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Hermann Lohmann Schiffsverwaltungs GmbH Emergency Response Team / Fire / Man Overboard / Rescue of Persons / Abondoning Ship / Collision / Grounding / Serious In- juries / Main Engine Failure / Black Out / Sterring Gear Failure Shifting of Cargo / Oil Spill / Terrorism & Piracy /Search & Res- cue / Total Loss / Stuctural Failure / Flooding

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Hermann Lohmann Schiffsverwaltungs GmbH

Emergency Response Team / Fire / Man Overboard / Rescue of Persons / Abondoning Ship / Collision / Grounding / Serious In-juries / Main Engine Failure / Black Out / Sterring Gear Failure Shifting of Cargo / Oil Spill / Terrorism & Piracy /Search & Res-cue / Total Loss / Stuctural Failure / Flooding

EMERGENCY RESPONSE PLAN

INDEX

________________________________________________________________________________________

ERP - No Tile Issued

1 Emergency Response Team

27.11.2006

2 Fire

24.11.2006

3 Man Overboard

24.11.2006

4 Rescue of Injured or Serious Sick Persons

24.11.2006

5 Abandoning Ship

24.11.2006

6 Collision

24.11.2006

7 Grounding, Stranding

24.11.2006

8 Serious Injuries, Illnesses

24.11.2006

9 Main Engine Failure

24.11.2006

10 Electrical Power Supply Failure (Black out)

24.11.2006

11 Steering Gear Failure

24.11.2006

12 Failure of Bridge Equipment

24.11.2006

13 Shifting of Cargo

24.11.2006

14 Oil / Hazardous Substances Spill

24.11.2006

15 Terrorism, Piracy

24.11.2006

16 Search & Rescue (SAR)

24.11.2006

17 Danger of Green Seas

24.11.2006

18 Total Loss

24.11.2006

19 Dealing with Media

24.11.2006

20 Structural Failure

24.11.2006

21 Flooding

24.11.2006

22 Towing

24.11.2006

23 Recover of Persons from Water (RPW)

23.06.2014

24

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-01

Page 1 of 5

1. Subject

EEmmeerrggeennccyy RReessppoonnssee

TTeeaamm

2. Application

Shorebased Organisation All Ships

Emergency Response Team

ERP-01 Revision 0 Page 2 of 6

3. Shipboard Task Force

Composition and Tasks

Master Overall Command Chief Engineer In charge of Engine Chief Mate Head of Task Force, Deck,

assisted by 2nd Engineer

Second Engineer Head of Task Force, Engine, assisted by Chief Mate

Officer of the Watch Assists with navigation, documentation Engineer of the Watch Assists with engine operation, documentation

The Master retains overall Command irrespective of above allocation of tasks

Alarm

General Alarm Officer of the Watch Master Identification of Emergency

Communication

Alert of Shipboard Task Force Telephone, call bell system, siren, messenger External: Radio Station, VHF, telephone, telefax, telex, Typhoon, eMail Internal: Walkie-Talkie, call bell system, telephone, messenger, siren, typhon

Documentation

Deck Log Book Engine Log Book Radio Log Book Bridge Scrap Log Print-outs and Data Sheets Recorded Data Reports

Emergency Response Team

ERP-01 Revision 0 Page 3 of 6

4. Shipboard Command Centre

The Shipboard Command Centre always is the Bridge unless same has become inoperative as a result of the emergency

When selecting an alternative location for the Shipboard Command Centre, consider the following items:

overall control of ship and situation internal communications access to external communication contact with navigation contact with engine operations contact with location of emergency access to data, documents and equipment select a safe location

5. Training on Board

Alert of Shipboard Task Force Preparation of Shipboard Command Centre Relocation of Shipboard Command Centre

6. Emergency Response Team

General

The Emergency Response Team is constantly available. Its leader carries a mobile telephone and can be contacted via an identical telephone number at all times.

The Management appoints several executives as leaders of the Emergency Response Team, preferably drawn from the Operations Department. In this function, the said executives take turns, in accordance with an agreed schedule.

A group is formed from among the office personnel conversant with the Company's means of communication of which one member is also on stand-by, again according to a 'Watch Bill'.

The Leader from time to time of the Emergency Response Team constantly carries the Emergency Telephone. As a rule, the remaining members of the Emergency Response Team should be accessible via the connections registered in the list captioned Members of the Emergency Response Team, or through other reasonable means of communication.

Whilst on call, the leader and the other members of the Emergency Response Team shall remain within a distance from the Centre enabling them to reach same within a reasonable amount of time.

The Emergency Response Team must always include one certificate Nautical Officer and one Certificate Engineer.

The Designated Person is responsible for distribution and updating of the schedule.

Emergency Response Team

ERP-01 Revision 0 Page 4 of 6

Composition and Tasks

One member each from the following departments:

Management Overall Command, Navigation,

Cargo, Insurance

Leader, Emergency Response Team Technical Operative Control Technical Engineering, classification

Crew, supplies, communication Operations Cargo, Charterers, Agencies General Office Communication, Catering, Assistance Designated Person Safety Management System Specialist

Further specialists may be added to, or consulted by the group, depending on the type of emergency, such as, e.g., consultancy departments of classification society(ies) concerned; cargo (incl. hazardous goods) specialists; salvage experts; insurance brokers/P&l correspondents; medical doctors; free-lancing experts, etc.

Alert Ships are required to report emergencies to the leader on duty of the Emergency Response Team exclusively via the Emergency Telephone Number of the Company, thereby ensuring to reach him at any given time. The parties may thereafter agree other means of communication.

TThhee EEmmeerrggeennccyy TTeelleepphhoonnee NNuummbbeerr ooff

HHeerrmmaannnn LLoohhmmaannnn SScchhiiffffaahhrrttssvveerrwwaallttuunnggss GGmmbbHH iiss

++4499 ((00)) 5599 3322 7733 5566 00

The Leader of the Emergency Response Team on duty decides whether merely to inform, or to convene the Team, and takes appropriate action.

Communication

Emergency Telephone Number This number is to be kept free for the complete duration of the emergency

exclusively for Ship-to-Shore Communications.

Shore-to-Ship telephone calls The first outside telephone line in the Emergency Response Centre

Any other telephone calls The second outside telephone line in the Emergency Response Centre

Other communications May be handled via the Emergency Response Centre fax machine or by

telex

Emergency Response Team

ERP-01 Revision 0 Page 5 of 6

From the very beginning of an emergency situation, make sure to agree with the ship, ways and means of communication.

Documentation Emergency Log Book

Recorded Data Minutes Reports

7. Emergency Response Centre

As a rule the Emergency Response Centre is the conference room at the Company Headoffice. lt should answer the following description:

Sufficiently dimensioned to accommodate the Emergency Response Team A large table Two (2) outside telephone lines One telefax line In-house or nearby catering facilities Facilities to display drawings, plans and charts on the walls or on PC Facilities for readily re-traceable storage of records inside the Centre or in an adjacent

room

Items to be kept permanently in the Emergency Response Centre:

The Ship Security Plan of Hermann Lohmann Schiffahrtsverwaltungs GmbH Emergency Plan Atlas

All SOPEPs

8. Training Ashore

Emergency Response Team alert Preparation of the Emergency Response Centre

9. Reference Documents

Ship Security Plan SOPEP Atlas Drawings and Plans

Technical Data and Information Watch Bill

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-02

Page 1 of 10

1. Emergency

FFiirree

Engine Room

Cargo Area Accommodation Steering Gear Room Stores, Bosun's Store, Paint Locker

at sea in port

2. Application

Shorebased Organisation

All Ships

Fire

ERP-02 Revision 0 Page 2 of 10

3. Situations and Action on Board

Situation Responsibility Action Comment

Fire, Smoke All Hands Inform Duty Officer / Duty Engineer, activate manual Fire Alarm

Telephone Engineer Call System

Automatic Fire Alarm

All Hands Inform watchkeepers Telephone Engineer Call System

Checking Watchkeeper Check accuracy of alarm

Alarm, Immediate Action

Engineer of the Watch

Informs Bridge Informs Chief Engineer

Telephone

Officer of the Watch

Informs Master Telephone

Officer of the Watch

Raises General alarm

Officer of the Watch

in port: alarms fire brigade, informs agents, sends visitors and stevedores ashore

VHF

Officer of the Watch

Orders fire doors shut, makes prior announcement

Officer of the Watch

Orders watertight bulkhead doors shut, makes prior announcement

Officer of the Watch

Prepares Shipboard Command Centre

Control Master Takes over command on arrival on bridge, assesses situation

Chief Engineer Takes over command of engine room on arrival on bridge, assesses situation

Chief Mate Takes over command on location, assisted by 2nd Engineer

O/S

A/B

Proceeds to Engine (Control) Room, takes over command on location, co-operates with Chief Mate

Fire

ERP-02 Revision 0 Page 3 of 10

Situation Responsibility Action Comment

Muster

All Hands Proceed to Muster Station, assembly, with personal protective clothing and equipment

Muster List

Chief Mate Conducts Roll Call institutes search for missing persons; informs crew about situation

Muster List, Crew List

Navigation Officer of the Watch

Ascertains ship's position, weather, sea condition

Officer of the Watch

lf required, alters course, subject to Master's agreement

Engine Chief Engineer, Wiper

Proceeds to Engine Control Room; engine on manoeuvring speed, starts up second diesel generator, cuts in fire pump(s), prepares bilge pump

Communication Officer of the Watch

Mans radio station, prepares transmitter and emergency transmitter

Officer of the Watch

On Master's instructions informs Headoffice

Officer of the Watch

On Masters instructions transmits priority message and Distress Call

Officer of the Watch

On Masters instructions calls for assistance from other ships, tugs, etc.

Quarter Bill All Hands Take up positions Muster List

Squads Chief Mate, One man

Prepare and don protective clothing etc., both to have Walkie- Talkies, discuss/agree action, agree signals

Muster List, Vessel's Safety

Fire

ERP-02 Revision 0 Page 4 of 10

Situation Responsibility Action Comment

Quick Closings, Emergency Shut-Offs

Chief Engineer activate quick closings and emergency shut-downs

Electrical Power Cut Outs

Chief Engineer Electrically isolates all areas subject to fire fighting with water

Fire Fighting Fire Fighting Squad Fire Fighting Squad

Fights fire as circumstances require, using fire hoses, fire extinguishers, breathing apparatus Cooling of endangered areas (bulkheads, hazardous cargo, tanks, etc.)

Tank Plan, Stowage Plan

C02 Plant Chief Engineer Wiper

Evacuate space to be flooded, check completeness, check locked condition, keep diesel generators running, activate emergency generator, sound

C0-2 Alarm and make announcements, activate C0-2 Plant

Crew List, Emergency Response Plan

Pumping Bilges Chief Engineer, one man

Pumping-out of fire-extinguishing water

Injured Chief Mate Rescue injured persons from endangered zone and give medical attendance

Emergency Response Plans ERP-04, ERP-08

Relief Chief Mate In case of continued fire-fighting activities, rotates Fire-Fighting men

Supplies Chief Mate Supply fire-fighting man/men with fresh equipment (breathing apparatus air bottles, fire extinguishers, hoses, tools, etc.)

Life-Saving Appliances

Chief Mate On Master’s instructions, prepare, equip, if necessary swing out life/rescue boats. Protects life-saving equipment (mainly boats and liferafts) from fire

Emergency Response Plan ERP-05

Fire

ERP-02 Revision 0 Page 5 of 10

Situation Responsibility Action Comment

Assessment of Situation

Master Chief Engineer Chief Mate

Maintain contacts; obtain information, watch stability; take decisions; keep Headoffice advised

Abandon Ship Officer of the Watch

Ascertains exact position Emergency Response Plan ERP-05

Officer of the Watch

All Hands

On Master's instructions: transmits Distress Call, advises Headoffice On Master's instructions: Man and launch life-/ rescue boats

Emergency Response Plan ERP-05

Emergency Response Plan ERP-05

Fire Extinguished

All Hands Chief Mate Officer of the

Watch

Calling all the crew, conducts Roll Call; ascertains slight injuries On Master's instructions:

transmits report to Head-Office; if appropriate, informs those parties previously asked for assistance

Muster List Crew List

Fire Guard Fire Fighting Squad Regularly check areas affected by fire to detect re-ignitions

Engine Room (after use of C0-2)

Chief Engineer

Open fire flaps, start up fans, air conditioning system; thoroughly ventilate engine room before entering same,

wear breathing apparatus if necessary;

carefully restore emergency cutest, ditto reopen quick closings, restore main power supply

Fire

ERP-02 Revision 0 Page 6 of 10

Situation Responsibility Action Comment

Documentation Officer and Engineer of the Watch

Record, as exactly as possible,

situations, actions taken; also times on

the Bridge (Shipboard Command Centre), in Radio Station and Engine

Control Room; collect all messages despatched and received

Status Master Chief Engineer Chief Mate

Inspect damage, ascertain seaworthiness of ship, inform Head-Office

Continuation of Voyage

Master Takes decision regarding continuation of voyage with due regard to ship's seaworthiness and having discussed matter with Head-Office.

according to function and order

Careful restoration of operational state of systems on instructions of responsible department Heads; ship reverts to normal routines as far as possible

Environment according to function and order

Checking/containment of dangers to the environment through overflow of cargo-generated substances, also of fuels, lubricants, etc.

SOPEP, Emergency Response Plan ERP-14

De-Briefing All Hands discuss situation and measures resulting therefrom; proposals for improvement. Do not blame individuals!

Report Master Chief Engineer Chief Mate

Issue report of what, when and how it happened and of action taken. Enclosures:

minutes, Log Extracts, photographs if any,

description of casualties and damage to ship and cargo

Additional Measures

Head of the Ship Prepare/restore fire-fighting equipment, check complete safety equipment, order replacements for used or damaged material, request repairs, replacement of crew members if applicable

Fire

ERP-02 Revision 0 Page 7 of 10

4. Training on Board

Assembling following alarm; individual protective clothing and equipment Practise fire secured condition: closing of fire flaps, shutting down of fans and air-

conditioning system (Support Squad) Handling of fire pump Handling of emergency fire pump

Handling of emergency generator Handling of emergency shut-offs and electrical switch-offs

Handling of quick closing valves Use of C0-2 Plant Use of breathing apparatus and heat protective outfit

Use of fire extinguishers Use of fire hoses Defence Squad (Fire-Fighting Squad) Fire fighting in cargo compartments and in way of hazardous substances

Fire

ERP-02 Revision 0 Page 8 of 10

5. Situations and Action Ashore

Situation Responsibility Action Comment

Ship Reports Fire Onboard

Leader of Emergency Response Team

Convenes Emergency Response Team

List F-48

Mustering Emergency Response Team

Manning of Emergency Response Centre

E-01

Information Leader of Emergency Response Team

Informs Emergency Response Team about situation reported by ship

Emergency Response Centre

Emergency Response Team

Preparation of data and documents, checking of communication means

Emergency Response Manual, Admiralty Charts,. Check List F-06

Communication Emergency Response Team

Leader of Emergency Response Team

Leader of Emergency Response Team

Standing by for messages from the ship.

Despatch of messages to the ship only if agreed or in case of need Contact with crew members' dependents, if required (via crewing agent if appropriate). contact with authorities, ship owners, companies rendering assistance, charterer, cargo owners, insurers, if applicable.

List of Dependents List F-47

List F-47

Support Emergency Response Team

Collects and disseminates information, organises and co-ordinates measures to assist ship, responds to requests from the ship

Fire

ERP-02 Revision 0 Page 9 of 10

Situation Responsibility Action Comment

The Media Leader Emergency Response Team

Responds to enquiries from the media

E-20

Relief Leader Emergency Response Team

lf emergency situation continues ensures rotation of Team members.

Fire Extinguished

Emergency Response Team

Awaits initial status reports from ship

Emergency Response Team

informs dependents of crewmembers

List of Dependents

Leader of Emergency Response Team

Informs authorities, insurers, classification society(ies), charterers, shippers, P&I correspondents, cargo owners, if applicable etc.

List F-47

Leader of Emergency Response Team

informs media

Emergency Terminated

Emergency Response Team

Agrees regular contacts with ship.

Emergency Response Team

Tidies up Emergency Response Centre

Emergency Response Team

Hands over to department concerned,. issues handing-over notes

Leader of Emergency Response Team

Releases Emergency Response Team

Documentation Office Personnel Records, as precisely as possible, situation(s), measures taken and times. Collects all incoming and outgoing messages

Emergency Log

De-Briefing Emergency Response Team

Discusses situation(s) and measures resulting therefrom, proposals for improvement.

Does not blame individuals

Emergency Log, Reports from ship

Fire

ERP-02 Revision 0 Page 10 of 10

6. Training Ashore

Alert, manning of Emergency Response Centre Simulations

7. Reference Documents

Emergency Manual SOPEP Emergency Log Admiralty Charts

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-03

Page 1 of 6

1. Emergency

MMaann OOvveerrbbooaarrdd

at sea

2. Application

Shorebased Organisation All Ships

Man Overboard

ERP-03 Revision 0 Page 2 of 6

3. Situations and Action on Board

Situation Responsibility Action Comments

Reporting Witness of Incident

Throws lifebuoy immediately. Shouts 'Man Overboard!', Informs Bridge as soon as

possible

Telephone, Walkie Talkie, Loud Shouting

Position Officer of the Watch

Releases Man Overboard Lifebuoy in Bridge Wing, determines position

GPS

Alarm Officer of the Watch

Rises. General Alarm, informs Engine Control Room, informs Master

Tel. Engine Control Room, Tel. Master

Announcement Master Makes announcement Loudspeaker

Mustering All Hands Chief Mate

Proceed to Muster Station, conducts Roll Call, has/disseminates information

Station bill

Signals Officer of the Watch

Informs ships in vicinity, sounds typhoon (3 long

blasts),

displays signal flag O (Oscar), PAN message VHF channel 16

VHF 16, Tyfon, Flag O

Manoeuvre Action

Master Commences Williamson turn:

helm hard to opposite side person reported to be overboard

turns ship 60 degrees; helm hard counter

completes turnabout determines leeward side orders

leeward rescue boat ready in heavy weather, orders

climbing net to be lowered over the side

Radar monitoring -(1.5 nm range) Cargo Net

Engine Chief Engineer Proceeds to Engine Control Room, stand by main engine to manoeuvre,

activates second generator; electricity to deck

Man Overboard

ERP-03 Revision 0 Page 3 of 6

Situation Responsibility Action Comments

Lookout All Persons possible

Instructs staff with communication equipment to man following positions:

1 man fo’c’sle 1 man either side of main deck, orders other personnel on Bridge

makes binoculars available

Walkie Talkies, Binoculars

Requesting Assistance

Master May request search action via SAR Headquarters

SAR Message

Rescue Boat Ready

Chief Mate, Supporting Team

Gets Rescue Boat ready:

warm blankets, wind breaking clothing.

swing out and man boat, start-up boat engine, establish radio communication

with boat (Walkie-Talkie). position stretcher near boarding

station for subsequent rescue

Boat Walkie-Talkie,

Hospital Safety Officer Opens Hospital, prepares bed; orders one man into bed to warm up

Hospital

Stopping Master In a high sea, may steer full turn around person overboard; makes leeway; and lets ship drift towards the person

Provisions OSCK Prepares warm, dextrose-sweetened tea, fills vacuum flask

Tea, dextrose

Launching Boat Boat Squad Having located person, launches boat, proceeds towards person

Recovery of Person

Boat Crew Approaches person closely from lee side (in a seaway, avoid 'pounding' on person), rescue person with several hands lays down rescued person, wraps him/her in warm blankets and wind- breaking canvas (hypothermia)

Blankets, Canvas

Man Overboard

ERP-03 Revision 0 Page 4 of 6

Situation Responsibility Action Comments

Person Back On board

Boat Squad; All Hands

Heave in and secure boat (breast

line), in case person exhausted, use stretcher to take him/her on board,

if swell prevents securing of boat, lift stretched person on board using

cargo gear, thereafter make leeway to hoist in boat by steering tight full turns

Recovery from the Water

Crew members rig pilot's ladder on weather side,

rig cargo (scrambling) net over side to sea level, also on weather side,

minimum 2 rescuers in survival suits enter water,

prepare cargo gear or heaving lines, man winches,

get hold of person, take him/her onboard.

