);
8. Period of waves;
9. Swell;
10. Safety of navigation.
To the extent practicable, recovery procedures should provide for recovery
of persons in a horizontal or near-horizontal (deck-chair) position.
Recovery in a vertical position should be avoided whenever possible as it
risks cardiac arrest in hypothermic casualties (refer to the Guide for cold
water survival (MSC.1/Circ.1185/Rev.1)).
Illumination is necessary for the recovery operation from water. Source of
illumination and power (where required) should be available for the area where
the recovery operation is conducted.

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2.4

Safety Precautions
1.

Recovery operations should be conducted at a position clear of the ship's

propellers and, as far as practicable within the ship's parallel mid-body
section.

2.

If carried, dedicated recovery equipment should be clearly marked with the

maximum number of persons it can accommodate, based on a weight of
82.5 kg per person.

Master should take necessary precautions as described in chapter 6a and 6b of

this document.

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Chapter 3 - Roles and Responsibilities

3.1

Responsibility of Master

1.

The initiation or continuation of recovery operations should be at the

discretion of the Master of the recovering ship, in accordance with the
provisions of SOLAS regulation III/17-1.

2.

The use of ship's rescue craft must be for the Master decision, depending on the
particular circumstances of the incident. Allowable circumstances are referred to
Chapter 5 & Chapter 6 to this document.

3.

There will be times when recovery cannot be attempted or completed without

unduly endangering the ship, her crew or those needing recovery. Only the
assisting ship Master can decide when this is the case.

4.

Master has to establish programs and should carry out drills for emergency
actions of recovery.

3.2

Duties of the Crew

The various tasks involved are defined and assigned to particular personnel
on board, like who will be required for the recovery process; who will manage the
ship in the meantime etc.
Refer Chapter 7 for details.

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Chapter 4 - Competence and Familiarization

4.1

Drills and Records

Drills should ensure that crew is competent and familiarized with the plans,
procedures and equipment for recovery of persons from the water. Such exercise
shall be conducted in conjunction with routine man-overboard drills, and records
to be maintained in relevant documents.

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Chapter 5 - Risk Assessment with Anticipated Conditions and Ship

Characteristics
Following Risk assessment templates have been prepared for rescue operation in
moderate sea and wind conditions up to Beaufort wind force 4 and wave height of
about 1.5 m.

5.1 Generic Risk Assessment of Operations for Recovery of

Persons from Water
5.1.1 Preparing for recovery
5.1.2 Navigation in SAR scene
5.1.3 Bringing people to side of ship
5.1.4 Getting people aboard the ship

5.2

Equipment Specific Risk Assessment

5.2.1 Lifting survivors using ships crane

5.2.2 Lowering launching of rescue boat
5.2.3 Pilot ladder or cargo net
5.2.4 Ship / Helicopter operations

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Chapter 6a Ship Particulars

6a.1 Main Particulars

Ships name: . UNISTAR

Call sign: ... YLFZ
Flag: LATVIA
Port of Registry: .... RIGA
Official number: . 0480
IMO number: .. 9505687
Type of vessel: .. Multi-Purpose Dry Cargo Ship,
Equipped for Carriage of Containers
Strengthened for Heavy Cargo
Gross tonnage: . 2997
Net tonnage: . 1621
DWT (summer): 4499
Length overall: .. 89.99 m
LBP: 84.43 m
Breadth: . 14.00 m
Depth moulded: 7.150 m
Max draught (summer): 5.812 m (freeboard 1.348 m)
Max. height from keel: .. 29.0 m
MMSI No.: .. 275434000
INMARSAT-C No.: 427543410 and 427543411
Telex: .. 427543410@rsta.com (subject: IMN)
E-mail:.....................................................mvunistar@mail.ru
Mobile phone No.: .... +371 221 98891

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6a.2 Plans and Documents

The Guide to recovery techniques (MSC.1/Circ.1182, attached as Appendix 2) provides

a number of examples of how certain types of equipment can be used to recover
persons from the water, to be referred for facilitating the procedures.