Pilot's ladder, Cargo (Scrambling) Net, Survival Suits

Warming up Co-ordinator: Ship Security Officer

Undresses person, places him/her in pre-warmed bed, two crewmembers supply body heat. Caution: Do not place person in bathtub or use other means to warm up - danger of circulatory collapse.

First Aid Ship Security Officer

Takes temperature rectally (death occurs at 25 centigrade core temperature). Takes blood pressure and pulse. Carefully administers warm drinks with dextrose.

Thermometer

Information Master Keeps Head-Office informed, requests assistance in case person

requires medical treatment ashore,

advises Consulate in foreign country.

eMail, Telex or Telephone

Man Overboard

ERP-03 Revision 0 Page 5 of 6

Situation Responsibility Action Comments

Documentation Master Makes entry in Ship's Log, reports to Head office,. takes photographs (particularly in case of death),.issues Accident Report for Flag State Authorities, obtains, collects reports from authorities, police, hospital.

Ship's Log, Reports, Photos Accident Report

Death Master Ascertains death beyond doubt. If ship can reach port within 24 hours, keeps body on board, informs agents, makes sure body may be landed. Lands body. Failing above, burial at sea.

Wrap in blankets, keep in cool place. (Not in cold store!)

Casualty Register Master, with Witnesses

Makes entry, in front of witnesses, in Ship's Log Casualty Register.

Briefing All Hands Discussion of situation and measures taken Suggestions for procedural improvements. Do not blame individuals.

Further Action getting boats ready; control of all safety

equipment;

replenishment of used or damaged equipment;

ordering of repairs; replacement of crew

casualties.

4. Training on Board

Steer Williamson Turn. Practise exact manoeuvring (Paint large tin can bright orange, throw it over side. Subsequently, throw empty corked bottles over side, steer turn. Ideally, ship will hit can and bottles.

Launch boat, manoeuvre. Practise recovery of person drifting in the sea (but not in shark-infested waters).

Practise hoisting in of boat. Rigging of cargo (scrambling) net over side for recovery of persons without a boat. Practise transfer of 'unconscious' or 'exhausted' person from boat to deck of

parent ship using stretcher.

Practise preparation of hospital.

Practise/simulate despatch of PAN and SAR messages.

Man Overboard

ERP-03 Revision 0 Page 6 of 6

5. Situations and Action Ashore

The shore based Organisation only to take action, if the man overboard:

has not been found; is severely injured / ill; has been landed; has died.

Situation Responsibility Action Comments

Message from Ship Head of Emergency Response Team

Stand-by

Instructions to Agents

Head of Emergency Response Team

Instructs agents in port concerned to attend to person (visits in hospital, repatriation, immigration etc. clearance)

Telephone, Fax, eMail

Informing Next of Kin

Personnel Department

Informs Next of Kin concerning where about of person

Telephone

In Case of Death Management Report to Flag State Authorities, collecting and filing of all data and Reports.

Master's Accident and other Reports

6. Training Ashore

Alarm and manning of Emergency Response Centre

7. Reference Documents

Emergency Response Manual National Seaman Legislation Accident Prevention Regulation, other similar National Safety Codes Regulation concerning Ship's Log and entries Emergency Log.

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-04

Page 1 of 6

1. Emergency

RReessccuuee ooff IInnjjuurreedd

oorr SSeerriioouussllyy SSiicckk PPeerrssoonnss

at sea in port

2. Application

Shorebased Organisation All ships

Rescue of Injured

or Seriously Sick Persons

ERP-04 Revision 0 Page 2 of 6

3. Situations and Action on Board

Situation Responsibility Action Comments

Immediate Assistance

Witness Checks if he/she him/herself in danger; Administers First Aid at place of accident

Reporting Witness Immediately alerts Bridge; Engineer of the Watch

Telephone, Walkie-Talkie, Loud Shouting

Alarm Officer of the Watch

Raises General Alarm; informs Engine Control Room; informs Master

Telephone: Engineer, Telephone: Master

First Aid Officer / Engineer of the Watch, Available Officer

Orders Hospital First Aid kit to be taken to injured person. Renders assistance (breathing, heart, stabilises patient's position, dresses wounds).

Attention: do not lift, carry or move persons who fell from a height !

First Aid Kit

Announcement Master Makes announcement Intercom

Mustering All Hands Chief Mate

Assemble at Muster Station; Conducts Roll Call; informs Master

Muster List

Rescue Equipment

Defence Unit Bring stretcher and spinal support board from Hospital. lf accident hap-pened in a tank, take breathing ap-paratus bottle to scene of accident

Stretcher, Spinal Sup-port Board,

Breathing Apparatus

Securing Injured Person

Ship Security Officer

Alleviates pain (painkillers), comforts injured person. In all cases of severe fall and suspected spine injury, care-fully slide spinal support board under injured's back. Lift person onto stretcher lying on spinal support board, leave him/her on the board throughout. Stabilise head. Strap person onto stretcher, if appropriate, cushion with blankets

Painkillers, Spinal Support Board Stretcher, Blankets

Rescue of Injured

or Seriously Sick Persons

ERP-04 Revision 0 Page 3 of 6

Situation Responsibility Action Comments

Recovery from (Confined) Spaces

Defence Unit Supporting Unit

Lift and transport stretcher horizontally if at all possible. Lift vertically only in exceptional cases. Handling by crane/cargo gear: use hand rope to keep stretcher from turning and swinging

Rope

Hospital Ship Security Officer

Transfers injured person into Hospital bed (on spinal support board). In case of spine injury, leaves him/her on spinal support board. Examines injured person: breathing; pulse; blood pressure; temperature, responsiveness, tests reactions; reflexes. Records all observations in writing. Where appropriate, obtains advice by radio

Attendance Master Organises further treatment of patient. lf necessary; has patient watched around the clock (with telephone or Walkie-Talkie to summon help)

Preparations for Transfer

Ship Security Officer

Dresses patient in warm clothes, transfers him/her on stretcher, cushions patient with blankets. lf appropriate, stabilises circulation. In bad weather, protects stretcher against rain. Makes sure patient carries passport, seaman's book, (copy of) medical report/history

Stretcher Blankets Tarpaulin/ Plastic Foil Personal Documents

Securing Transfer Master PAN message via VHF channel 16

Transfer by Boat Defence Unit Support unit

Get boat ready, swing it out, man boat, start up engine, ensure radio connection with boat (Walkie-Talkie). Place stretcher in boat at place of embarking and secure it in the boat.

Boat, Walkie-Talkie

Rescue of Injured

or Seriously Sick Persons

ERP-04 Revision 0 Page 4 of 6

Situation Responsibility Action Comments

Preparing for Helicopter

Master Agrees position for transfer, ships course and speed and vessels location of transfer with helicopter station

Engine to manoeuvring conditions Contacts helicopter confirms

course, speed, place of transfer

Agrees hand signs. Agrees method and place of

transfer

Illuminates place without dazzling pilot

Switches on deck lighting Hoists flags as wind indication

Safety Officer, Defence Unit Support Unit

Have patient on stretcher ready at agreed place. Fast handling essential.

lf stretcher to be winched, helicopter rope must first contact ship (steel) before people touch rope (static electricity).

Keep stretcher from rotating in airstream with long rope fastened to head end.

Long Rope (50 metres)

Transfer to Helicopter

Safety Officer, Defence Unit

Have patient on stretcher ready at agreed place fast handling

essential If stretcher to be winched,

helicopter’s rope must first contact

ship (steel) before people touch rope

(static electricity)

Keep stretcher from rotating in airstream with long rope fastened to head end

Long rope (5o metres)

Informing shore based Units

Master Informs: Agents, Consulate, Headoffice

Fax, Telephone

Rescue of Injured

or Seriously Sick Persons

ERP-04 Revision 0 Page 5 of 6

Situation Responsibility Action Comments

Stretcher Safety Officer Replaces stretcher as soon as possible. lf person transferred to other ship, tries to arrange interchange

Documentation Master Makes entries in Ship's Health Log Book, writes Health and Accident Report. Submits Report(s) to Flag State Authorities

De-Briefing All Hands Discussion of situation and measures taken as result thereof, in large and small groups; suggestions for improvement;

Do not blame individuals!

Further Measures

Preparing of equipment

Checking of all safety equipment Requisitioning of used or damaged

material and of repairs Replacement of personnel where

appropriate

4. Training on board

Practise taking a person on stretcher from a confined space or from a room with narrow

access (e.g., cargo hold) Preparing and making ready a First Aid Kit. Informing crew about location and use of kit Practise securing and handling of an injured person on spine board. Practise stabilisation

of head Practise securing a person on stretcher in lifeboat. Manoeuvre boar in water: note

comments of person on stretcher. Record any criticism voiced! Practise transfer to helicopter: preparation of stretcher with hand rope; preparation of

illumination of place of transfer.

Rescue of Injured

or Seriously Sick Persons

ERP-04 Revision 0 Page 6 of 6

5. Situations and Action Ashore

Situation Responsibility Action Comments

Report from Ship Head of Emergency Response Team

Stand-by

Instructions to Agents

Head of Emergency Response Team

Instructs agents in relevant port to attend to person (visits in hospital, repatriation, authorities)

Telephone and Fax/eMail

Informing “Next of Kin”

Superintendent Informs Next of Kin about where/abouts of person

Telephone

In Case of Accident Management Reports to Flag State Authorities. Collects and secures all data and reports

Accident Report, Master’s Reports

6. Training Ashore

Alert and manning of Emergency Response Centre Joint exercise with ship

7. Reference Documents

Training Manual Emergency Response Manual Seaman’s Law International Regulations for the Prevention of Accidents Ship’s Log Regulation

Emergency Log

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-05

Page 1 of 8

1. Emergency

AAbbaannddoonniinngg SShhiipp

at sea

2. Application

Shore-based organisation All Ships

Abandoning Ship

ERP-05 Revision 0 Page 2 of 8

3. Situations and Action on Board

Situation Responsibility Action Comments

Decision Master Convenes council of officers and engineers, discusses situation. Seeks views of SAR and/or other rescue providers, if available. Takes decision. Makes log entry.

Alarm Master Raises General Alarm. Announces decision via Intercom

Tyfon, General Alarm

Mustering All hands Chief Mate

Assemble at Muster Station; Conducts roll call; repeats announ- cement of decision; issues instructions to prepare to abandon ship

Muster List

Position Officer of the Watch

Fixes position GPS

Distress Call Master Transmits distress call: ship's name, call sign, position, number of people on board, situation, action envisaged

Wireless Tyfon

Getting boats ready

Defence Squad Support Squad

Gets boats ready and swings them out. lf possible, puts closed inflatable life raft into each boat. Otherwise, launches life rafts and fastens to boats, prepares boat ladders

Abandoning Ship

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Victuals Cook and Steward

Time permitting, take additional water, beverages, victuals (bread, sausage, cheese, etc.) to near the boats.

place into small compact receptacles

Navigation Navigation Officer

Collects and takes the boats, following items: Admiralty charts, sextant, nautical yearbook, HO tables, arithmetic book, pencils, torches, walkie talkies, other distress signals on board

place items in watertight receptacles or duffle bags

Medical Safety Officer Distributes anti-nausea pills; packs bandaging material, painkillers, vitamin pills

Hospital

Documents Chief Mate Carries ship's log, radio log, engine log, scrap logs, crew and passenger documents

Giving Lee Master If possible, gives lee with ship. Stops engine

Abandoning Ship

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Situation Responsibility Action Comments

Individual preparations

All Hands Put on warm clothing, thermal pro- tective aids, survival suits, life vests, take anti-nausea pills! Time permitting, drink as much as possible, but NO ALCOHOL!!!

Manning Boats All Hands Man boats and prepare to lower. Start up boat engines. Have hatchets ready for boat painter

hatchets

Lowering Boats Last man on board

Disconnects boat painters, lowers boats, gets boats clear of boat tackles

Rescuing Remaining People

Lifeboats Last man on board leaves ship via boat ladder and enters boat

boat ladder

Manning Life rafts

Defence Squad Support Squad

Time permitting, take life rafts in their closed shells to main deck. Carefully pull rip cord from out of shell and fasten on leeward side of main deck. Assemble people close to pilot ladder. Launch life rafts from main deck. Man life rafts immediately if possible using pilot ladder. Try to reach rafts in dry condition. Jump on top of inflated raft only from low height. Cut rope.

Ship Sinks Boatman Comes off ship and keeps distance of a few hundred metres. There is no such thing as suction or 'wash' caused by sinking ship. Parts and debris surfacing from sunken ship may be dangerous.

Conduct in Boat/ Life raft

Boatman Stays near place of sinking. Keeps boats and life rafts together, ties them together. Does not issue victuals or beverages during initial 24 hours. Thereafter rations food and drinks (0.5 litres of water per person per day).

Abandoning Ship

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4. Training on Board

Practise preparation and lowering of lifeboats. Maximum time from command ‘Lower boats' to touching down on water: 5 minutes (SOLAS requirement). Check time with stop-watch.

Practise navigation with lifeboat and life raft. Rehearse preparations to abandon ship: don suitable clothing; First Aid; water and

victuals. Collect items for navigation.

Conduct in life saving appliances in sea distress (lecture, discussions) Launching and manning of a life raft Treatment of lifeboat inventory Preparing lifeboat wireless set and transmitting of distress signals.

5. Situations and Action Ashore

Situation Responsibility Action Comments

Report from ship Leader of Emergency Response Team

Convenes Emergency Response Team

Mustering Emergency Response Team

Manning of Emergency Response Centre

ERP-01

Abandoning Ship

ERP-05 Revision 0 Page 6 of 8

Situation Responsibility Action Comments

Information Leader of Emergency Response Team

Informs team about situation reported by ship

Emergency Response Centre

Emergency Response Team

Gets out documents, etc., checks means of communication

Emergency Response Manual, Admiralty Charts

Collection of Data Leader of Emergency Response Team

Collects all data on ship, position, course; crew/passengers, cargo; re-constructs event

Communication Emergency Response Team

Leader of Emergency Response Team

On stand-by for messages from ship. Should not contact ship unless agreed or absolutely necessary.

Establishes contacts with dependents of crewmembers, where appropriate, via crewing agency. Establishes and maintains contacts with authorities, organisations rendering assistance, tugs, the classification society concerned, charterers, shippers, cargo owners, insurers, P & l correspondents, etc., as appropriate

List of Next of Kin

SAR Centre Leader of Emergency Response Team

Establishes contact with SAR Centre, agrees exchange of information

Fax/eMail

Support Emergency Response Team

Obtains and passes on information; organises/co-ordinates assistance and supplies if any, acts upon every request from ship

Abandoning Ship

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Situation Responsibility Action Comments

The Media Leader of Emergency Response Team

Replies to enquiries from the Media ERP-19

Informing Agents Leader of Emergency Response Team

In respect of persons rescued, agrees further procedures with SAR Centre. Requests nearest agents to attend. Arranges repatriation

Relief Leader of Emergency Response Team

In case of prolonged emergency situation, rotates members of team

Termination of Emergency

Emergency Response Team Leader of Emergency Response Team

Tidies up Emergency Response Centre. Hands over to relevant departments. Releases Emergency Response Team.

Documentation Office personnel Record, with as many details as possible, situation, measures/action taken, times. Collect all incoming and outgoing messages

Emergency Log

De-Briefing Emergency Response Team

Discusses situation and actions resulting therefrom, also suggestions concerning improvement. Does not blame individuals

Emergency Log, reports from ship

Reports Management Submits reports to relevant Authorities Makes sure all documents are reports have been collected and secured

Abandoning Ship

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6. Training Ashore

Alert and manning of Emergency Response Centre Simulations

7. Reference Documents

Emergency Response Manual Admiralty Charts Ship Data Passenger Lists Emergency Log

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-06

Page 1 of 8

1. Emergency

CCoolllliissiioonn

at sea also valid in case of Flooding, where applicable

2. Application

Shore-based organisation All ships

Collision

ERP-06 Revision 0 Page 2 of 8

3. Situations and Action on Board

Situation Responsibility Action Comments

Bridge Officer of the watch

Main Engine: crash stop raises General Alarm Orders watertight bulkheads shut Switches to hand rudder Switches on deck lighting

Crash stop General Alarm

Information Officer of the Watch

Informs Master Informs engine control room

Tel. ECR Tel. Master

Announcement Master Makes announcement via Intercom

Engine Engineer of the Watch, 1 man

Man Engine Control Room; activate 2nd Diesel Generator; prepare bilge and ballast pumping systems; keep main engine(s) ready for manoeuvring; do rough operational check of total plant

Mustering All Hands Chief Mate

Assemble at Muster Station; Conducts roll call, releases information

Muster List

Position Officer of the Watch

Establishes position; Makes entry in scrap log

GPS Scrap Log

Contact with the other Ship

Master Establishes contact with the other ship, agrees immediate action

VHF Channel 16

Signals Officer of the Watch

Visual and audial Signals: Day: two black balls Night: two red all-round lights, if vessel still making way, also navigating lights Fog: Audial signal

minimum 2 minute intervals Inform other ships via VHF channel 16 (SECURITE) Inform coastal radio station Inform Head office Emergency Response Centre

Collision

ERP-06 Revision 0 Page 3 of 8

Situation Responsibility Action Comments

First Aid Defence Squad Where applicable, attend to recover injured persons

ERP-04

Ship secured Support Squad Checks and completes watertight integrity

Fire Engine Control Room Defence Squad

Activates fire pump Danger of fire: alert fire fighting squad

ERP-02 Fire Pump

Assessing Damage

Master Officers Engineers

Assess damage to ship; take photographs, videos; draw sketches of positions of ships in various phases of incident. Search for leaks. Checks vessel's stability

Camera; Sketches

Sounding Boatswain, Engineer of the watch

Continually sound all tanks, bilges and cofferdams. Note water levels and changes thereof, inform bridge

Walkie-Talkie

Piping, Electric Circuits

Engineers Check all conduits, hydraulic piping and electric lines for damage or leaks

Environmental Pollution

Master In case of leakage of oil or chemicals, endeavours to limit damage; Change of trim, e.g. by pumping informs coastal radio station of extent and nature of leakages

ERP-14

Assistance Master Investigates necessity of requesting assistance from other ships/tugs. Maintains contact with ships standing by. Releases ships if no real danger. Accepts assistance, if necessary

VHF

Collision

ERP-06 Revision 0 Page 4 of 8

Situation Responsibility Action Comments

Staying on Board All Hands Stay on board as long as possible: ship offers better shelter than boats. Abandon ship only when in danger of sinking

Danger of Ship sinking

Support Squad Gets lifeboats ready, swings them out

ERP-05

Abandoning ship Officer of the Watch Officer of the Watch All Hands

Establishes exact position On Master's instructions: transmits distress signal, informs head office On Master's instructions: man and lower lifeboats

Emergency Response Plan ERP-05

Collection of Evidence

Master Collects all information, evidence and data required to reconstruct sequence of events: course recorder, rudder angle recorder, engine manoeuvring data printer (compare times). Collects data on course of events, signals, course steered and speed, position of ships involved in collision / degrees; signals displayed / noticed, signals hoisted/ sounded and read; weather, visibility, radar display / plot data, draft. Takes statements from people involved and from witnesses. Documents, personal data of witnesses (from other ships).

Collision

ERP-06 Revision 0 Page 5 of 8

Situation Responsibility Action Comments

Liability Master Holds other ship liable in writing, does not admit liability, makes no promises, agrees nothing! Repudiates liability if claim considered unjustified.

Letter

Stable condition All Hands Chief Mate Officer of the Watch

Assemble Conducts roll call Ascertains slight injuries On Master's instructions: Report to head office; where appro-priate, advises other parties previously requested for assistance.

Muster List Crew list

Leakage Control Defence Squad Regular checks of damaged areas

Continuation of Voyage

Master Having compared notes with Head-Office and considering state of seaworthiness, takes decision to continue voyage. Gradual, controlled re-activation of systems under guidance of department heads, restoration of normal operational conditions as far as possible.

De-Briefing All Hands Discussion of situation and measures taken in large and small circles, suggestions for procedural improve- ments. Do not accuse or blame individuals!

Reporting Master Chief Engineer Chief Mate

Draft report on sequence of events and measures taken. Enclosures: Minutes, extracts of logs, photographs if any, description of damage suffered by crew, ship and cargo.

Further Action according to functions and assignments

Checking of equipment; control of all safety equipment, replenishment of used or damaged equipment, ordering of repairs, replacement of crew casualties.

Collision

ERP-06 Revision 0 Page 6 of 8

4. Training on Board

Exercise: simulated collision at sea (without crash stop) Co-ordinate and train sounding of tanks, bilges and holds Train trim and stability calculations relative to a collision Train collection of data and information Simultaneous lifeboat, fire on board and rescue of injured persons drills

5. Situations and Action Ashore

Situation Responsibility Action Comments

Report from Ship Head of Emergency Response Team

Convenes Emergency Response Team

Assembling Emergency Response Team

Mans Emergency Response Centre ERP-01

Information Head of Emergency Response Team

Informs Emergency Response Team about situation reported by ship

Emergency Response Centre

Emergency Response Team

Prepares necessary data/documents, checks means of communication

Emergency Response Manual, Admiralty Charts

Collection of Data

Head of Emergency Response Team

Collects all data on ship, position, course, crew/passengers, cargo. Re-constructs events

List of Crew Next of Kin

Communication Emergency Response Team Head of Emergency Response Team

On stand-by for contacts from ship. Does not call ship unless agreed or considered absolutely necessary. lf necessary, contacts next of kin of crew (where applicable, via crewing agents). Establishes and maintains contacts with authorities, assistance providers, salvage tug owners, classification societies, insurers, shippers, charterers, cargo interests, etc., as necessary

Collision

ERP-06 Revision 0 Page 7 of 8

Situation Responsibility Action Comments

SAR Centre Head of Emergency Response Team

Establishes contact with SAR Centre, agrees exchange of information.

Fax, eMail

Support Emergency Response Team

Collects and disseminates information; organises appropriate measures; organises supplies; takes whatever action requested by ship.

The Media Head of Emergency Response Centre

Responds to enquires from the Media ERP-20

Information of Agents

Emergency Response Team

Agrees with SAR Centre treatment of persons rescued. Requests local agents to attend. Arranges repatriation.

Co-ordination of Salvage

Managing Director

Makes agreements with Salvers Contracts

General Average Management Takes decision on GA and advises Master

Surveyors Head of Emergency Response Team

Instructs claims agent / P & l correspondent to handle claim(s). Instructs sworn surveyors in co-operation with insurance to conduct survey and ascertain damage. Informs and instructs agents.

Class Emergency Response Team

Informs classification society; requests confirmation of class; applies for exemptions.

Collision

ERP-06 Revision 0 Page 8 of 8

Situation Responsibility Action Comments

Relief Head of Emergency Response Team

lf necessary, organises rotation of members of Emergency Response Team.

Repairs Emergency Response Team Superintendent

Obtain quotations for emergency repairs, Co-ordination

Emergency Terminated

Emergency Response Team Head of Emergency Response Team

Agrees regular contacts with ship. Tidies up Emergency Response Centre Hands over matter to departments directly responsible Releases Emergency Response Team

Documentation Office personnel

Documentation, as exactly as possible, of situation, measures taken and times; collection of all incoming and outgoing messages

Emergency Log

De-Briefing Emergency Response Team

Discussion of situation and of measures taken. Suggestions for procedural improvements. Do not blame individuals!

Emergency Log Reports from ship

6. Training Ashore

Alarm and manning of Emergency Response Centre Joint exercises with ship

7. Reference Documents

Emergency Manual Admiralty Charts

Ship plans, data Passenger list Contracts with salvage tug owners

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-07

Page 1 of 6

1. Emergency

GGrroouunnddiinngg,, SSttrraannddiinngg

at sea also valid in case of Flooding, where applicable

2. Application

Shorebased Organisation All Ships

Grounding, Stranding

ERP-07 Revision 0 Page 2 of 7

3. Situations and Action on Board

Situation Responsibility Action Comments

Bridge Officer of the Watch

Main Engine: crash stop

Raises General Alarm

Orders watertight bulkheads shut

Switches to hand rudder Switches on deck lighting

Crash Stop General Alarm

Information Officer of the Watch

Informs Master Informs Engine Control Room

Tel. ECR Tel. Master

Announcement Master Makes announcement on Intercom Intercom

Engine Engineer of the Watch, 1 Man

Man Engine Control Room;

activate 2nd diesel generator; prepare bilge and ballast pumping systems; keep main engine(s) ready for manoeuvring; do rough operational check of total plant

Signals Officer of the Watch

Displays / sounds following signals: Day: three black balls Night: two red all-round lights, white all-round lights fore and aft Fog: Bell

minimum 1 minute intervals

Informs other shipping via VHF Channel 16 (SECURITE); informs Coastal Radio Station; alerts Head office, Emergency Response Centre.

Signal Shapes Signal Lights, Bell. VHF Channel 16

Position Officer of the Watch

Establishes position; obtains information on type of ground

GPS Admiralty Chart Relevant 'Pilot'

Grounding, Stranding

ERP-07 Revision 0 Page 3 of 7

Situation Responsibility Action Comments

Mustering All Hands Chief Mate

Assemble at Muster Station; Conducts Roll Call; explains situation.

Station Bill

Piping, Electric Circuits

Engineers Check all conduits, hydraulic piping and electric lines for damage or leaks

Assessing Damage

Master Officers Engineers

Assess damage to ship; take photographs/videos; draw sketches showing ship's posi- tions in various phases of incident; search for leaks.

Camera Sketches BA-charts

Sounding Engineer of the Watch

Continuously sound all tanks, bilges and cofferdams. Sound water levels and changes thereof, report to Bridge. Note state of tide.

Walkie-Talkie

Environmental Pollution

Master In case of leakage of oil or chemicals, endeavours to minimise damage; change of trim, e.g. by pumping. Informs coastal Radio Station of extent and nature of leakages.

Stranding Master Floods ballast tanks to avoid ship drifting further ashore. Drops anchor, calculates tide. Plans re-floating with next high tide.

Leakages Master Has bilge pumps activated; has drafts checked regularly and records same; has ingressing water checked continuously (water levels in holds etc.); calculates buoyancy. Damage Control Staff: stops leak from outside with tarpaulin / collision mat. Stopping leak from inside.

Bilge Pumps Records

Propeller, Rudder

Master Chief Engineer

Check condition and functioning of propeller and rudder

Depths of water Navigation Officer

Checks available depths of water around the ship; plumbs vicinity from a boat. Investigates ground (rocks, sand). Notes state of tide.

Hand lead and line, Plumbing Chart

Weather Navigation Officer

Obtains Weather Report, checks changes of weather.

Grounding, Stranding

ERP-07 Revision 0 Page 4 of 7

Situation Responsibility Action Comments

Informing Head office

Master Informs Head office of sequence of events. Submits detailed Report with all Data to Head office.

Telephone, Written Report

Assistance Master Considers whether assistance by other ships/tugs required. lf necessary, accepts tug assistance

Pilot Master Requests pilot assistance VHF

Lightening Master Cargo Officer

Consider whether lightening required. Order lighters/barges via agency.

Calculation of Draught

Re-Floating Master Calculates timing (high tide). Has ballast water pumped out to alter trim. Engine manoeuvres.

Collection of Evidence

Master Collects all information, evidence and data required to reconstruct sequence of events: Admiralty chart, course recorder, rudder angle recorder, engine manoeuvring data printer (compare times). Collects data on sequence of events, course steered and speed, drafts when grounding and at time of re-floating, weather, visibility. Records statements from persons involved and from witnesses.

4. Training on Board

Exercise at sea involving simulated grounding (without crash stop!) Opportune time

to conduct exercise is when ship is riding at anchor.

Co-ordinate and exercise sounding of tanks, bilges and holds. Exercise calculations on trim, stability and draft in preparation for grounding. Tide calculations. Train collection of data and information. Exercise plumbing with lead and line. Damage control: train putting out a collision mat.

Grounding, Stranding

ERP-07 Revision 0 Page 5 of 7

5. Situations and Action Ashore

Situation Responsibility Action Comments

Report from ship

Head of Emergency Response Team

Convenes Emergency Response Team

Assembling Emergency Response Team

Man Emergency Response Centre ERP-01

Information Head of Emergency Response Team

Informs Emergency Response Team about situation reported by ship

Emergency Response Centre

Emergency Response Team

Prepares necessary data/documents, checks means of communication

Emergency Response Manual, Admiralty Charts

Collection of Data

Head of Emergency Response Team

Collects all data on ship, position, crew/passengers, cargo. Re-constructs events.

Communication Emergency Response Team Head of Emergency Response Team

On stand-by for contacts from ship. Does not call ship unless agreed or considered absolutely necessary. lf necessary, contacts Next of Kin of crew (where applicable, via crewing agency). Establishes and maintains contacts with authorities, assistance providers, salvage tug owners, classification societies, insurers, shippers, charterers, cargo interests, etc., as necessary.

List of Crew Next of Kin

SAR Centre Head of Emergency Response Centre

Establishes contact with SAR Centre, agrees exchange of information.

Fax, eMail

Grounding, Stranding

ERP-07 Revision 0 Page 6 of 7

Situation Responsibility Action Comments

Information of

Agents

Emergency Response Team

Agrees with SAR Centre treatment of persons rescued. Requests local agents to attend. Arranges repatriation.

The Media Head Emergency Response Team

Responds to enquiries from the Media.

ERP-20

Co-ordination of Salvage

Management Makes agreements with salvors Contracts

General Average

Management Decision on GA and advises Master

Surveyors Head of Emergency Response Team

Instructs claims agent P & l correspondent to handle claim(s). In close co-operation with insurers, instructs sworn surveyor to conduct survey and to ascertain damage. Informs and instructs agents.

Class Emergency Response Team

Informs Classification Society; requests confirmation of Class; applies for exemptions.

Repairs Emergency Response Team, Superintendent.

Obtain quotations for emergency repairs. Co-ordination

Relief Head of Emergency Response Team

lf emergency continues, organises rotation of members of Emergency Response Team.

Emergency Terminated

Emergency Response Team

Head of Emergency Response Team

Tidies up Emergency Response Centre

Hands over matter to departments directly responsible. Releases Emergency Response Team

Documentation Office Staff Documentation, as exactly as possible, of situation, measures taken and times; collection of all incoming and outgoing messages.

Emergency Log

De-Briefing Emergency Response Team

Discussion of situation and of measures taken. Suggestions for procedural improvements. Do not blame individuals!

Emergency Log, Reports from ship

Grounding, Stranding

ERP-07 Revision 0 Page 7 of 7

6. Training Ashore

Alerting of Emergency Response Team and manning of Emergency Response Centre

Joint exercises with ship

7. Reference Documents

Emergency Response Manual Admiralty Charts Ship's Data Passenger List Global agreements with Salvage Tug Companies

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-08

Page 1 of 5

1. Emergency

SSeerriioouuss IInnjjuurriieess,,

IIllllnneesssseess

at sea in port

2. Application

Shorebased Organisation All Ships

Serious Injuries, Illness

ERP-08 Revision 0 Page 2 of 5

3. Situations and Action on Board

3.1 Accident For immediate measures, First aid and rescue of injured persons refer to Emergency Response Plan E-04 "Rescue of Injured Persons"

3.2 Treatment of Sick and Injured Persons

Situation Responsibility Action Comments

Breathing Circulation

Safety Officer Establishes whether there exists danger for breathing and circulation - which must be treated with priority (artificial respiration, cardio pulmo- nary resuscitation) Supports circulation: places person on flat surface; puts up person's legs if person suffering from shock. In case of serious injuries, applies infusion at wrist and administers physiological injection

Injuries Safety Officer Stops bleeding (compresses), rinses wounds, disinfects edges of wounds, dresses wounds.

Splints/plasters fractures

Papillary reflex tests for brain injuries: direct beam of torchlight into one eye-pupil of other eye should contract simultaneously !

Pains Safety Officer Master

Administers painkillers. Patients convalesce faster when feeling comfortable. Severe pains: administers narcotics if appropriate

Drug Book

Medical History Safety Officer Gets complete account of development and history of illness, makes notes. Enquires about permanent illnesses, allergies and previous medications.

Examination Safety Officer Makes total examination of patient. Notes general condition. Takes rectal temperature, blood pressure and pulse. Watches condition of larynx (throat), tongue and eyes.

Records

Serious Injuries, Illness

ERP-08 Revision 0 Page 3 of 5

Situation Responsibility Action Comments

Diagnosis Ship Security Officer Master

From symptoms, do not jump to conclusions. Consider all possible alternatives. Most wrong treatments stem from rash judgements and one- sided examinations!

Medical Aid Guide

Informing Master Ship Security Officer

Informs Master immediately and at any time if severe injury/illness suspected. Keeps Master continually informed if so instructed

Radio Medical Assistance

Master Ship Security Officer

Collects all data and facts, requests assistance via coastal radio station. To this end, observes patient as closely and precisely as possible.

Treatment Ship Security Officer

Conducts treatment as per Medical Aid Guide's instructions. Records method(s) of treatment, names and dosage of medicines administered

Medical Protocol

Observation Ship Security Officer

Establishes and tests communication between patient and bridge (telephone, walkie-talkie). Regularly sees/examines patient (minimum 4- hour intervals), continues making notes even when patient recovers

Medical Protocol

Informing Shorebased Units

Master In serious cases requiring assistance from the shore, informs: agents, consulate, Head office.

Fax, eMail, Telephone

Treatment in Port, Ashore

Ship Security Officer

In a letter to the Doctor, describes all facts, data and development of illness. Requests Doctor to supply initial evaluation and proposed treatment plan. In severe cases and in case of language problems, accompanies patient. Involves agency.

Letter with Data

Serious Injuries, Illness

ERP-08 Revision 0 Page 4 of 5

Documentation Safety Officer, Master

Have complete records and data on patient, make entries into Ship's Log, Medical Chart, Medical Report, issue of Accident Report. Pass above on to Flag Sate Authorities

Transfer to

other ship helicopter port rescue other service

Refer to Emergency Response Plan ERP-04 "Rescue of Injured Person"

4. Training on Board

Immediate measures in case of accidents at work: discuss, demonstrate, and practise (checking of breathing and circulation, artificial respiration, cardio pulmonary resuscitation-CPR, stable positioning, application of compresses in cases of severe bleeding)

Eye Douching: Checking of eye douche flasks at places of work. Provision and checking of clean water for eye douching. Whenever eye affected by acid or lye, immediate douching is essential, the earlier the better: every second counts ! Therefore, make all concerned aware of importance of eye douche flask ! Continue to douche eye(s) for 20 minutes, if possible with body-temperatured water.

Preparing and getting ready of First Aid Kit. Informing crew about location and use of kit.

Practise securing and taking up of injured person with spinal support board. Practise stabilising the head.

Serious Injuries, Illness

ERP-08 Revision 0 Page 5 of 5

5. Situations and Action Ashore

The shore based Organisation does not take action until the injured person has to be transferred.