Following related documents and plans should be used for providing of the recovery
operation:

The Guide to Recovery Techniques (MSC.1/Circ.1182, attached as Appendix 2)

Guide for Cold Water Survival (MSC.1/Circ.1185/Rev.1, attached as Appendix 3)

IAMSAR Manual, Volume III, Section 2

Shipboard Emergency Plan (Document 2-06-ISM)

Shipboard Emergency Control Lists (Document 2-02-ISM):

Check List No. 3.10. Man overboard
Check List No. 3.16. Search and rescue
Check List No. 3.24. Helicopter operations

Shipboard Training and Drill Manual (SOLAS-74) ( Document 2-08-ISM)

Shipboard MUSTER LIST

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6a.3 Ship-Specific Arrangements

SEARCH POINT
RESCUE POINT 2

HELICOPTER LANDING AREA

RESCUE POINT 1

RESCUE AND RECOVERY AREA

Pic.6a.1

1. Freeboard at Rescue Point 1:

ballast condition and 100% of stores...3.3 m

ballast condition and 10% of stores.3.7 m

loaded condition and 100% of stores....................1.3 m

2. Freeboard at Rescue Point 2:

ballast condition and 100% of stores...8.2 m

ballast condition and 10% of stores.8.9 m

loaded condition and 100% of stores....................6.6 m

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6a.4 Ships Specification of Equipment

Following shipboard safety equipment should be used for providing of the recovery
operation:
1. Shipboard Lifting Equipment:

Launching crane, SWL 39 kN (Placed at Aft part of Boat deck, Stb/side,

Rescue Point 2 / Pic.6a.1, List 15)

2. Shipboard Search and Rescue Equipment:

Rescue boat with engine for 6 person (position at aft part of Boat deck,
Stb/side, Rescue Point 2 / Pic.6a.1, List 15)

Shipboard remote turning searchlights 2 pcs (position at Spar deck, Stb

& Port sides, Search Point / Pic.6a.1, List 15)

Life-raft VIKING 12DKF+ 2 pcs for 12 persons each (position at fore

part of Boat deck, Stb & Port sides)

Life-buoys 4.2 kg with light and smoke signal 2 pcs (position at

Navigational bridge wings, Stb & Port sides)

Life-buoy 2.5 kg with light 4 pcs (position at Poop deck, Stb & Port
sides 2 pcs and Forecastle deck, Stb & Port side 2 pcs)

Lifebuoy 2.5 kg with safety line 4 pcs (position at Poop deck, Stb & Port
sides)

Embarkation ladder 12 m 2 pcs (position at Boat deck, Stb & Port sides,
Rescue Point 2 / Pic.6a.1, List 15)

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6a.5 Available Crew and Personal Protective Equipment (PPE)

Available shipboard PPE for crew consists of following self-protective equipment:

Boiler suits (overall) and winter jackets for each crew member;

Safety helmets for each crew member;

Safety boots for each crew member;

Safety gloves for each crew member;

Safety belts with safety lines 2 pcs;

Electric-protective gloves 2 pairs;

Electric-protective boots 1 pair;

Protective goggles 3 pcs.

6a.6 Other Equipment Details

Any other shipboard equipment, which can be used for recovery operation, should be
used.

The additional shipboard recovery equipment consists, but not limited of following tools:

Mooring winches;

Mooring ropes;

Cargo nets;

Cargo slings.

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6a.7 List of Other Recovery Tools (Apart from LSA Plan)

Pilot ladder 6 m. 1 pc;

Immersion suits 16 pcs;

Life jackets 16 pcs;

Line-throwing apparatus with 4 rockets;

Shipboard Medical Aid Kit 1 pc;

First Aid Kit for rescue boat 1 pc;

Thermal protective suits for rescue boat 2 pcs;

Bridge parachute red signal rocket 12 pcs;

Buoyant line of > 50 m with sufficient strength for towing life-raft 1 pc;

Buoyant rescue quoits with buoyant line of > 30 m 2 pcs.