Situation Responsibility Action Comments

Report from Ship Head of Emergency

Response Team

Stand by

Instructing Agents

Head of Emergency

Response Team

Instructs agents in relevant port to attend to person (visits in hospital, repatriation, authorities)

Telephone and Fax, eMail

Informing Next of Kin

Superintendent Informs next of kin of whereabouts of person

Telephone

In case of Accident

Management Reports to Flag State Authorities, if applicable Collects and files securely, all Data and Reports

Accident Report, Master's Reports

6. Traininq Ashore

Alert and manning of Emergency Response Centre Joint exercises with ship

7. Reference Documents

Emergency Response Manual Medical Aid Guide Seamen's Law International Regulations for the Prevention of Accidents

Ships' Logs Regulations Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-09

Page 1 of 5

1. Emergency

MMaaiinn EEnnggiinnee FFaaiilluurree

at sea

2. Application

Shore-based organisation All ships

Main Engine Failure

ERP-09 Revision 0 Page 2 of 5

3. Situations and Action on Board

3.1 On the Bridge

Situation Responsibility Action Comments

Traffic Officer of the Watch

Assesses danger of collision with other ships. lf danger perceived, sounds signal 'Attention" Day: two black balls Night: two red all-round lights

Fog: In traffic separation zone: utilises remaining speed to leave compulsory track. When obstructed, SECURITE message via VHF channel 16.

Position Officer of the Watch

Establishes position and time, records both items

Informing Master

Officer of the Watch

Advises Master of situation Telephone

Anchoring Officer of the Watch

Master

Given sufficient depth of water: prepares for dropping anchor.

In charge of anchoring manoeuvre

Announcement Master Makes announcement via intercom

Establishing drift Master Establishes drift of ship based on current and wind.

Tidal atlas Weather report

High Sea Chief Mate Chief Engineer

Discontinue work on and below deck: have loose parts secured. In a high sea: have ship secured. May bring the ship into the sea using bow thruster.

Weather report Navigation Officer

Obtains weather report / forecast

Main Engine Failure

ERP-09 Revision 0 Page 3 of 5

Situation Responsibility Action Comments

Informing Engine Officer of the watch

Informs Chief Engineer and engine control room about weather conditions

Telephone

Tug(s) Master Considers necessity of tug assistance. In any case informs headoffice by uncoded cable (tugs will come to the scene without having been requested).

lf circumstances so require, takes tow records incident and writes report

Uncoded Cable

Documentation Master Ship's log, Voyage report

3.2 The Engine Dept.

Situation Responsibility Action Comments

Engine stops Engineer of the watch,

Engineer on stand-by

Switch engine to manual/Stop

Check and maintain main propulsion cooling system

Take immediate action to avert danger (fuel piping, turbo charger)

Main Engine Control

Information Engineer of the watch,

Engineer on stand-by

Inform Chief Engineer and bridge

Cause Chief Engineer Establishes cause; Assesses extent of damage; Records data; Assesses possibilities of effecting repairs, time required; Checks spare parts; Informs Master/bridge

Engine Log

Emergency Operations

Chief Engineer and Master

Spare parts required not on board:

consider continuation of voyage with reduced output (port of refuge).

Main Engine Failure

ERP-09 Revision 0 Page 4 of 5

Situation Responsibility Action Comments

Informing Headquarters

Master Chief Engineer

Appraise Head office of situation and of prospects

Telephone Fax, eMail

Spare parts Master Chief Engineer

lf necessary, assess possibilities of obtaining spares from ashore

Repairs Engine room crew

Carries out repairs

Documentation Chief Engineer Record incident and write report Engine Log Engine Voyage Report

Next port Chief Engineer Master

May request surveyor. Request P&I survey Apply for confirmation of class.

4. Training on Board

Simulate failure of main engine, go through all the motions.

5. Situations and Action Ashore

Situation Responsibility Action Comments

Spare Parts Required

Superintendent agrees with Chief Engineer on board, spare parts urgently required

Main Engine Manual

Purchasing of

Spare Parts

Superintendent Commences purchasing routine, places urgent order. Delivery through nearest/contract supplier.

Informing Agents

Superintendent

Instructs agent nearest to the scene to organise speedy delivery to ship (by launch or helicopter).

Fax, eMail,

Keeping Ship

informed

Superintendent Keeps Master/Chief Engineer closely informed about action taken.

Tug(s) Superintendent Contacts salvage companies, ascer- tains whether tugs available close to ship. Agrees outline contract as pre- cautionary measure

Telephone,

Fax, eMail

Main Engine Failure

ERP-09 Revision 0 Page 5 of 5

6. Training Ashore

Alert and manning of Emergency Response Centre Prepare and have ready all plans of engine plant and additional information,

manuals, etc. from main engine manufacturers.

Have instantly accessible worldwide list of suppliers of sensitive spare parts. Establish, and test, suppliers' after office hours contacts.

Establish delivery times for sensitive spare parts.

Perhaps maintain a supply of sensitive and-"difficult to get spare parts". Joint exercises with ship.

7. Reference Documents

Emergency Response Manual Manufacturer’s manual for main engine

Ship’s plans List of spare parts List of suppliers of spare parts and service stations Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-10

Page 1 of 6

1. Emergency

EElleeccttrriiccaall PPoowweerr SSuuppppllyy

FFaaiilluurree ((BBllaacckk OOuutt))

at sea

2. Application

Shore-based organisation All Ships

Electrical Power Supply Failure

( Black Out )

ERP-10 Revision 0 Page 2 of 6

3. Situations and Measures on Board

3.1 Bridge

Situation Responsibility Action Comments

Traffic Officer of the Watch

Ascertains risk of collision with other ships Sound signal: Attention!

Daylight: two black balls Night: two red allround lanterns

Fog: When obstructed: transmits SECURITE message via VHF channel 16

Emergency Rudder Operation

Navigation Officer

Activates steering gear which is en-ergised via emergency switchboard, if necessary has steering gear room manned by two persons to mobilise emergency rudder operation. Ensures permanent inter-communication with Bridge

Walkie Talkie

Signal Lamp Officer of the Watch

Hooks up signal lamp with battery in wing of bridge

Signal Lamp with battery

Position Officer of the Watch

Records position and time Deck Log

Communication with Engine Room

Officer of the Watch

Agrees communication with engine control room

Emergency Telephone

Inform Master Officer of the Watch

Advises Master of situation Emergency Telephone

Inform Chief Engineer

Master Discusses situation and agrees measures with Chief Engineer. Supplies Chief Engineer with walkie talkie. (Communication of steering orders between bridge and steering gear room by walkie talkie; use separate channel for other messages)

Walkie Talkie

Situation Responsibility Action Comments

Anchoring Officer of the Watch, Master

If sufficient draft, prepares for anchoring. In charge of dropping anchor

Anchor

Electrical Power Supply Failure

( Black Out )

ERP-10 Revision 0 Page 3 of 6

Dangerously close to shore

Master lf unable to drop anchor, requests tug assistance immediately; if necessary, transmits distress signal

VHF

Announcement Master Announces situation via Intercom

Weather report Navigation Obtains weather report / forecast

Documentation Master Records incidence and writes report Ship's/Deck Log

Informing shore- based organisation

Master Once schedule affected, advises shore-based organisation. Requests support concerning despatch of spares and repair services

Telephone

3.2 Engine Room

Situation Responsibility Action Comments

Emergency Generator

Engineer of the Watch

lf Emergency Generator fails to start, sends man to emergency generator with instructions to start up

Investigate Cause Chief Engineer Electrician

Establish cause of black out Take immediate corrective action Inform Bridge

Emergency Telephone

Re-instate ship- board Power Supply

Chief Engineer Electrician

Switch in utilisation devices in order of importance and subject to capacity available

Auxiliary Engine Engineer of the Watch

lf caused by diesel engine: manually re-starts engine and connects to switchboard

Electrical Power Supply Failure

( Black Out )

ERP-10 Revision 0 Page 4 of 6

Situation Responsibility Action Comments

Ship's Network Chief Engineer Electrician

lf defect in network:

search for defect, disconnect faulty current circuit

start up diesel engine and switch in to switchboard effect repair and re-connect circuit

Ship Network Plan

Emergency Operation

Chief Engineer and Master

In absence of necessary spare parts: try make-shift repairs and investigate continuation of voyage (case need to port of refuge)

Inform Shore-based Organisation

Master and Chief Engineer

Information on situation and prospects

Spare Parts Master / Chief Engineer

lf necessary, investigate procurement of spare parts from ashore

Repairs Engine Room crew, Electrician

Conduct repairs

Documentation Chief Engineer Records incident and write report Engine Log and Engine Report

On Arrival next Port

Chief Engineer Master

Call surveyor if necessary; liaise with Head-Office.

Electrical Power Supply Failure

( Black Out )

ERP-10 Revision 0 Page 5 of 6

4. Training on Board

Simulate Power failure, alternatively cause same deliberately (on open sea, without other ships nearby, slow down main engine). Take time with stop-watch from actual black out to restoration of steer ability. Compare times with similar exercises.

Switching-on of emergency generator: every crewmembers must be able to start emergency generator. All bridge and engine watch keepers have to practise this intensely

Practise orientation in a dark ship: cut lighting circuits in superstructure, in the engine room and below deck. Everyone must be able to find his /her quarter of assembly in the shortest possible time.

Maintain constant check on Bridge Equipment (torchlights, signal lamps and batteries, distress signals) and Engine Room Equipment (torchlights).

5. Situations and Measures Ashore

Situation Responsibility Action Comments

Spare Parts Engineering, Superintendent

Defines, with Chief Engineer on board, spare parts urgently required

Data on Ship's Network and Generators

Purchasing of Spare Parts

Engineering, Superintendent

Commences procurement procedures, marks order 'urgent', ensures fastest possible delivery

Informing Agents Engineering, Superintendent

Instructs agent closest to the scene to make arrangements for urgent delivery (by launch or helicopter)

Fax, eMail

Informing Ship Engineering, Superintendent

Keeps Master/Chief Engineer fully informed about action taken

Telephone/ Fax, eMail

Tugs Superintendent Contacts (salvage) tug owners, as- certains whether tugs available close to scene. Agrees preliminary salvage/ towing contract - liaises with insurance department

Telephone Fax, eMail

Electrical Power Supply Failure

( Black Out )

ERP-10 Revision 0 Page 6 of 6

6. Training Ashore

Alert and manning of Emergency Response Centre. Lay out ready complete ship's plans, manufacturers' data and manuals

concerning auxiliary diesel engines, generators, also plans/data of ship's network.

Lay out ready worldwide list of suppliers of sensitive spare parts. If required, check which suppliers are on constant stand-by and test same.

Check delivery times for sensitive spare parts. lf found desirable, create stock of sensitive spare parts with long delivery times

for sister ships.

Joint exercises with ship(s).

7. Reference Documents

Emergency Response Manual Manufacturers' manuals for auxiliary diesel engines and generators Ships' network plans. Lists of spare parts List of suppliers of spare parts and of outlets Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-27 Emergency Response ERP-11

Page 1 of 5

1. Emergency

SStteeeerriinngg GGeeaarr FFaaiilluurree

at sea

2. Application

Shorebased Organisation All ships

Steering Gear Failure

ERP-11 Revision 0 Page 2 of 5

3. Situations and Action on Board

3.1 On the Bridge

Situation Responsibility Action Comments

Changing over of Rudder Pumps

Officer of the Watch

Changes over to other rudder pump set; observes functioning of rudder; changing over to hand rudder

Traffic Officer of the Watch

lf in danger of colliding with another ship: Stop engine! Audi signal: Attention ________ Day: two black balls Night: two red round-about lights

Fog: When obstructed, SECURITE message via VHF Channel 16

Emergency Rudder Operation

Navigation Officer

lf rudder cannot be operated via rudder pumps, send two men to steering gear room, have emergency rudder operation prepared. Establish and maintain permanent intercommunication with Bridge

Walkie-Talkie

Position Officer of the Watch

Establishes and records position and time

Scrap Log

Informing Engine Room

Officer of the Watch

Under all circumstances discusses situation with Engineer of the Watch

Telephone

Informing Master Officer of the Watch

Reports situation to Master Telephone

Informing Chief Engineer

Master Discusses situation and agrees action with Chief Engineer, supplies Chief Engineer with Walkie-Talkie. (In case steering orders communicated via Walkie-Talkie, use alternative channel for other communication)

Telephone Walkie-Talkie

Steering Gear Failure

ERP-11 Revision 0 Page 3 of 5

Situation Responsibility Action Comments

Anchoring Officer of the Watch, Master

Given sufficient depth of water: Prepare to drop anchor. Master in charge of anchoring manoeuvre

Anchor

Rudder Blade inoperative

Master lf rudder blade lost or blocked at 0 angle: on open sea and without major traffic:

proceeds at slow speed ahead, tries to steer with bow thruster.

ship without bow thruster: pro- ceeds at half speed, pays out mooring lines through hawser ports at stern, using winches, tries to steer by changing length of lines. Winchman acts as helmsman (ensure communication with

Bridge).

Bow Thruster, Mooring Lines

Dangerously Inshore

Master lf unable to throw anchor, requests tug assistance immediately, in case of need sends distress signal.

VHF, SW

Announcement Master Makes announcement via Intercom. Intercom

Weather Report Navigation Officer

Obtains weather report / forecast

Proceeding to Port of Refuge

Master lf unable safely to make port of des- tination, endeavours to reach port of refuge. lf considered advisable, accepts tug assistance to make port.

Documentation Master Records incidence and writes report.

Ship's Log, Voyage Report

Information of Head Office

Master lf ship delayed, advises Head Office. Requests assistance concerning despatch of spare parts and repair service

Telephone Fax

Steering Gear Failure

ERP-11 Revision 0 Page 4 of 5

3.2 Engine Room

Situation Responsibility Action Comments

Reporting to Bridge Chief Engineer Reports breakdown to bridge immediately

Telephone

Engine ready for Manoeuvring

Chief Engineer Puts engine at manoeuvring speed; reports to Bridge

Telephone

Informing Chief Engineer

Chief Engineer Informs Chief Engineer about situation Telephone

Investigation of Cause

Chief Engineer Investigate cause of steering gear breakdown

Take immediate action to protect situation

Inform Bridge

Telephone

Continuing Voyage with Rudder inoperative

Chief Engineer and Master

lf necessary spare parts not on board: endeavour emergency repairs and investigate possibility to continue voyage (case need, port of refuge).

Information of Head Office

Master Chief Engineer

Appraise Head Office of situation and of prospects.

Spare parts Master Chief Engineer

Investigate chances to obtain spare parts from ashore

Repairs Engine Crew Carry out repairs

Documentation Chief Engineer Records incidence and writes report Engine Log Engine Report

At next Port Chief Engineer, Master

Request P & l Survey. Request confirmation of class.

4. Training on Board

Daily rotation of steering gear pump sets Changing over to emergency rudder operation, practise steering with

emergency rudder operation, practise communication with bridge

Keeping time from failure of rudder through preparation and actual operation of emergency rudder. Compare with similar exercises. Every officer of the watch should know these times.

Practise steering with bow thruster (Master), e.g. whilst in estuary. Establish maximum speed for safe steering with bow thruster.

Practise steering with mooring lines (in open sea, without surrounding traffic!)

Steering Gear Failure

ERP-11 Revision 0 Page 5 of 5

5. Situations and Action Ashore

Situation Responsibility Action Comments

Spare parts required on board

Superintendent Agrees with Chief Engineer on board, details of spare parts urgently required

Steering Gear Manual

Procuring spare Parts

Superintendent Commences purchasing routine. Places urgent order for delivery by supplier close to scene

Information to Agent

Superintendent Instructs agent closest to the scene to arrange urgent transfer of spares to ship (by launch or helicopter)

Fax

Information of Ship

Superintendent Keeps Master/Chief Engineer continually advised of action planned / taken

Telephone Fax

Tug(s) Superintendent Contacts salvage tug owners and investigates availability of tugs close to ship. Agrees outline contract as precautionary measure.

Telephone Fax

6. Training Ashore Alerting Emergency Response Team and manning of Emergency Response

Centre

Prepare and have ready all ship's plans and manufacturers' data on rudder and steering gear

Have instantly accessible, worldwide list of suppliers of sensitive spare parts Joint exercises with ship.

7. Reference Documents

Emergency Manual Manufacturers' manuals on rudder plant and steering gear Ship's plans and drawings Lists of spare parts Lists of suppliers of spare parts and of service stations Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-27 Emergency Response ERP-12

Page 1 of 3

1. Emergency

FFaaiilluurree ooff BBrriiddggee

EEqquuiippmmeenntt

at sea

2. Application

Shore-based Organisation All ships

Failure of Bridge Equipment

ERP-12 Revision 0 Page 2 of 3

3. Situations and Action on Board

Situation Responsibility Action Comments

Investigation of Failure

Officer of the Watch

Ascertains failure of relevant piece of equipment, judges seriousness relative to situation, e.g.:

Radar set in condition of reduced visibility

Automatic steering control in area of ship traffic Gyro compass close to shore

Automatic Steering Control

Officer of the Watch

Changes rudder to manual instructs helmsman to steer by hand Summons second man on watch

Rudder Telephone

Radar Officer of the Watch

Switches on second radar set lf visibility reduced, requests

Master's presence on the bridge Increases lookout (also on

fo'c'sle) Informs engine room to expect

orders, if necessary, adjusts speed

Telephone

Gyro Compass Officer of the Watch

Changes rudder to hand control Instructs helmsman to steer by

hand, by Magnet Compass

Summons second man on watch Requests Masters' presence on Bridge

Magnetic Compass Telephone

Investigation of cause of Failure

Navigation Officer

lf Master on bridge or if watch attended by another License Holder, the other Officer may conduct investigation of failure. In case of electrical problems, consult Electrician/Electronics Engineer. Consult equipment manual.

Equipment Manual

Circuit Breakers Navigation Officer

Checks condition of electrical circuit breakers, replaces same if necessary

Failure of Bridge Equipment

ERP-12 Revision 0 Page 3 of 3

4. Training on Board

Enter in Deck Log Book every course steered, by Gyro Compass and

Magnetic Compass courses.

Practise steering by hand, by Magnetic Compass (cover Gyro Compass indicator).

Familiarisation with vital equipment: Location of circuit breakers; location of spare circuit breakers; location of tools on bridge to access circuit breakers.

5. Situations and Action Ashore

Situation Responsibility Action Comments

Information from Ship

Superintendent Master orders equipment repairs, requests assistance

Instructions to Agent

Superintendent Instructs agent in next port of call to place order with service unit

Discussion with Manufacturer

Superintendent Consults manufacturer in case of major damage which local service unit unable to cope with, discusses/ agrees solutions

Procurement of Spare Parts

Superintendent Commences procurement proceedings, places urgent order, arranges for delivery through most conveniently situated outlet

Transport of Spare Parts

Superintendent Agrees speedy delivery and smooth customs clearance with airfreight forwarder

Information to Ship Superintendent Keeps Master constantly informed about action taken

Telephone/ Fax, eMail

6. Training Ashore

Alert and manning of Emergency Response Centre Joint exercises with ships

7. Reference Documents

Emergency Response Manual Bridge Equipment Manuals

Lists of spare parts and service units List of suppliers of spare parts Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-13

Page 1 of 4

1. Emergency

SShhiiffttiinngg ooff CCaarrggoo

at sea

2. Application

Shorebased Organisation All other Ships

Shifting of Cargo

ERP-13 Revision 0 Page 2 of 4

3. Situations and Action on Board

Situation Responsibility Action Comments

Ship Develops List Officer of the Watch

Watches roll angles critically; measures roll angles to both

sides, records maximum roll angles in

Deck Log Book;

determines trends.

alerts Master immediately

Important: takes note of and does not underestimate slight differences of roll angles

Bell Book Telephone

Informing Master Informs Head Office, informs crew

Telephone

Checking Stability Master Checks and re-calculates initial and inclination stability

if necessary, requests ERP support from Class Society

Telephone Fax

Turn Ship Master (Further shifting must be avoided under all circumstances. No reason- able efforts should be spared to re- store cargo to original position.)

turn ship in order to avoid rolling manoeuvres with utmost caution,

avoids all abrupt and hard manoeuvres!

Reducing List Master Carefully reduces list by ballasting:

only one tank at a time (to avoid free surfaces);

does not compensate list completely (very real risk of capsizing should cargo shift to the opposite side!!!)

4. Training on Board

There are definitive limits to reverse cargo shifting. Therefore, prevention is the most effective measure. Strictly adhere to good seamanship and observe safety regulations when loading and trimming bulk cargoes.

Shifting of Cargo

ERP-13 Revision 0 Page 3 of 4

Prevention measures:

regularly inspect cargo holds and cargo on deck. wire-Iashings have to be tightened again after one day in heavy sea. turnbuckle of lashings have to be regularly re-tightened if weather is permitting inspect the cargo securing well before.

Exercise - simulated case: identify the best course and speed for heaving to identify necessary ballast operations check the consequences of ballast operations by stability and heeling calculations

draft a message to the Rescue Centre as well as a Security Call

5. Situations and Action Ashore

Situation Responsibility Action Comments

Report from Ship Head of Emergency Response Team

Alerts and informs Emergency Response Team

Weather Situation Superintendent Obtains information on prevailing

weather and sea conditions;

has meteorologists assess likely development of swell along proposed route;

requests routing recommendations

Marine Weather Service

Rescue Centre Head of Emergency Response Team

Contacts Rescue Centre in charge;

requests information on ships in vicinity

Fax/Telex

Situation Responsibility Action Comments

Shifting of Cargo

ERP-13 Revision 0 Page 4 of 4

Interferences Master In case ship's scending and sea action synchronise, alters course or speed and closely watches new situation. (Never change both simultaneously to avoid mutual cancelling out.)

Changing Sea Area Master Retrieves updated weather and sea motion charts;

checks whether shallow waters can be reached within short time;

carefully alters course, observes movements of ship

Critical Situation Master Puts into port of refuge in time; informs Rescue Centre; inform agents; sends Security message to ships in vicinity, requests them to stand-by

Telephone Telex,VHF

Danger of Capsizing

Master All Hands

Raises General Alarm; has crew mustered, instructs

crew to prepare to abandon ship

Abandon ship in time before heavy list prevents launching of life boats

General Alarm, E-05 (Abandon Ship)

Keeping in Touch Head of Emergency Response Team

records conversations on tape; relays information and recommendations; requests reports on situation

Telephone, Fax

6. Training Ashore

Alerting Emergency Response Team and manning of Emergency Response Centre Exercise with Marine Weather Service

Communication exercises with the ships (joint exercises)

7. Reference Documents

Emergency Response Manual Cargo Securing Manual Telephone numbers of the Rescue Centre Telephone numbers of the Marine Weather Service Ship's Stability Calculation Data Cargo Data and Stowage Plans

Emergency Response Plan

prepared: approved: released: Revision 1

HLS Management 2012-06-05 Emergency Response ERP-14

Page 1 of 6

1. Subject

OOiill//HHaazzaarrddoouuss SSuubbssttaannccee SSppiillll (Operational spills and those resulting from casualties)

At sea In port

2. Application

Shore based Organization All Ships

Oil/Hazardous Substance Spill

ERP-14 Revision 1 Page 2 of 6

3. Situations and Action on Board:

Situation Responsibility Action Comments

Discovery Crewmember discovering leakage, Officer of the Watch

Causes: Pumps to be stopped

immediately

Valves and manifolds to be shut immediately.

Chemicals, Gases: Leaves area of leakage

immediately,

Warn colleagues nearby, Informs Bridge and/or

Officer of the watch and/or Engineer of the Watch,

Informs Master

Cargo Consider to stop cargo ops Inform stevedores

Casualty Master Consult other ERP parallel like grounding, fire and others if applicable.

ERP

Emergency Call Master In port, immediately informs relevant authorities (police, harbor master, fire brigade, any other relevant parties)

Telephone, VHF

In US waters Master Call QI (Qualified Individual) within 30 Minutes.

Call the agent if in port area.

NT-VRP

Pollution Master Inform the harbor Master and Agent or nearest national contact point.

SOPEP

PCSOPEP

All Hands Act in accordance with Shipboard Oil Pollution Emergency

Plan – SOPEP (and PCSOPEP, if applicable)

SOPEP

PCSOPEP

All Hands Under no circumstances will the crew apply emulsifiers, dispersants or other chemical additives over the side, without permission from the local coastal state authority.

Pollution in

US waters

All Hands Act in accordance with Oil Pollution Act - OPA documentation (Non-Tank Vessel Response Plan)

NT-VRP

Master Prepare an SMI Report for USCG.

Special Type of Vessel

All Hands Act in accordance with Cargo Manual

Cargo Manual

Gathering Officer of the Obtains information on type and IMDG Code

Oil/Hazardous Substance Spill

ERP-14 Revision 1 Page 3 of 6

Situation Responsibility Action Comments

Information Watch extent of danger:

Identification of substance leaking

Quantity leaked/leaking Place of leakage Casualties

Stowage Plan/ Mate’s Receipt

General Alarm Officer of the Watch

Raises General Alarm

In case of major leakage When dangerous substances

are concerned in case of a general hazard

General Alarm, Typhon

Stop Work All Concerned Stop work immediately and vacate dangerous area pending complete clarification

Attending, Rescuing injured Persons

Safety Officer Rescuers must protect themselves first to avoid injuries. First Aid for injured persons: Corrosive liquids: rinse with plenty of fresh water. Dry substances: Wipe off first, establish identity, and if safe, rinse. Change all clothing.

Also refer to ERP-04 "Rescuing of Injured/Sick Persons"

First Aid kit from Hospital

Turning Ship Master If danger caused by poisonous/corrosive fumes, turns ship so that cloud is blown away from superstructure. Applies particularly to cases of gas leaks.

Preparing

Dangerous Goods

Squad

Squad as per Station Bill

Issue protective clothing, breathing apparatus, walkie-talkies.

Protective Equipment

Investigate Danger

Dangerous Goods Squad

Investigates situation at site of leakage, radios details to Officer in charge. Calibrates concentration of dangerous substances in the air to eliminate danger in superstructure.

Gas Detector

Securing Ship Support Unit lf superstructure endangered, consider to switch off accommodation ventilation and close all superstructure openings

Action Plan Master, Officers,

Collect information contained in Safety Code, plan actions. In port:

Safety Code

Oil/Hazardous Substance Spill

ERP-14 Revision 1 Page 4 of 6

Situation Responsibility Action Comments

Engineer(s) agree measures with Authorities ashore

Prevention of Spreading

Dangerous Goods Squad

On deck: Closes scuppers. Liquids: Contain with ring of diatomite

Scuppers

Eliminate Source of Danger

Dangerous Goods Squad

Endeavors to seal leakage. Damaged drums: place in empty intact drum(s).

Adhesive Tape, Foil, other means

Remove leaked Substance(s)

Dangerous Goods Squad

Contain substance(s) leaked; occlude liquids with diatomite and place in receptacles. Keep in safe place until handed over in next port.

Cleaning Dangerous Goods Squad

Other Colleagues

At sea: spray protective clothing externally, rinse water over the side. In port: arrange for cleaning ashore (Do not touch surface of clothing).

Ventilate Holds, etc.

Cargo Officer lf leakage has occurred in hold or other enclosed space, blow fresh air into space (never apply suction!).

Cargo Hold Ventilation

Informing Crew Master Informs crew about incident, warns of remaining dangers and risks, issues directives in respect of conduct.

Meeting

Health Check Master In case of major incident involving dangerous goods and possible health risks, arranges for complete crew to undergo health check in next port.

Head-Office Master Informs Head-Office. In case of major incident requests assistance/ information.

Telephone, Fax, eMail, Radio

Head-Office Master Initiate any further actions to prevent further damages to personnel, the environment and the ship.

According to the professional judgment of the Master.

Oil/Hazardous Substance Spill

ERP-14 Revision 1 Page 5 of 6

4. Training on Board

Get acquainted with Dangerous Goods Squad equipment and practice donning it as quickly as possible.

Practice communication with and protection of Dangerous Goods Squad. Practice simulated situations (leakage of poisonous and corrosive liquids, leakage

of drum containing poisonous powder - practice with harmless substances).

5. Situations and Action Ashore

Situation Responsibility Action Comments

Ship Requires Information

Emergency Response Team, Dangerous Cargo Representative

Obtains information on status of dangerous situation and methods of fighting dangerous substances: From in-house sources From water police From fire police From manufacturers of substances

Passes on information to ship

Telephone, Fax/eMail

Ship Requires Assistance

Emergency Response Team

Discusses and agrees with agents and authorities in port of destination, methods of waste disposal. Informs ship

Telephone, Fax/eMail

Injured Crewmembers

Emergency Response Team

Instruct agents to attend crewmembers ashore. Organizes repatriation. Advises Next of Kin.

Fax/eMail, Telephone

6. Training Ashore

Alert of Emergency Response Team and manning of Emergency Response Centre Get to know Dangerous Goods Expert(s) with relevant police authorities, shippers (If manufacturers of the substance). Practice co-operation, communication, obtain

after-office-hours telephone etc. numbers. Have readily accessible details of cargo and all domestic dangerous substances on

board.

For regular ports of call, examine, together with agents and relevant service companies, methods of waste disposal.

Joint exercises with ship.

Oil/Hazardous Substance Spill

ERP-14 Revision 1 Page 6 of 6

7. Reference Documents

Emergency Response Manual Safety Code for Dangerous Cargo Domestic dangerous substances handling instructions

MSDS (Material Safety Data Sheet) SOPEP - Shipboard Oil Pollution Emergency Plan PCSOPEP (Panama SOPEP, if applicable) NT-VRP (Non-Tank Vessel Response Plan, applicable only in US Waters) Training Manual Cargo Manual IMDG Code

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-15

Page 1 of 5

1. Subject

TTeerrrroorriissmm,, PPiirraaccyy

at sea in port

2. Application

Shorebased Organisation All Ships

Terrorism, Piracy

ERP-15 Revision 0 Page 2 of 5

3. Situations and Action on Board

Situation Responsibility Action Comments

Overriding Principle

All Concerned Under no circumstances may the life or the health of passengers and crew be endangered by measures taken.

Do not act as heroes to protect material assets.

Closing Officer of the Watch

Locks booby hatches, deck and winch houses, foc's'le, etc., if necessary, has doors welded shut; removes electrical fuses from

cargo gear.

Watches Master in endangered areas, reinforces watches,

has superstructures barricaded, orders top cruising speed

At Anchorage Officer of the Watch

regularly goes the random rounds, carrying Walkie-Talkie;

in endangered area: orders 2 men on foc's'le, has them relieved every 4 hours;

orders hawse pipes closed; bright outboard lighting; pressurises deck washing main, has pressurised fire hoses laid ready;

arms himself with signal pistol (with old signals), keeps it ready for firing.

At Sea Officer of the Watch

In endangered zones:

constantly monitors radar; reinforced bridge lookout, one man each with walkie-talkie on focs'le, has Aldis Lamp ready.

Terrorism, Piracy

ERP-15 Revision 0 Page 3 of 5

Situation Responsibility Action Comments

Boat Approaching

Officer of the Watch

Calls Master to the Bridge; raises General Alarm determines position and keeps details handy instructs rudder to be manned, switches to hand rudder

lookout in both wings orders superstructure to be

barricaded

endeavours to keep clear of at- tacking boat by means of rudder

manoeuvres informs/alarms other shipping

via VHF

Intruders on Deck

Master Switches on deck lighting counts exact number of people who have boarded the ship

tries to see whether intruders are armed

if intruders unarmed, endeavours to chase intruders off ship by training fire hose jet pipe at them,

alternatively, if considered safe, fires shots at them with signal pistol

immediately informs coastal radio station and requests assistance (helicopter, navy)

Deck lighting, Aldis Lamp, Jet pipe, Signal Pistol

Armed Assault Master Communicates from bridge, re- quests intruders to leave ship negotiates with pirates, perhaps offers cash

never goes down to Main Deck

Hostages Taken by Terrorists

All Hands Under no circumstances attempt to attack intruders who have taken hostages

accede to demands concerning ship establish contacts demanded

leave negotiations with terrorists in the hands of the party(ies) from whom ransom is demanded.

Terrorism, Piracy

ERP-15 Revision 0 Page 4 of 5

Situation Responsibility Action Comments

Storming All Hands When storming of ship by police has been announced or noticed:

take cover, shelter stay out of line of fire do not interfere keep passengers quiet where necessary, guide police

force

Pirates/Terrorists have left

Crew Take precise tally of exact number of people who have left the ship.

Make sure all pirates/terrorists have disembarked.

Attend to injured persons where possible, give passengers

psychological support

conduct systematic search of ship, always in parties of two or three. Maintain constant verbal contact.

Walkie-Talkies

Documentation Master From concealed position, takes photographs or video shots of assault/boarding/disembarking.

Makes log entries, reports to Head Office

Takes statements from witnesses

Camera, Video Camera

Information of Shorebased Organisation

Master Informs Shorebased Organisation, subsequently despatches Report

Fax/eMail, Mail

Information of Consulate

Master In next port of call, informs authorities, sees Consulate, notes Letter of Protest.

4. Training on Board

Informative meeting, discussions (to create awareness of problem) Closing of ship (superstructure, foc's'le, deck houses, booby hatches) Practise directing jet pipe from bridge at targets on deck.

Terrorism, Piracy

ERP-15 Revision 0 Page 5 of 5

5. Situations and Action Ashore

Situation Responsibility Action Comments

Report from Ship Head of Emergency Response Team

Alerts Emergency Response Team and Management

Requesting Assistance

Management Informs National Ministry of Foreign Affairs, requests assistance

contacts authorities of country closest to the scene, requests support involves local agent.

Telephone, Fax/eMail

Contacts Emergency Response Team

lf possible, maintains contact with ship (do not under any circum- stances aggravate situation through un-coordinated

communications with ship !) Maintain contact with police task force / authorities closest to the scene.

Informing Next of Kin

Emergency Response Team

In case of serious assault, taking of hostages, etc., inform next of kin of crew members

Telephone

The Media Management, Head of Emergency Response Team

Notices to the media, interviews etc. to be released /given at the site of the authorities dealing with the case.

Contacts with the Media is the sole responsibility of Management and the Head of the Emergency Response Team

6. Training Ashore Alert and manning of Emergency Response Centre Contact Ministry of Foreign Affairs, ascertain responsible parties. Agree methods of cooperation, channels of communication, ascertain and note

emergency telephone etc. numbers Joint exercise with ship

7. Reference Documents Emergency Response Plan Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-16

Page 1 of 7

1. Subject

SSeeaarrcchh aanndd RReessccuuee

((SSAARR))

at sea

2. Application

Shorebased Organisation All Ships

Search and Rescue

( SAR )

ERP-16 Revision 0 Page 2 of 7

3. Situations and Action on Board

Situation Responsibility Action Comments

Receipt of Distress Call

Officer of the Watch

Records complete distress call; acknowledges receipt

Radio

Informing Master Officer of the Watch

Informs Master immediately and at any time

Telephone

Direction and Distance

Officer of the Watch

Establishes own position; establishes distance from and direction of ship in distress;

establishes earliest possible time of reaching ship in distress.

GPS Admiralty Charts

Informing Coastal Radio Station

Master Passes on distress signal to Coastal Radio Station;

advises own course/speed and earliest possible time of arrival (ETA)

Radio

Informing Engine Department

Master Informs Chief Engineer/Engineer's

Watch of situation

Telephone

Altering Course Master Assesses possibility of rendering assistance (distance, bunkers R.O.B., dangerous cargo); stands to ship in distress; orders full speed ahead.

Announcement Master Makes announcement via Intercom

Intercom

Co-ordinating Rescue

Master Agrees rescue operations with SAR Centre;

if at a great distance from ship in

distress and a number of other ships closer to the scene, re- quests release from SAR

Centre.

Radio/Fax

Search and Rescue

( SAR )

ERP-16 Revision 0 Page 3 of 7

Situation Responsibility Action Comments

Position Fixing Officer of the Watch

Puts direction finder on stand-by 2182 kHz; has paper and pen handy; has cassette recorder ready for recording;

regularly listens in during silent period;

records radio conversations, makes notes; switches on and constantly

monitors radar set takes bearing of distressed ship,

enters into chart.

Informing Head office

Master Informs Head office of situation, action taken and estimated

delay.

Telephone, Fax/eMail

Reinforcing Watch

Officer of the Watch

Reinforces bridge Lookout ensures relief in case of

continuous engagement

Weather Report Officer of the Watch

Gets current weather report, up- dates it constantly

Search Master Has copy of book 'Search and Rescue' ready, agrees searching scheme with regional SAR Co-ordination Centre;

enters agreed searching scheme into chart and performs

allocated task.