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6a.8 Dynamic Particulars under which Vessel can Attempt Recovery

Operations

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6a.9

Maneuverability Parameters

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Chapter 6b - Ship Specific Procedures

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6b.1 Operational Methods Employed

Life-saving and other equipment carried on board may be used to recover
persons from the water, even though this may require using such
equipment in unconventional ways.

6b.2 Planning for Recovery

1. Upon deciding that vessel is to proceed for rescue operation, preparation for the
recovery of persons from water shall be carried out as below.
2. Establish and maintain contact with Rescue Coordination Center and Coordinator
Search and Rescue as applicable. Keep office / DPA updated.
3. Muster and brief the crew about available information, the expected conditions
and conduct training and discussion using the Guide to Recovery. Carry out
briefing of ship staff with respect to use of PPE, safety harness, floatation device
highlighting the dangers and precaution to be taken.
4. Carry out risk assessment for each phase of the rescue operation using Risk
Assessment worksheets NAV.14 (Form 50s).
5. Continuously monitor the weather forecast on Sat C, Navtex and Radio Fax. Any
abrupt changes in weather must be reported to Master immediately. Existing
weather conditions recorded, monitored and analyzed. No personnel to go out on
deck unless authorized by Master. Course and speed adjusted to provide
adequate lee to crew on deck. Personnel have to use safe access to move
to/from designated rescue site on board.
6. Primary means of communication in use and secondary means put on standby.
Communication equipment to be tested and maintenance checked as per PMS.
7. Mobilize rescue equipment as listed in the plan and keep in state of readiness for
use during the operation.
8. Carry out inspection of equipment to be used in recovery namely gangways, pilot
ladder, crane, cargo net, slings etc.
9. Rig and prepare embarkation ladder or pilot ladder, cargo net, crane as
applicable.
10. Check and inspect the rescue boat and lowering system, top up fuel, medicines,
blankets and ration.
11. Monitor ship staff for signs of fatigue and provide rest to persons as appropriate

6b.3 Ship Accessing to the Distress Area

1. Prepare passage plan for navigation to and at the scene of search and rescue
operation. Maintain continuous communication with RCC / CSS and exchange
information on casualty / survivors, weather and other factors.
2. Comply with company procedures on navigation in heavy weather, restricted
visibility and coastal area as applicable.
3. Ensure bridge is adequately manned and all available means are being used for
lookout (both Radars, AIS to be turned on)
4. Beware of running down people in the water (who may be very hard to see) while
making your approach to your chosen target. Rig additional search / flood lights
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to illuminate the sea around the vessel and post good lookout with direct
communication to the bridge while in the incident area.
5. Minimize use of engine upon spotting survivors or suspecting their presence in
the water.

6b.4 Providing Assistance prior to Recovery

1. Even after location of survivors it takes time before recovery can be made.
Provide them with assistance as suggested in Guide to Recovery Section 5.
2. Consider deploying life raft from own vessel and guide it to the people you are
assisting. Additional rope will require to be secured as the rafts painter may part.
3. Have buoyancy aids (such as lifebuoys, lifejackets), detection aids (such as high
visibility / retro-reflective material), survival aids (such as warm clothing, water,
food and first aid supplies) and communication equipment ready.

6b.5 Bringing People to Side of Ship

1. The survivors / survival craft have to be brought closer to own ship in order to
recover the survivors. If the survivors are in a powered survival craft they may be
able to get themselves alongside our vessel. Boat ropes and fenders be kept
handy to secure the survival craft alongside and to protect it from impact damage
from own vessel as it moves in the seaway.
2. Own vessel may be maneuvered close to the survivors / survival craft to attempt
recovery from water.
3. In the event that it is not possible to bring the survivors / survival craft alongside
due to the prevailing circumstances and conditions the other way to do it is to
launch a rescue craft from own vessel, if this can be achieved safely.
4. The use of rescue craft is for the Masters decision, depending upon the
particular circumstances of the incident. Factors to be considered are listed in the
Guide to Recovery.