Book "Search and Rescue“

Searchlight Officer of the Watch

at night, prepares searchlight (should not dazzle Bridge)

Searchlight

Sighting Officer of the Watch

Establishes position of distressed ship, enters into chart; reports to other ships and SAR co-ordination centre; informs Master lets distressed ship know it has been located (VHF, visual

signal, acoustical signal )

Radar, Optical Bearing, Radio

Search and Rescue

( SAR )

ERP-16 Revision 0 Page 4 of 7

Situation Responsibility Action Comments

Approach Master Orders engine ready for manoeuvring;

has rudder manned, changes over to hand rudder;

is in charge of approach; establishes radiophone

connection with distressed ship.

VHF Channel 16

Announcement Master Makes announcement via Intercom

Intercom

General Alarm Master Raises General Alarm for crew; informs crew.

General Alarm

Preparing for Salvage

Boat Squads Boat Squad dons immersion suits get boats ready; take inflatable liferaft to Main Deck;

prepare long lines.

Immersion Suits

Preparations to attend to salved Persons

OSCK Prepare hospital and vacant bunks for injured persons

Rescue Master Circles distressed ship;

gives a lee; puts own ship up wind of

distressed ship, thereby giving lee to Rescue Boat.

Rescue Operation Boat Squad Establishes radio communication with own boat;

Launches boat to windward of distressed ship;

boat approaches bow or stern of distressed ship to rescue people; depending on wind and drift of distressed ship, boat should keep at windward side thereof;

parent ship to give lee to boat on windward side as long as possible;

parent ship recovers boat on leeward side of distressed ship.

Walkie-Talkie

Search and Rescue

( SAR )

ERP-16 Revision 0 Page 5 of 7

Situation Responsibility Action Comments

In Heavy Gale Boat Squad, Safety Officer

In case gale and sea too heavy for rescue by boat, put ship to windward side of distressed vessel

Safety Officer in charge of station on main deck; maintains

communication via walkie-talkie;

secure liferaft painter to parent ship (through stern hawse pipe) and launch closed raft;

open raft by ripping painter and let raft drift towards distressed ship;

pay out painter; carefully pull liferaft with rescued

persons onboard towards parent ship.

Inflatable Liferaft Walkie-Talkie, Winch

Scrambling Nets Boat Squad Brings out scrambling nets (cargo net) through pilot port to take over rescued persons;

brings out pilot ladder; secures own people to ship by

means of life lines.

Scrambling Nets

Treatment For treatment of rescued persons, refer to ERP-03 'Man Overboard'

Information on Rescued Persons

Chief Mate Records in a list, names, age and nationality of all persons rescued and taken on board;

records health condition of each person;

if applicable, collects seaman's books, passports, etc.

passes on information to SAR Co-ordination Centre.

Recovery of Salvaging Equipment

Boat Squad Takes own Rescue Boats onboard (if necessary, with cargo gear);

takes life rafts onboard; checks condition of equipment

used;

reports, through the Master, damage suffered by own

equipment, and equipment used, to Head office.

Search and Rescue

( SAR )

ERP-16 Revision 0 Page 6 of 7

Situation Responsibility Action Comments

Documentation Master Makes entries in Ship's Log;

issues Report (in case distressed ship flies foreign flag, report to

be written in English for Court of Enquiry);

takes possession of sea charts used, Scrap Log and records of VHF communication.

Release and Continuation of Voyage

Master Requests release from SAR co-ordination Centre; seeks clarification concerning landing of rescued persons; sets course towards nearest port/port of refuge.

Information of Shore-based Organisation

Master Informs Shorebased Organisation of situation and following measures;

Lists and Reports equipment to be replenished;

if necessary, transmit bunkers remaining onboard to Company.

4. Training on Board

Practising use of Direction Finder Taking down and recording of radio messages Session and discussions on the subject of Search and Rescue Exercises, as described under 'Man Overboard'

Search and Rescue

( SAR )

ERP-16 Revision 0 Page 7 of 7

5. Situations and Action Ashore

Situation Responsibility Action Comments

Ship reports SAR Incident

Head of Emergency Response Team

Informs agent in next port of call, also charterers if any, of likely delay; maintains contact.

Fax

Purchase of Equipment

Superintendent Where necessary, arranges repairs of boats and lifesaving

equipment;

replaces used/sacrificed equipment (e.g., inflatable liferafts, etc.)

Checking Bunkers R. O. B.

Superintendent Checks quantities of bunkers and stores on board. lf necessary, plans bunkering in port of refuge.

if necessary, arranges bunkering at sea; agrees all action/measures

with Master

6. Training Ashore

Alert and manning of Emergency Response Centre Monitoring ship's position

Calculation of bunkers r.o.b. and remaining fuel endurance Joint exercises with ship

7. Reference Documents

Emergency Response Manual

The Book, "Search and Rescue" IMOSAR Search and Rescue Manual MERSAR Merchant Ship Search and Rescue Manual Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-17

Page 1 of 5

1. Emergency

DDaannggeerr ooff GGrreeeenn SSeeaass

at sea

2. Application

Shorebased Organisation All Ships

Danger of Green Seas

ERP-17 Revision 0 Page 2 of 5

3. Situations and Action on Board

Situation Responsibility Action Comments

Recognising Risk Officer of the Watch

Watches breaking sea and vessel shipping (Green) Sea;

informs Master;

continuously establishes position

Securing Ship Master lf unattended to yet: orders watertight doors on deck and in superstructures closed;

work on deck only if secured by strap or line; orders fitting of Stormblinds

Stormblinds

Announcement Master Makes announcement via Intercom; Intercom

Preparing to Heave to

Master Informs engine crew; orders manoeuvring speed; if necessary, orders lashing of furniture etc.;

briefly discusses manoeuvre and informs all Hands;

alteration of course through beam sea is very critical !

Heaving-to, against the Sea

Master lf not done yet, this is the last time to heave to, ship already heading against wind and sea:

puts bow against the sea and slowly steams to the windward. finds out correct engine revolu-

tions; ship must keep steerage- way; under all circumstances, avoids resonance of pitching and motion of the sea !

makes absolutely sure to avoid heavy slamming of ships structure!

Unsuitable for ship in ballast and for vessels with Longitudinal Strength problems.

Danger of Green Seas

ERP-17 Revision 0 Page 3 of 5

Situation Responsibility Action Comments

Broaching Master Confined to ships with sufficient stability and freeboard. Ideally suited for container ships. Prepares bow thruster; alters heading athwart to the sea;

assisted by bow thruster, rudder hard over, and engine half ahead gets ship to drift transversally; for ships without bow thruster: stops ship with engine astern, turns ship to starboard if steaming with the sea, turns ship to port if steaming against the sea; stops engine and permits to drift

transversally with the wind.

Heaving-to with the Sea

Master lf turning the ship through transverse sea appears too risky:

puts stern against the sea; orders engine slow astern; stabilises position of ship with bow thruster (confined to ships with sturdy rudder stock)

Clearing the Coast

Master lf ship inshore:

tries to clear the coast and ground swell near the coast

Pumping Bilges Engineer of the Watch

prepares bilge pumps and lines; regularly sounds bilges (e.g.,

alarms, remote sounding);

regularly activates bilge pumps to detect possible flooding

Bilge System

Inclined Position Master In case of inclined position caused by wind, never attempt to compensate by pumping ballast water; instead first try to bring bow into the wind and check new position

Flooding Chief Engineer, Engine Room Personnel

pump out hold; pump out top tank ballast water

Alarm Master sounding General Alarm; informing Crew; issuing of instructions;

preparing personal rescue equipment (Immersion Suit)

General Alarm, Immersion Suit

Danger of Green Seas

ERP-17 Revision 0 Page 4 of 5

Situation Responsibility Action Comments

Priority Message Master transmits PAN message; transmits position and situation; stays in touch with other ships/

Coastal Radio Stations

VHF, Radio

Informing Shore-based Organisation

Master reports ship's position and situation to Head Office at six-hourly intervals

Radio

Distress Call Master transmits Distress Call well in time if situation beyond control

Radio

Staying Onboard All Hands stay on board as long as possible: ship offers better shelter than boats;

abandon ship only when in danger of sinking

Danger of Capsizing

Master assembles all Hands in leeward with easy access to over-side;

don Immersion Suits and lifebelts

Abandoning Ship Master orders and organises orderly abandoning of ship (Refer to ERP-05 "Abandoning Ship")

4. Training on Board

Exercise closing of watertight doors etc. on deck and in superstructure Exercises relative to abandoning ship Keeping all bilges and pumpwells clear Regular tests of remote sounding equipment

Danger of Green Seas

ERP-17 Revision 0 Page 5 of 5

5. Situations and Action Ashore

Situation Responsibility Action Comments

Information from

Ship

Head of Emergency Response Team

orders manning of Emergency Response Centre and keeps it at

alert stand-by around the clock; records messages from the ship

and enters position into sea chart;

if appropriate, organises tug assistance

Sea Chart

SAR Co-ordination Centre

Emergency Response Team

makes contact with SAR Co-ordination Centre and if appropriate agrees rescue measures

Telephone

Flooding Emergency Response Team

makes stability calculation allowing for flooding;

suggests measures to secure stability and discusses with Master

PC Program; Class, Telephone

6. Training Ashore

Alert and manning of Emergency Response Centre Joint exercises with ship

7. Reference Documents

Emergency Response Manual Training Manual Stability Calculation Data

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-18

Page 1 of 6

1. Emergency

TToottaall LLoossss

(Conduct in Lifesaving Appliances)

at sea

2. Application

Shorebased Organisation All Ships

Total Loss

ERP-18 Revision 0 Page 2 of 6

3. Situations and Action on Board

Situation Responsibility Action Comments

Prior to abandoning Ship

Refer to Emergency Plan ERP-05

Persons in the Sea

Boat Squad Rescues persons drifting in the water

Boats, inflatable Life rafts, Rafts

Crew Join up and secure with other craft, tie together with long line

Gale, Heavy Sea Boatman Slowly motors to windward; stabilises boat with bow against

the sea;

where appropriate, takes life rafts in tow fastening line at stern of boat

Life raft Lines

Injured, ill Persons

Safety Officer Devotes particular attention to injured and ill persons; administers First Aid; comforts injured persons

Passengers All Hands Always remember: passengers lack experience; passengers may be infirm,

handicapped, helpless, restless, frightened;

passengers are being specially attended by crew; crew may request fit passengers to assist them

Log Boatman Keeps Log: records names and condition of persons on board boat/life raft;

records last known position; continually records weather conditions; records abandoning of ship

Deck Log Book

Radio Station Master Listens to news broadcasts, records news on search action and informs everybody (motivation!)

Radio

Navigation Officers lf possible, establish and record position and drift;

Total Loss

ERP-18 Revision 0 Page 3 of 6

Situation Responsibility Action Comments

Food All Hands Do not eat during first 24 hours, thereafter issue rations; (Remember: man can survive 3 weeks without food!)

Water All Hands Do not drink anything during first 24 hours; thereafter 0.5 litres per day;

do not drink sea water under any circumstances !

when rain falls, rig water sail, remove salt crust, spill first water,

thereafter collect and bottle water

Potable Water

Cold/Heat All Hands Protect against hyporthermia: keep boat/life raft closed in cold

climate, if appropriate, keep engine running slowly;

in a hot climate, take off immersion suits, arrange ventilation, rig tilt;

protect against sunburn !

Watch Boatsman Arranges watch plan; watchman on lookout for

rescuers, alerts everyone when sighting

rescuer

Distress Signals Boatman Has signals within easy reach and keeps them dry;

does not fire signals until rescuer approaches, and one after

another

Signals

Sharks, Whales Boatman Does not panic when animals come nearer, stays calm and composed;

prohibits paddling with arms or legs

Conveniences All Hands To answer call of nature, sit on boat/raft coming, held fast by two helpers; keep faces outside boat (pathogens!)

Total Loss

ERP-18 Revision 0 Page 4 of 6

Situation Responsibility Action Comments

Morale Master, License Holders

Keep spirits up, discuss positive subjects

counteract boredom and lazing

4. Training on Board Presentation, followed by discussion, on conduct in lifeboat or life raft

Regular controls of lifesaving appliances, distress signals, water and food supplies in boats

Replace portable water at 3-monthly intervals, rinse water containers with vinegar concentrate followed by thorough rinsing with sweet water, then replenish

Practise driving lifeboat with full complement !

5. Situations and Action Ashore

(Also refer to ERP-05: Abandoning Ship)

Situation Responsibility Action Comments

Report from Ship Head of Emergency Response Team

Convenes Emergency Response Team

F-48

Assemble Emergency Response Team

Mans Emergency Response Centre E-01

Information Head of Emergency Response Team

Informs Emergency Response Team about situation reported by ship

Emergency Response Centre

Emergency Response Team

Prepares necessary data, charts, documents, plans, etc.

Emergency Response Manual, Admiralty Charts, F-06

Total Loss

ERP-18 Revision 0 Page 5 of 6

Situation Responsibility Action Comments

Collecting Data Head of Emergency Response Team

Collects all data on ship, position, course, crew/passengers, cargo; reconstructs events

Communication Emergency Response Team

On stand-by for contacts from ship as long as possible,

makes contact with ship only if previously agreed or absolutely necessary

Head of Emergency Response Team

Contacts next of kin of crew, if necessary (via crewing agency if appropriate)

List of Next of Kin

Head of Emergency Response Team

Contacts authorities, salvage companies, tugs, classification society, charterers, cargo interests, insurers, etc., if necessary

SAR Centre Head of Emergency Response Team

Contacts SAR Centre, agrees ex- change of information

Fax/eMail

Support Emergency Response Team

Collects and disseminates information, organises rescue measures, organises supplies, responds to every request received from ship

The Media Head of Emergency Response Team

Answers enquiries received from the media

Informing Agents Head of Emergency Response Team

When people have been rescued, agrees further treatment with SAR Centre. Requests agents nearest to the scene to assist. Arranges repatriation

Relief Head of Emergency Response Team

lf emergency continues, rotates members of Emergency Response Team

Total Loss

ERP-18 Revision 0 Page 6 of 6

Situation Responsibility Action Comments

Emergency Terminated

Emergency Response Team Emergency Response Team

Hands over matter to relevant Departments Hands over matter to relevant Departments

Head of Emergency Response Team

Releases Emergency Response Team

Reporting Management Reports to Flag State Administration, if required; collects and secures all data and reports

6. Training Ashore

Alert and manning of Emergency Response Centre

Joint exercises with ship

7. Reference Documents

Emergency Response Plan Instructions for Conduct in Lifeboats and Life rafts in Distress at Sea Training Manual

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2006-11-24 Emergency Response ERP-19

Page 1 of 4

1. Subject

DDeeaalliinngg wwiitthh tthhee MMeeddiiaa

at sea

in port

2. Application

Shorebased Organisation All Ships

Dealing with the Media

ERP-19 Revision 0 Page 2 of 4

3. Situations and Action on Board

Situation Responsibility Action Comments

News Embargo Master Imposes external news embargo: instructs all members of complement not to grant interviews

Mustering of Crew

Interviews Master Does not give radio interviews, arguing there is no time and ship safety has priority; does not grant interviews in port; refers reporters to Head Office (where notice to the press has been prepared)

Gangway Watch in Port

Watches ship's gangway around the clock; locks all entrances from inside except entrance nearest the gangway;

every person boarding the ship must identify him/herself (includes

stevedores, agents, etc.) and must be recorded (search for cameras);

admits insurance agents, average adjusters, agents only with Master‘s express permission; makes all visitors sign Guest Book

Walkie-Talkie, Guest Book

4. Training on Board

Presentation and discussion

Make everybody aware that information reaching the outside world may cause harm to the Company and to individual crew members, leading to substantial legal and financial damage. This applies to the time of an incident and until well after its immediate termination.

Make everybody realise that the media thrive, and live, on spectacular cases, increase their circulation out of them and that journalists use every conceivable trick to get on board and take photographs (camouflaging as mechanics, under false pretences, etc.)

Dealing with the Media

ERP-19 Revision 0 Page 3 of 4

5. Situations and Action Ashore

Situation Responsibility Action Comments

Communication with Ship

Emergency Response Team

Telephone communications via safe lines, i.e. via Satcom or GSM only (NOT by VHF, critical frequency, medium wave or short

wave); knowledge of ship's secret tele- phone number to be restricted to Emergency Response Team 'Watchkeeper'. tape-record telephone

conversations

Safe Telephone Communica-tions

All Concerned Use 'safe' lines only for telephone conversations (do not use analogous cordless telephones; do not use hotel extension circuits)

‘Safe Lines’ include: ISDN telephones, fixed net phones, GSM phones, DECT - cordless phones.

Agreeing/ Co-ordinating Data

Managing Director

Agrees/co-ordinates all data and information prior to release to outside world; instructs Emergency Response Team to abide thereby

Notes, complete with date and time

Press Release Managing Director

Prepares 'harmless' press release: restricted information on topical case (general info only); generous information on ship, route, cargo (diverts curiosity by supplying trivialities);

does not voluntarily distribute press release but on media

request only

Press Release

Interviews Managing Director

Releases agreed information only. lf appropriate, tells about

spectacular rescue operations; diverts from actual incident and details thereof or states that details unknown as yet

Dealing with the Media

ERP-19 Revision 0 Page 4 of 4

Situation Responsibility Action Comments

Press Conference Managing Director

A press conference called by Head Office may have the effect of

journalists seeking information from that source, leaving ship alone;

important: agree all information prior to release ! if journalists want to interrogate Master, offers to arrange meeting with Master after his

return

Large Room, Beverages

6. Training Ashore

Alert and manning of Emergency Response Centre Preparation of initial press releases for simulated case of emergency Agreeing procedures with insurers, exchange of telephone numbers of people

in charge in case of an emergency (including Legal Departments of Insurers) Draw up list of media assumed to be interested to receive press releases,

including telefax numbers of Editorial Office

Joint exercises with ship

7. Reference Documents

Emergency Response Manual Telephone numbers of Insurers and names of people in charge List of Media Specimen initial press releases

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2012-06-05 Emergency Response ERP-20

Page 1 of 5

1. Subject

SSttrruuccttuurraall FFaaiilluurree (Incl. failures of hull openings above loaded water line)

At sea In port

2. Application

Shore based Organization All Ships

Structural Failure

ERP-20 Revision 0 Page 2 of 5

3. Situations and Action on Board:

Situation Responsibility Action Comments

Discovery Crewmember discovering damage

Inform OOW and/or Master

Casualty Master Activate General Alarm and muster all persons on board.

ERP

Emergency Call Master Consider sending MAYDAY.

Consider to harbor Master / port state if in port area.

Report to next port of call.

Telephone, VHF

In US waters Master Additionally call QI (Qualified Individual) within 30 Minutes.

Call the agent if in port area.

NT-VRP

Pollution Master Consider to crosscheck ERP-14 SOPEP

PCSOPEP

NT-VRP

Gathering Information

Officer of the Watch

Investigate cause and damages

Attending, Rescuing injured Persons

Safety Officer Provide first aid to potential injured persons.

Preparing

Squad

Squad as per Station Bill

Send damage investigation squat.

Investigate Danger

Master, Officers, Engineer(s)

Held meeting and plan required actions to minimize damages.

Securing Ship Support Unit Observe surroundings and exhibit signs as per ColReg.

Action Plan Master, Officers, Engineer(s)

If the vessel is listed, try to bring her upright;

Consider jettison of deck cargo;

Consider lightering to another vessel/barge;

Check if the vessel lost buoyancy and calculate her new stability;

Consider weather and sea effects to the vessel;

Consult ships drawings and note the details about the damaged area;

Inspect any damage to the cargo and prevent further losses;

Structural Failure

ERP-20 Revision 0 Page 3 of 5

Situation Responsibility Action Comments

VDR Master Consider downloading VDR data at the appropriate time and putting data under Masters custody.

Informing Crew Master Informs crew about incident, warns of remaining dangers and risks, issues directives in respect of conduct.

Meeting

Head-Office Master Informs Head-Office. In case of major incident requests assistance/ information.

Telephone, Fax, eMail, Radio

Head-Office Master Initiate any further actions to prevent further damages to personnel, the environment and the ship.

According to the professional judgment of the Master.

Structural Failure

ERP-20 Revision 0 Page 4 of 5

4. Training on Board

Get acquainted with Structural Damage Emergency Procedure.

Practice communication with local authorities / port state / PANDI. Practice communication with and protection of Investigation Squad. Practice simulated situations (possible cause of damage, cross reference to other

dangerous situations like spillage, fire, loss of ME/power). Practice abandon ship drill.

5. Situations and Action Ashore

Situation Responsibility Action Comments

Ship Requires Information

Emergency Response Team

Obtains information on status of dangerous situation and methods of fighting dangerous situation:

From in-house sources From Classification Society From water police From fire police From ship yard Passes on information to ship

Telephone, Fax/eMail

Ship Requires Assistance

Emergency Response Team

Discusses and agrees with agents and authorities (as applicable) possibly measures to prevent further damages. Informs ship.

Telephone, Fax/eMail

Injured Crewmembers

Emergency Response Team

Instruct agents to attend crewmembers ashore. Organizes repatriation. Advises Next of Kin.

Fax/eMail, Telephone

6. Training Ashore

Alert of Emergency Response Team and manning of Emergency Response Centre Get to know Damage Stability Expert(s) with relevant police authorities, shippers Crew/Pax list available Have readily accessible details of cargo (including dangerous substances) on board. For regular ports of call, examine, together with agents and relevant service

companies to prevent further damages such as pollution.

Joint exercises with ship.

Structural Failure

ERP-20 Revision 0 Page 5 of 5

7. Reference Documents

Emergency Response Manual Training Manual Cargo Manual

Loading Instrument (Stability Computer) Stability Booklet Damage Control Plan/Booklet

Emergency Response Plan

prepared: approved: released: Revision 0

HLS Management 2012-06-05 Emergency Response ERP-21

Page 1 of 5

1. Subject

FFllooooddiinngg

At sea In port

2. Application

Shore based Organization All Ships

Flooding

ERP-21 Revision 0 Page 2 of 5

3. Situations and Action on Board:

Situation Responsibility Action Comments

Discovery Crewmember discovering flooding

Inform OOW and/or Master

Casualty Master Activate General Alarm and muster all persons on board.

Consider intentional grounding to prevent sinking.

ERP

Emergency Call Master Consider sending MAYDAY.

Consider to harbor Master / port state if in port area.

Report to next port of call.

Telephone, VHF

In US waters Master Additionally call QI (Qualified Individual) within 30 Minutes.

Call the agent if in port area.

NT-VRP

Pollution Master Consider to crosscheck ERP (grounding, pollution, structural failure, others)

SOPEP

PCSOPEP

NT-VRP

Gathering Information

Officer of the Watch

Investigate cause and flooded areas.

Attending, Rescuing trapped Persons

Safety Officer Localize trapped persons and initiate rescue.

Preparing

Squad

Squad as per Station Bill

Send flooding investigation squat.

Investigate Danger

Master, Officers, Engineer(s)

Held meeting and plan required actions to minimize damages.

Securing Ship Support Unit Observe surroundings and exhibit signs as per ColReg.

Action Plan Master, Officers, Engineer(s)

Close watertight openings; Sound bilges and tanks; Cut off all electricity in

flooded area;

Consider possible pollution prior discharging water and bear in mind “safety first”;

Use BW-/bilge- pumps to discharge water;

Prepare additional pump systems to discharge water;

Observe rate of discharge and prepare for abandon ship.

VDR Master Consider downloading VDR data at

Flooding

ERP-21 Revision 0 Page 3 of 5

Situation Responsibility Action Comments

the appropriate time and putting data under Masters custody.

Informing Crew Master Informs crew about incident, warns of remaining dangers and risks, issues directives in respect of conduct.

Meeting

Head-Office Master Informs Head-Office. In case of major incident requests assistance/ information.

Telephone, Fax, eMail, Radio

Head-Office Master Initiate any further actions to prevent further damages to personnel, the environment and the ship.

According to the professional judgment of the Master.

Flooding

ERP-21 Revision 0 Page 4 of 5

4. Training on Board

Get acquainted with Flooding Emergency Procedure.

Practice communication with local authorities / port state / PANDI. Practice communication with and protection of Investigation Squad. Practice simulated situations (possible cause of flooding, cross reference to other

dangerous situations like spillage, fire, loss of ME/power). Practice loss of stability calculations / intentional grounding

5. Situations and Action Ashore

Situation Responsibility Action Comments

Ship Requires Information

Emergency Response Team

Obtains information on status of dangerous situation and methods of fighting dangerous situation:

From in-house sources From Classification Society From water police From fire police From ship yard Passes on information to ship

Telephone, Fax/eMail

Ship Requires Assistance

Emergency Response Team

Discusses and agrees with agents and authorities (as applicable) possibly measures to prevent further damages. Informs ship.

Telephone, Fax/eMail

Injured Crewmembers

Emergency Response Team

Instruct agents to attend crewmembers ashore. Organizes repatriation. Advises Next of Kin.

Fax/eMail, Telephone

6. Training Ashore

Alert of Emergency Response Team and manning of Emergency Response Centre Get to know Damage Stability Expert(s) with relevant police authorities, shippers Crew/Pax list available Have readily accessible details of cargo (including dangerous substances) on board. For regular ports of call, examine, together with agents and relevant service

companies to prevent further damages such as pollution.

Joint exercises with ship.

Flooding

ERP-21 Revision 0 Page 5 of 5

7. Reference Documents

Emergency Response Manual Loading Instrument (Stability Computer) Stability Booklet

Damage Control Plan/Booklet

Recovery of Persons from the Water Plans and Procedures

ERP-23 – RPW

________________________________________________________________________________________

23.06.2014 Page 1

PLANS & PROCEDURES FOR RECOVERY OF

PERSONS FROM THE WATER

In accordance with SOLAS regulation III/17-(01.07.2014) (MSC.1/Circ.1447)

Recovery of Persons from the Water Plans and Procedures

ERP-23 – RPW

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Table of Content 1 Introduction 1.1 Legal Provisions 1.2 Purpose of this Plan 2 Management Policy 3 Roles and Responsibilities 3.1 Responsibility of Master 3.2 Duties of the Crew 3.3 Training and Familiarization 3.4 Record keeping 4 Principles of Operation 4.1 General 4.2 Necessity of Planning 4.3 Plans and Documents 4.4 Recovery operation from water 4.5 Safety precautions ANNEX Index: Part I Ship specific details ANNEX 1: Familiarisation ANNEX 2: Ship specific details ANNEX 3: Adverse weather conditions ANNEX 4: Duties of the crew ANNEX 5: Procedures recovery operations ANNEX 6: Checklist to recovery operations Part II Regulations and guidelines ANNEX 1: MSC.1/Circ.1447 “GUIDELINES FOR THE DEVELOPMENT FOR PLANS AND PROCEDURES FOR RECOVERY OF PERSONS FROM THE WATER ” ANNEX 2: MSC.1/Circ.1182 “GUIDE TO RECOVERY TECHNIQUES” ANNEX 3: MSC.1/Circ.1185/Rev.1 “GUIDE FOR COLD WATER SURVIVAL”

Part III Risk Assessment

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1 Introduction 1.1 Legal Provisions This Plan and associated procedures have been developed on the requirements of SOLAS III Part B “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. In addition, following related documents were also considered when developing this document: 1. MSC.1/Circ.1447 “GUIDELINES FOR THE DEVELOPMENT FOR PLANS AND PROCEDURES FOR RECOVERY OF PERSONS FROM THE WATER ” (see Annex Part II); 2. MSC.1/Circ.1182 “GUIDE TO RECOVERY TECHNIQUES” (see Annex Part II); 3. MSC.1/Circ.1185/Rev.1 “GUIDE FOR COLD WATER SURVIVAL” (see Annex Part II); Relation to the International Safety Management (ISM) Code: This Plan should be considered as a part of the emergency preparedness required by Paragraph 8 of Part A of the International Safety Management (ISM) Code. Relation to the Risk Assessment (RA) A Risk Assessment with equipment intended to be used on board, taking in account the anticipated conditions and ship-specific characteristics, was carried out. See Part III (of this Manual) Risk Assessment.

1.2 Purpose of this Plan 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, in a safe and effective manner. On the one hand sadly many MOB situations have ended in tragedy with the casualty brought successfully alongside the boat or vessel but the crew are unable to recover them from the water. Or during the transfer of the person from the water to the ship additional injuries resulted from impacts with the ships side or other structures, including the recovery appliances itself. And on the other hand, in this age of mass media and live action video a glamorised view of search and rescue has distorted the reality of our work. This has given would be rescuers some dangerous ideas. On television the rescues, even the live action ones, always work out. The networks will show rescuers taking unwarranted risks and being successful in their dangerous heroic rescue attempts. The reality is, if you make a habit out of risking your life during rescue operations you will end up dead. Dead rescuers are not effective or popular. There is no room for heroics only well planned co-operative actions.

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2 Management Policy The company works in compliance with the relevant requirements of the International Safety Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code), as adopted by IMO with regulation A.741 (18). On joining the vessel, personnel should be familiarised with the location and handling of Life Saving Appliances as stated in this plan. Personnel should be trained to recognise how certain types of equipment can be used to recover persons from the water.

3 Roles and Responsibilities 3.1 Responsibility of Master The initiation or continuation of recovery operations should be at the discretion of the master of the recovering ships, in accordance with the provisions of SOLAS regulation III/17-1. The use of ship's rescue craft and equipment must be for the master to decide, depending on the particular circumstances of the incident. Allowable circumstances, including operational methods to be employed and analysis / mitigation of hazards involved, are referred to the Risk Assessment Manual and Ship specific information (Annex 2). 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’s master can decide when this is the case. Master has to establish programs and should carryout drills for emergency actions of recovery.

3.2 Duties of the Crew 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. For references see Annex 4.

3.3 Training and Familiarization Drills should ensure that crew’s competence and familiarization with the plans, procedures and equipment for recovery of persons from the water. Such exercise may be conducted in conjunction with routine man overboard drills, and in this case records to be maintained in relevant documents (Drill records / Safety meetings).

3.4 Record keeping 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. Familiarization form see Annex 1

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4 Principles of Operation 4.1 General Recovery of a person from the water into a boat or vessel can be a challenge, even to the most experienced crew. Unless the boat / vessel carry specialist recovery equipment, the operation relies upon the strength and skill of the crew.

4.2 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’s 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 - maybe so many people. 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. 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.

4.3 Plans and Documents These plans are to be used along with this manual: - General arrangement plan - Fire and Safety Plan - SOLAS Training Manual

4.4 Recovery operation from water There are several ways to get a person back on board. While they differ in their steps and approach, they all have a few things in common. The first thing that should happen is that the crew is made aware of the situation, by someone hailing, “Man overboard” and / or a round call after receiving a distress message. Some methods work better than others depending on the weather and sea conditions, the kind of rescue craft and the experience level of the crew. Crewmember-overboard recovery methods will be constantly improving during drills. While undergoing the recovery operations, ship’s crew have to refer the procedures stipulated in Annex 5 to this document. The Risk Assessment to this document (see Risk Assessment Manual) 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 (Annex 2); .2 Freeboard of the ship (Annex 2); .3 Points on the ship to which casualties may be recovered (Annex 2); .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; and

.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)).

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Ship-specific Arrangements Please refer to the Fire and Safety plan and SOLAS training manual for the details of Life saving appliances and equipment carried onboard.

4.5 Safety precautions General: Consider the effects of the recovery process on the casualty and yourself, with equal importance. Good technique prevents injury. Safety first! Before a crew member leaves the safety of the accommodation to help a person back on board, make sure they are WEARING A LIFEJACKET, with a deck safety harness and life line in place if possible. 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. 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. As with any safety equipment, it is no good just receiving a new device and storing it in a locker until you need it! You must read the instructions thoroughly and make sure you understand how it is supposed to work. Where practical, and ONLY IF IT IS SAFE, you should practice deploying the equipment to see how it is best used on your own vessel. Master should take necessary precautions as described in the Risk Assessment to this document. Additional during a drill: If you demonstrate recovery of a person from the water, ensure that all persons involved have suitable conditions and are appropriately dressed. Then apply the following principles: • Choose a safe area for practise • Never demonstrate or practice a moving MOB exercise with a person, always use a dummy • Keep a good look out • Inform the traffic in vicinity • Ensure the used motorised boat is stationary with the engine off / stopped (no movement of the propeller)

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ANNEX 1 – Familiarization form

Date

Name

Rank

Signature

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ANNEX 2 – Ship specific details

1. Manoeuvrability of the ship see Wheelhouse poster and attached Pilot card

2. Freeboard of the vessel

In ballast conditions

In full loaded conditions

3. Most suitable boarding area for

recovery operation with lowest

freeboard and available rigging

points

Pilot boarding area

(designated rescue zone)

Position on board

4. Any suitable hull opening(s)

NIL Position on board

5. Means of recovery (#):

5.1 Rescue boat Capacity (persons) Location on board

6 See FF/LSA Plan

5.2 Life boat Capacity (persons) No.: Location on board

NIL See FF/LSA Plan

5.3 Life raft Capacity (persons) No.: Location on board

10/10 2 See FF/LSA Plan

5.4 Climbing devices

Type: No.: Location on board

Pilot ladders 2

Embarkation

ladders (Life raft)

2

Type: No.: Max. persons nominated:

Gangways 1

Rescue nets NIL

5.5 Lifting devices

Type: No.:

Gantry crane (hatch cover) 1

Davits 1

5.6 Other equipment providing support

Life buoys(inclusive in

spare)

No.:

Rescue sling

/basket

No.: Location on board

NIL

6. Sources of illumination

Type: Source of power

fixed floodlights Main and emerg. power

supply

Portable searchlights /

torches

accumulators

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7. Personal Protective Equipment

Type No.: Location on board

Immersion suits See FF/LSA Plan

Life jackets See FF/LSA Plan

Inflatable working

vests

Safety harnesses

Life lines

Thermal protective

suits

Helmets / hard hats Each crewmember

# That means all available items, including spares, as suitable for recovery operations

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ANNEX 3 – Adverse weather condition

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ANNEX 4 – Duties of the crew

Bridge team

Rank Function Duties

Captain Team leader Overall responsibility (see MOB duties)

Engine room team

Rank Function Duties

Ch. Eng. Team leader Engine operation observation

Rescue team

Rank Function Duties

2rd Officer Team Leader Communication with bridge team, steering the boat during rescue operation

Deck Rating (AB-1) Boat crew Preparing boat for launching, recovering of persons from the water

Engine Rating (OS/WI) Boat crew In charge for boat engine, recovering of persons from the water

Support team

Rank Function Duties

CH. Officer Team leader Communication with bridge team, instructing team members

Deck rating (AB-2) Team member Operating boat davit, rescue operation, standby swimmer

Cook Team member Medical assistance

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ANNEX 5 – Procedures recovery operation

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Recovery method: A) Pilot ladder rigging After Captains order designated rescue team and support team rig the pilot ladder on designated rescue zone. Ensure pilot ladder is safely rigged (safe rigging points, sufficiently lowered to the water line, rescue zone free of obstructions). Prepare additional rescue equipment for immediate use (life buoy with line, safety harness, life line, thermal protective suit, first aid kit, stretcher etc.) If the person in the water is physically capable to fasten the safety harness and climb up the pilot ladder by himself/herself the members of the support and rescue team should secure and assist him/her by pulling the connected life line. If the person is physically incapable of helping him-/herself at least one member of the support team (designated standby swimmer) has to climb down to assist the person in the water to fasten the safety harness. The remaining members of support and rescue team on deck attempt to lift the person by pulling the life line. If you can avoid lifting the person out of the water vertically, do it. If you must lift the person out vertically, get them laying down immediately once on board. Recovery method: B) Motorised rescue craft launching Depending on the current situation it is advisable to make a good lee to facilitate the launching and recovering of the boat. Further methods to use the motorised rescue craft e.g. to tow a life raft are part of the regular MOB drills. After Captains order designated rescue team (boat crew) embarks the motorised rescue craft and lowers it to the water. IMPORTANT: Keep painter always tight during lowering to prevent turning of boat and minimize impacts against the ship’s side, otherwise boat, engine or persons might be damaged or hurt! Proceed to the person(s) in the water. Keep your bow into the wind, with the person in the water ahead of you. When the person is alongside put throttles into neutral position. Do not touch the throttles until the person is onboard, or well past and clear of the engines. Keep the person(s) in the water on the upwind side of the boat. Throw one end of a line to the first person and ask he or she to grab hold of it Keep your centre of gravity inside of the boat and ensure you have a good footing. Be careful in retrieval. Persons in distress have pulled many would-be rescuers into the water. Loop the line under the person arms and around their chest, the two ends meeting in the middle of the chest Hold the line with both hands at their chest and ask the person if he/she is ready Bob them up and down in the water three times (not in over their head) and on the third count, pull the person up and across the rail Rotate the person onto their back as you haul him/her on-board, then lie the person down gently on the deck face up Repeat the above described procedure to recover other persons from the water During the rescue operation the communication between rescue team and bridge team should be maintained and the progress of the rescue operation should be always submitted Proceed back to the vessel. The decision how to recover the boat, the boat team and rescued person(s) depends on the physical capability of the rescued person(s) and current sea and wind conditions. The best recovery practice is to hoist the boat including crew and rescued person(s) back on board. If it is impracticable to act as described above the rescued person(s) has to be pulled up by the support team or is capable to climb up by himself/herself the pilot ladder at the designated rescue zone. If the person has to be lifted that has to be done as horizontally as possible.