6b.6 Lifting People aboard the Ship

1. All equipment including embarkation / pilot ladders, crane checked and inspected
prior use. Equipment maintained as per PMS.
2. Risk assessment to be carried out and operation undertaken with great care
taking all safety precautions in accordance with Masters instructions.
3. To the extent possible attempt recovery of persons in horizontal or nearhorizontal (deck-chair) position. Recovery in a vertical position should be
avoided whenever possible as it risks cardiac arrest in hypothermic casualties
(refer to the Guide for Cold water survival)

Pilot Ladder and Cargo Net

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Recovery can be done using the pilot ladder once the survivor / casualty is
brought alongside own vessel. Depending on the physical condition of the
survivor he may be able to climb the ladder by himself or require assistance, A
physically fit and experienced crew, wearing PPE and a safety line may go down
to assist, alternatively try to recover the net / ladder together with survivors
secured to it.
Following points to be considered while rigging the net and pilot ladder.

Lower ends of the net are weighted so that it remains firmly against ship side.
To be rigged away from bow and stern.
Life raft could be deployed at foot of ladder / net for use as a boarding
platform and providing assistance.
Due consideration to overboard discharges in vicinity of recovery
arrangements.

Lifting Crane
1.
2.
3.
4.
5.

Use experienced crane operator.

Secure the check lines and ensure adequate fender on the means of
recovery to control movement and damage due to impact against ship side.
Primary and secondary means of communication is established.
Post additional hand for signaling to crane operator.
Abort signal is clear and understood by all.

Rescue Boat
Recovery can be done using rescue boat in case the survivors / survival craft is
unable to come alongside own vessel provided the boat can be launched and
operated safely in the prevailing circumstances. Launching and operation of the
rescue boat to be done as per instruction in training manual taking into
consideration total capacity and maximum weight that can be supported by it.
Carry out inspection and training in use of the on-load release device prior to
operation.

6b.7 Standing by when People can not be Recovered

In the event recovery cannot be attempted or completed due to hazard to ship,
her crew or survivors as has been decided by the Master the vessel should be
standing by until other ship arrives and provides assistance as described in the
Guide to Recovery.

6b.8 Immediate Care of People Recovered

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Survivors having been recovered on board are now in need of care, they may be
suffering from hypothermia and shock. Designated crew takes them to shelter and
administer first aid. People who have been in water are at risk of shock due to sudden
removal from water. Carry them in near horizontal position. They should be placed in
unconscious position as quickly as possible and kept this way. Refer to guidance in
Cold water survival manual for treatment of hypothermia. Seek medical advice as
required.

6b.9 Preparations prior to the Arrival of the Helicopter

1. Closely check and comply the Helicopter Operations checklist
2. Provide continuous radio guard on VHF Channel 16 (156.800 MHz), 2182 kHz,
or specified voice frequency if possible.
3. Select and clear the hoist area with a minimum 15 meters radius if possible.
This must include the securing of loose gear, awnings and antenna wires.
4. If hoist is at night, light the pickup area as much as possible. DO NOT SHINE
ANY LIGHTS at the Helicopter; pilot can be blinded by these lights. If there are
obstructions in the vicinity, put a light on them so that the pilot will be aware of
their positions.
5. Point search lights vertically as much as possible to aid in locating the ship, and
secure them when helicopter is on scene.
6. Advice location of pickup area BEFORE the helicopter arrives so that he may
make his approach aft, amidships or forward as required.
7. There will be high noise level under the helicopter, making voice
communication almost impossible. Hand signals among the crew will assist.
8. Flags give good indication of relative wind direction to the helicopter pilot.

6b.10 Personal Transfer by Helicopter

A helicopter might use single lift, double lift, basket lift or stretcher lift. Given
below are some basic guidelines when involved in such operations.
Some DO NOTs

DO NOT touch the winch man, stretcher or winch hook until it has been earthed.
DO NOT secure any lines passed down from a helicopter.
DO NOT fire rockets or use line throwing apparatus in the vicinity of a helicopter
DO NOT transmit on radio whilst winching is in progress.
DO NOT shine a light at a helicopter at night
Some DOs

DO steer with the wind on-

Port bow if rescue area is aft.

Stb bow if rescue area is amidships.
Stb quarter if the rescue area is forward.

DO clear the rescue area, secure all loose gear and remove all loose gear
and remove all aerials.
DO fly a flag (illuminated at night) to indicate wind direction.

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 DO illuminate the rescue area at night.

DO wear rubber gloves to handle the winch wire.

Single lift
Single lift is a typical rescue sling. Approach the sling in a way so that it always is
you and the hoist. The sling is to be put under the armpits and the straps to be
tightened.

Double lift
When using a double lift the helicopter send a rescuer down to put the sling around
the person to be rescued.

USE OF STROP
1. Grasp the strop
and put the head
and arms through
the loop.
2. Ensure the loop is
passed around the
back an under the
armpits.
The
person using the
strop must face
the hook
3. Pull toggle down as far as possible.
4. Use the following signals:
HOIST

Arms raised above the horizontal,

thumbs up. (If the wearer of the strop is
giving the signal, use one arm only to
prevent slipping out of the strop)

DO NOT HOIST
Arms extended horizontally, fingers
clenched, thumbs down
5. Clasp hands in front
6. Do nothing when alongside the helicopter until instructed by the crew.
HI LINE TECHNIQUE
In bad weather it may not possible to lower the strop on deck, in which case a
rope extension will be lowered to the deck and the vessels crew should haul in
the slack as the helicopter winch wire is paid out. This rope should be coiled into
a bucket or similar DO NOT MAKE IT FAST!
When the strop is reached, use it as indicated above and when lifting, tend the
rope extension until the end is reached.
The rescue is the most widely use mean of lifting; however there are other
methods which are described and illustrated on the following pages.

Rescue Seat
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Rescue seat: it looks like a three-pronged with flat flukes or seats. The survivor
sits astride one or two of the seats and wraps his arms around the shank. This
device can be
used to lift two
persons
at
once.

Basket lift
When using a basket lift the person has to sit down,
with arms and legs inside the basket. The head is bent
towards the knees with the hands around the knees.
Keep still till the basket lift is on board the helicopter.
Stretcher lift
When rescuing badly injured persons stretcher lifts are used. A tiller rope is
often used for as well stretcher as basket lifts in order to keep the stretcher or
the basket clear of obstacles. The tiller rope must never be made fast
on board the ship.
In big ships the injured persons most often can be rescued from the deck. In
small ships a raft is put out aft. If practicable a member of the crew should be
in the raft besides the patient in order to assist during the picking up. When
the rescuing is carried out from a liferaft the roof must be deflated, and all on
board must sit down on the roof. When rescuing from lifeboats masts,
antennas etc. should be laid down.
Remember, it is always for the pilot of the helicopter to decide how
the operation has to be carried out.
Under good weather conditions the helicopter can land on the water and the
rescuing can be made from here.

6b.11 Use of Rocket Line Throwing Apparatus

Before an assisting ship makes her final approach to establish communication by means
of a line throwing apparatus, she should ascertain whether or not it is safe for her to fire
a rocket, particularly if the other ship is a tanker. If it is safe, she should proceed to the
windward before firing over the other ships deck. If it is unsafe for the vessel in distress
to receive a rocket, the assisting vessel should go to the leeward and prepare to receive
a line.
When a vessel in distress is carrying highly inflammable liquid and is leaking, the
following signals shall be exhibited to indicate that it is dangerous to fire a line throwing
rocket because of the danger of ignition:
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 By Day

International Code Flag B hoisted at the masthead

By Night

A red light hoisted at the masthead

In poor visibility, the following International Code sound signal should also be used:
GU ( - - - ) It is not safe to fire a rocket.

Aiming with the line throwing

appliance
1. In calm weather or in following wind or
headwind you should aim straight at the
target. You have to calculate with some
increase or decrease of the distance in case
of following wind or headwind respectively.
2. In strong side wind you should aim at the
leeward side of the target as the wind
pressure on the line will steer the rocket
towards the wind. If the distance to the target is close to the maximum range
of the rocket 230 m you should aim at the windward of the target as the
wind pressure will affect the rocket when its speed decreases and draws it to
leeward.
REMEMBER!!! Read the Manufacturers instructions very carefully!!!
Before firing, the end of the line must be attached to the ship or better
than that to another stronger line ready to let out!!! Never fire the
Rocket without the line it will bolt!!!

6b.12 Breeches Buoy

Should lives be in danger, and your vessel in a position where rescue by the
rocket line throwing apparatus is possible, a rocket with line attached will be
fired from the shore across to your vessel. Get hold of this line as soon as you
can. When you have got hold of it, signal to the shore as indicated below.
Signal

Meaning

By day

Vertical motion of a white flag or In general Affirmative

arms
Or Rocket line is held

By night

Vertical motion of a white light or Or Tail block is made fast

white flare
Or Man is in breeches buoy
Or Haul away

By day

Horizontal motion of a white flag or In general Negative

arms extended horizontally
Or Stack away

By night

Horizontal motion of a white light Or Stop hauling

or white flare

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Should your vessel carry a line throwing apparatus, it may be preferable to

use this and fire a line ashore, but this should be done after first consulting
the rescue company on shore. If this method is used the rocket line may not
be strong enough to haul out the whip and jackstay and those on shore will
secure it to a stouter rocket line. When this is done they will signal as
indicated above. On seeing the signal, haul in the line which was fired form
the vessel until the stouter line is on board.
When the rocket lie is held, make the appropriate signal to the shore and
proceed as follows.
1. When you see the appropriate signal, i.e. haul away made from the shore,
haul upon the rocket line until you get a tail block with an endless fall rove
through it (called the whip), and with a jackstay attached to the bucket of the
tail block.
2. Cut or cast off the rocket line and make the tail block fast, close up to the
mast or other convenient position, bearing in mind the fall should be kept
clear from chafing on any part of the vessel. Before cutting or casting off the
rocket line, make sure you have the tail attached to the block. When the tail

block is made fast signal to the shore again.

3. As soon as the signal is seen, the shore party will then set the jackstay taut,
and by means of the whip, will haul the breeches buoy out to the vessel. The
person to be rescued should get into the breeches buoy and sit well down.
When he is secure he should signal again to the shore as indicated
previously, and the men ashore will haul the person in the breeches buoy to
the shore. When he is landed the empty breeches buoy will be hauled back to
the vessel. This operation will be repeated until all persons are landed.
4. During this course of operations should it be necessary to signal, either from
the shore to your vessel, to Slack away or Stop hauling, this should be
done as indicated.
It may sometimes happen that the state of the weather and/or the condition
of the vessel will require these procedures to be modified. Where this is the
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case, the rescue company will always attempt to advise you of the
procedures to be followed.
Normally all women children, passengers and helpless persons should be
landed before the crew of the vessel, but there may be occasions when it
would be sensible if the first person ashore were a responsible member of the
vessels crew who could describe to the rescuers, the details of the vessels
predicament.

6b.13 Man overboard Maneuvers

Practice has shown that different man-overboard manoeuvres may be required,
depending upon the situation prevailing and the type of ship involved. The
effectiveness of the manoeuvres described below has been proved in many manoverboard casualties, including the following situations:

Immediate action situation

The person overboard is noticed from the bridge and action is taken
immediately.

Delayed action situation

The person is reported to the bridge by an eyewitness and action is initiated
with some delay.

Person-missing situation
The person is reported to the bridge as missing.

Ship Maneuvers
When the possibility exists that a person has fallen overboard, the crew must

attempt to recover the individual as soon as possible.

Some factors that will affect the speed of recovery include
Ships maneuvering characteristics
Wind direction and sea state
Crews experience and level of training
Capability of the engine plant
Location of the incident
Visibility level
Recovery technique
Possibility of having other vessels assist

Initial Action
Throw a life-ring over the side as close to the person as
possible.
Sound three prolonged blast of ships whistle, hail Person
Overboard.
Commence recovery maneuver as indicated below.
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Note position, wind speed & direction, time.

Inform master of vessel and engine-room.
Post look-outs to keep the person in sight.
Set off dye marker or smoke flare.
Inform radio operator, keep updated on position.
Stand by the engines.
Prepare lifeboat for possible launching.

Distribute portable VHF radios for communication between bridge, deck, and
lifeboat.
Rig pilot ladder to assist in recovery.

Standard Method of Recovery

Makes good original track line

Good in reduced visibility
Simple
Takes the ship farther away from the scene of the incident
Slow procedure

Williamson turn
Rudder hard over (in an immediate action situation, only to the side of the
casualty).
After deviation from the original course by 60 0, rudder hard over to the
opposite side.
When heading 200 short of opposite course, rudder to amidships position and
ship to be turned to opposite course.

One turn (Single turn, Anderson turn)

Fastest recovery method

Good for ships with tight turning characteristics
Used most by ships with considerable power
Very difficult for a single-screw vessel
Difficult because approach to person is not
straight

Single turn (2700 manoeuvre)

Rudder hard over (in an immediate action
situation, only to the side of the casualty).
After deviation from the original course by 250 0
rudder of amidships position and stopping
manoeuvre to be initiated.

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Scharnov turn
Will take vessel back into her wake
Less distance is covered, saving time.
Scharnov turn cannot be carried out effectively unless the time elapsed
between the occurrence of the casualty and the commencement of the
manoeuvre is known

Scharnov turn

(Not to be used in an immediate action situation).

Rudder hard over.

After deviation from the original course by 240 rudder hard over to the
opposite side.
When heading 20 short of opposite course, rudder to amidships position so
that ship will turn to opposite course.

Chapter 7 Crew Organization and Duties

7.1 Organization of Personnel

All crew must be familiar with the developed plans and the specified equipment,
and documentary evidence should be maintained.
Drills should ensure that the crew are familiar with the duties, plans and
procedures.

7.2 Duties
The various tasks involved are defined and assigned to particular personnel
onboard, like who will be required for the recovery process; who will
manage the ship in the meantime etc.

7.2.1 Master
On the navigational bridge. Squad leader in rescue operations. Maneuvers by ship.
Informs other ships and coastal station.
Keeps VHF communication with Helicopter.

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7.2.2 Chief Officer

Leader of Rescue Team. Manipulates by launching davit and command by Rescue
Team for boarding to Rescue Boat. Keeps VHF communication with navigational
bridge. Renders the first medical aid by the salvaged.
Performs operations with Helicopter.

7.2.3 2nd Officer

Stays at Search-point position at spar-deck. Keeps look-out for searching persons
overboard. Shows the directions for rescue boat. Keeps VHF communication with
navigational bridge.
Gives the visual signals to Helicopter by flags or lights.

7.2.4 Chief Engineer

Takes over the watch in Engine room and keeps it. Follows the orders from
navigational bridge.

7.2.5 2nd Engineer

Delivers the blankets to rescue boat. Puts down the deck guard lines. Lifts the
injured persons on board. Assists to render for first medical aid.

7.2.6 Boatswain

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Prepares lowering of rescue boat. Carries over bow painter. Lifts the injured
persons on board. Evacuates casualties to cabin.
Performs operations with Helicopter.

7.2.7 Able Seaman

In Rescue boat Team. Closes drain plug. Performs the Search and Rescue
operations. Lifts the injured persons on boat.
Performs operations with Helicopter

7.2.8 Motorman
In Rescue boat Team. Runs the boat engine and provides it operation. Performs
the Search and Rescue operations. Lifts the injured persons on boat. Evacuates
casualties to cabin.
Performs operations with Helicopter.

7.2.9 AB / Cook
Delivers stretcher to rescue area. Assists to render first medical aid. Evacuates
casualties to cabin.

7.2.10 Cadets
Follows to orders of the Leader of Rescue Team.

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APPENDIX

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LIST OF FAMILIARIZATION

No

Name

Position

Date

Signature

, (.)

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List 37 of 35