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Recovery method: C) Life raft usage This method will describe how to rescue persons in adverse weather conditions and the risk to launch a motorised rescue craft is too high. After Captains order the life raft will be inflated and safely secured alongside. Preferably the life raft should be inflated on deck, if possible, and secured by additional rope(s). The intended rescue operation should be communicated with the person(s) in the water (hand signals, lights, shouting etc.). Two possible situations: 1. If the person in the water is physically capable to reach the life raft by him-/herself it can be used as platform. In the case it is not possible for him/her to embark the life raft, at least one member of the support team (stand by swimmer) should climb down to give assistance taking into account the safety precaution (see Manual 4.5). 2. In that case it is not possible to go as close as necessary to person(s) in the water the life raft should be used to cover the distance between. For this purpose the life raft should be veered out safely with due regards to prevailing wind and current conditions. The person(s) in the water should try to embark the life raft or at least to hold on to the grab lines. Than the life raft has to be brought alongside by means of heaving the line(s) and/or vessel manoeuvres. In the case it is not possible for him/her to embark the life raft, at least one member of the rescue team (stand by swimmer) should climb down to give assistance taking into account the safety precaution (see Manual 4.5). Loop a line under the person arms and around their chest, the two ends meeting in the middle of the chest Hold the line with both hands at their chest and ask the person if he/she is ready 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. The decision how to recover the life raft including all occupants depends on the physical capability of the rescued person(s) and current sea and wind conditions. The best recovery practice is to hoist the life raft) back on board. If it is impracticable to act as described above the rescued person(s) has to be pulled up by the support team or is capable to climb up by himself/herself the pilot ladder at the designated rescue zone. If the person has to be lifted that has to be done as horizontally as possible.

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Recovery method: A) Utilization of all available and suitable equipment After Captains order designated teams start their assigned duties. You can also help those in distress while you ready your ship for the recovery operation by making a lee for them. Designated rescue team (boat crew) embarks the motorised rescue craft and lowers it to the water. IMPORTANT: Keep painter always tight during lowering to prevent turning of boat and minimize impacts against the ship’s side, otherwise boat, engine or persons might be damaged or hurt! Designated support team should veer down on lines all suitable buoyant items (lifebuoys, lifejackets etc) to those in distress, to get hold of them. If the recovery operation looks like it might be protracted, one or more of your own life rafts can be deployed. Remember, however, that a life raft might drift faster than those in distress can swim. You will need to guide it to the people you are assisting, and this means making a line fast to the raft before deploying it: do not rely on the rafts own painter, which may tear away.

Rig the pilot ladder on designated rescue zone and other climbing aids (suitable nets etc). Ensure climbing aids are safely rigged (safe rigging points, sufficiently lowered to the water line, rescue zone free of obstructions). The motorised rescue craft primarily should proceed to those in distress who need urgent help (without any flotation aids, far off the vessel, obviously injured etc.). This will be a repetitive process. The large number of persons being now in a position from which they can be recovered is a huge task for the ships crew. An additional critical factor is the condition of the people to be recovered. It may be best to bring at least some of the more capable survivors aboard first. You will probably be able to recover more capable people more quickly than you can recover the incapable, and, once aboard, they may be able to help you, by looking after other survivors for example. On the other hand, some of the most capable should also be among the last to be recovered, as you will need them to help prepare the incapable for recovery. A wide range of capability may be found across a group of people to be recovered, so that some of the group will be able to climb unaided on deck while others will need assistance. The aim is to retain control of the recovery process overall: loss of control by individuals can be tolerated unless it directly affects other’s safety. In the case of persons need assistance at least one member of the support team (stand by swimmer) should climb down to give assistance taking into account the safety precaution (see Manual 4.5). Loop a line under the person arms and around their chest, the two ends meeting in the middle of the chest Hold the line with both hands at their chest and ask the person if he/she is ready 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. The members of the support team on deck attempt to lift the person by pulling the line. If you can avoid lifting the person out of the water vertically, do it. If you must lift the person out vertically, get them laying down immediately once on board. Recovery method: B) Without motorised rescue craft launching This recovery method is based in the main on recovery method A) as described above. The only difference is that the motorised rescue craft will not be employed due to the environmental conditions (see Annex 3 adverse weather conditions).

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ANNEX 6 – Checklist to recovery operation

Vessel

Date

Environmental conditions

Wind (speed / direction)

Sea (wave height / direction / period)

Swell (height / direction / period)

Tide / Current (rate / drift)

Weather (rain / snow / temperature)

Visibility (miles / day / night)

Other ship(s) in vicinity

Vessel name / IMO number

Distance to incident area

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Scene of incident information

Time of distress received

Position of incident area

Position of vessel

Distance to incident area

ETA to incident area

Type of incident

Number of persons to be rescued

A copy of the distress message has to be attached to this document (if applicable)

History of Activities

Crew alerted (Time / Position)

Vessel ready to response (Time)

Crew mustered at team stations (time)

Decided rescue equipment (list)

Readiness of rescue equipment (time)

First casualty located (time)

Rescue craft launched (time / position)

Rescue craft at scene of incident (time)

First casualty recovered (time)

Last casualty recovered (time)

Number of casualties recovered

Rescue craft returned on board (time)

End of recovery operation (time / position)

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Part II

Requirements, Regulations and Guidelines

I:\CIRC\MSC\01\1182.doc

INTERNATIONAL MARITIME ORGANIZATION 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: 020 7587 3152 Fax: 020 7587 3210

IMO

E

Ref: T6/6.01 MSC.1/Circ.1182 31 May 2006

GUIDE TO RECOVERY TECHNIQUES 1 The Maritime Safety Committee, at its eighty-first session (10 to 19 May 2006), with a view to providing specific guidance to seafarers on recovery techniques, approved the Guide on recovery techniques, prepared by the Sub-Committee on Radiocommunications and Search and Rescue at its tenth session (6 to 10 March 2006), as set out in the annex. 2 Member Governments and international organizations in consultative status are invited to bring the annexed guide to the attention of all concerned, in particular distribution to seafarers. 3 Member Governments, international organizations and others concerned are encouraged to enhance the attached Guide with pictorial and other relevant information, as appropriate.

***

MSC.1/Circ.1182

I:\CIRC\MSC\01\1182.doc

ANNEX

GUIDE TO RECOVERY TECHNIQUES 1 INTRODUCTION: YOUR PART IN RECOVERY AT SEA 1.1 As a seafarer, you may suddenly be faced with having to recover people in distress at sea. This might be a person overboard from your own ship � a fellow crew member, or a passenger � or your ship might be responding to someone else�s emergency; for example a ship abandoned because of flooding, fire or a ditched aircraft. 1.2 You may have to prepare, with little or no notice, to recover people � maybe very many people. Whoever they are, their lives may be in your hands. 1.3 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. 1.4 The recovery process is often far from simple. For example, it may be complicated by:

.1 difference in size between your ship and the survival craft: survivors may have to climb or be lifted considerable distances to get into your ship;

.2 differences in relative movement between your ship and the survival craft

alongside: it may be difficult to keep the survival craft alongside and for survivors to get onto ladders etc or in through shell openings; or

.3 physical capability of those to be recovered: if they are incapacitated, they may be

able to do little or nothing to help themselves. 1.5 This guide discusses some of these underlying problems, as well as some of the solutions. It suggests some practical recovery techniques which have been used successfully to recover people in distress. 2 AIMS OF THIS GUIDE 2.1 This guide focuses on recovery and the work you may have to do to achieve it. The need for recovery is rare, and your ship may not be designed for the task. However, you may find yourself faced with having to attempt it. 2.2 This guide is intended to be used as a reference document. You should read it now and you should refer to it again while proceeding to the scene of the emergency, as part of your preparation for the recovery operation.

MSC.1/Circ.1182 ANNEX Page 2

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2.3 The guide�s principal aims are to help you � as master or crew of a responding ship � to:

.1 ASSESS and decide upon appropriate means of recovery aboard your own vessel; .2 TRAIN in the use of these means of recovery, in general preparation for

emergencies; and .3 PREPARE yourselves and your vessel when actually responding to an emergency.

2.4 This guide supports the recovery guidance in Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, �MOBILE FACILITIES�, which should be available on board. Additional guidance is also in the Appendix to this guide. 2.5 Recovery � getting people in distress into your ship � is just a part of the overall rescue operation. For guidance on SAR operations as a whole you should refer to the IAMSAR Manual. 2.6 For simplicity, this guide refers to lifeboats, liferafts, etc. as �survival craft�. It is also possible that you will be recovering people from other small craft such as: small SAR units; directly from small vessels in distress such as yachts or fishing boats; or from the water, etc. In general the same recovery principles apply throughout. 3 THE TASK OF RECOVERY: POSSIBLE PROBLEMS 3.1 When proceeding to the scene of an emergency at sea, it is likely that you will only have limited information about what you will find when you get there. What you may well find are people in survival craft or in the water. You should prepare for their recovery. 3.2 Unless it is properly prepared for, the recovery process may be a difficult and dangerous operation. The following list covers some of the problems which you may have to face.

.1 Recovery from survival craft is not simple � see paragraph 3.3 below. .2 In a rapid or uncontrolled abandonment, when not everybody has been able to get

into survival craft, you may also find people in the water, or clinging to floating wreckage, etc. These people are less likely to be able to help themselves than if they were in survival craft. Nor will they survive so long.

.3 People may still be aboard the craft in distress and direct recovery may be

required without the intermediate use of survival craft. .4 Small craft are especially vulnerable if they are in close proximity to your ship.

Their masts, rigging or other gear may become entangled and there is the danger of crushing or other damage as the two vessels move in the seaway.

.5 People may need to be recovered from other places which they have reached

before your arrival (rocks, reefs, sandbanks, shorelines only accessible from the sea, navigational marks, moored vessels, etc.).

MSC.1/Circ.1182 ANNEX

Page 3

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.6 In addition to recovering people yourself, you may have to receive people from other SAR units such as rescue boats or helicopters. These units may wish to transfer people to your ship rather than take them directly ashore, so that they can return to pick up others more quickly. Many of the problems associated with recovering people from survival craft also apply to the transfer of people from (small) rescue boats into (large) ships.

.7 Transfer from helicopters has its own special requirements, including training and

preparation on board � see IAMSAR Volume III Section 2: �Helicopter operations�. 3.3 There are likely to be further complications, even after a controlled evacuation in which people have entered survival craft successfully.

.1 Types of survival craft vary.

.1 Powered survival craft may be able to manoeuvre themselves alongside the recovering ship (your ship), but those without power cannot do so.

.2 Many survival craft are covered and these covers may not be removable.

Covers assist survival while waiting for help to arrive, but they can get in the way during the recovery process. Getting out of enclosed survival craft may be difficult when the craft is in a seaway, particularly if the exit points are small and difficult to negotiate.

.2 Those awaiting recovery may lack the ability to help themselves or to help others

to help them. This may be because of injury, illness (including seasickness after a period in a survival craft), the effects of cold or heat, age (whether elderly or very young) or infirmity.

.3 It is likely that people awaiting recovery will have little or no experience of transferring between small craft like their survival craft and larger ones such as your ship. For example, stepping onto a pilot ladder and then climbing it is not difficult for a fit person used to doing so, but this may be effectively impossible for others.

.4 There may be language difficulties. If instructions are not properly understood,

the consequences may be dangerous. You may not have a language in common with the person to be recovered and, even when you do, they may not understand your instructions.

.5 There may be a large number of people to recover. In the case of a passenger ship,

this number may amount to hundreds or even thousands of people. This possibility brings additional problems with it, including:

.1 SCALE: the sheer size of the problem can be daunting and the stress of the

situation may lead you to lose focus and efficiency. .2 PRIORITY: who should be recovered first? It is clear that people in the

water should take priority over those in survival craft. It is less clear whether the injured or infirm should take priority over the more capable, who can be recovered more quickly.

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.3 RESOURCES: facilities aboard your ship may become overwhelmed. Survivors will need shelter and, subsequently, warmth, water, food and, probably, some medical attention.

.4 PEOPLE: you will need sufficient numbers of people to navigate your ship,

operate the means of recovery and escort those recovered to shelter. 4 PLANNING FOR RECOVERY 4.1 The circumstances you find when you arrive at the scene will differ from incident to incident; but general planning can, and should, be done. 4.2 In planning how best to bring people aboard your ship, you should consider:

.1 who will be required for the recovery process; .2 who will manage the ship in the meantime; .3 what can be done to help people prior to recovery; .4 the means of recovery available to you; .5 where on the ship the survivors should be taken after recovery; .6 how they will be looked after once they are aboard; and .7 how you will keep your own crew and passengers informed of what�s going on.

4.3 Effective recovery of survivors will only occur through planning and preparation:

.1 have a plan; .2 make sure everyone understands the plan and their own place in it; .3 be prepared; and .4 have everyone ready, with all the equipment they need, before commencing the

recovery operation. 4.4 You may not have much time to think about details when the emergency happens; but if you have thought about your capabilities beforehand and you have trained to use them effectively � in short, if you are prepared � you will not need much time. 4.5 Remember that plans are of no use unless you know how to put them into effect. This requires training, and the testing of both plans and training by exercise.

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5 PROVIDING ASSISTANCE PRIOR TO RECOVERY 5.1 People can still die after you have found them but before you can get them on board. Recovery takes time � and those in distress may not have much time, especially if they are in the water, unprotected and/or unsupported. You should be ready to help them stay alive until you are able to recover them. 5.2 Depending on how long the recovery is likely to take, they may need:

.1 buoyancy aids such as lifebuoys, lifejackets and liferafts; .2 detection aids such as high-visibility/retro-reflective material, lights, a SART and

an EPIRB; .3 survival aids such as shelter, clothing, drink, food and first aid supplies; and .4 communications equipment such as a handheld radio, for example.

5.3 The simpler buoyant items � lifebuoys in particular � can be dropped or thrown to those in distress on an early pass by the ship. If possible, contact should be established by messenger (e.g. rocket line, rescue throw-line or heaving line) and the items passed under control. Remember that not all lines are buoyant, and that you will need to get them very close to those in distress if they are to have a chance of seeing and getting hold of them. 5.4 Buoyant items may be veered down to those in distress while the ship stands clear, by drifting them down on lines made fast to a lifebuoy, for example, or by towing them into a position where those in distress can get hold of them. 5.5 If the recovery operation looks like it might be protracted, one or more of your own liferafts can be deployed. Remember, however, that a liferaft might drift faster than those in distress can swim. You will need to guide it to the people you are assisting, and this means making a line fast to the raft before deploying it: do not rely on the raft�s own painter, which may tear away. 5.6 You can also help those in distress while you ready your ship for the recovery operation by making a lee for them or, if contact can be established by line, by towing them out of immediate danger such as that posed by the wreck itself or by spilt hazardous cargo, or by a lee shore. 6 THE RECOVERY PROCESS 6.1 During the recovery process itself, there will be three basic tasks to complete:

.1 bringing people to the side of the ship so that they can be recovered; .2 getting people into the ship; and .3 dealing with them once they are aboard.

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6.2 Some information on each of the above tasks is given below. Think carefully about each of them in your planning and preparation. If you have done so, the recovery process should be easier when you have to carry it out.

.1 PREPARE your means of recovery before you arrive at the scene; .2 PREPARE yourself and your crew before you arrive at the scene. Everyone should

know their duties and stick to them as much as possible; .3 PREPARE on-board communications, so that lookouts and the recovery team will

be able to communicate readily with the Bridge team; .4 THINK about the approach before making it:

.1 DETERMINE what will be the most significant factor in creating a lee for the casualty � wind, sea or swell;

.2 ASSESS navigational hazards on scene; .3 DECIDE on which side you want to make the lee, bearing in mind your own

ship�s manoeuvring characteristics; .4 CONSIDER running by the casualty first, if time permits, to help you make

your assessment; .5 CONSIDER stopping well short of the casualty during the final approach, to

get the way off your vessel and to assess the effects of wind, sea and swell when stopped/at slow speeds;

.6 APPROACH with the significant element (wind, sea or swell) fine on the

weather bow and your recovery target fine on the lee bow; and .7 as you come up to the craft or person in the water, TURN AWAY from the

weather and stop to create the lee, with your recovery target close on your lee side;

.5 ENSURE that you have sufficient lookouts who can communicate with the Bridge.

Remember that during the final approach to a survival craft or a person in the water they may not be visible from the Bridge;

.6 ENSURE that the lookouts know their duties; and .7 BE READY to receive craft and/or people alongside, with boat ropes rigged and

other equipment (including safety lines and buoyant equipment) ready to hand. 7 BRINGING PEOPLE TO THE SIDE OF THE SHIP 7.1 If people in survival craft or in the water cannot put themselves in a position from which they can be brought safely aboard the recovering ship, someone (or something) has to go and get them.

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7.2 Manoeuvring a large ship in a seaway to come alongside, and then remain alongside, a small target like a survival craft or a person in the water will be difficult.

.1 The main danger in this case is that of running over and/or crushing the target. .2 It is also possible to over-compensate for that risk, so that the survival craft or

person will be missed because still too far away. .3 Both your ship and the target are likely to be affected, unequally, by wind, sea

state, and water currents. 7.3 There may be other factors which make this task more difficult still. Be prepared for them. For example:

.1 Room to manoeuvre may be limited by nearby navigational hazards, or there may be more than one survival craft in the area: you may have to avoid some while manoeuvring alongside another.

.2 Beware of running down people in the water (who may be very hard to see) while

making your approach to your chosen target. Post good lookouts with direct communications to the Bridge while in the incident area.

.3 Although powered survival craft may be able to get themselves (and other units

they are towing) alongside your ship and keep themselves there, this can be difficult in a seaway. In rough seas, the survival craft or the people aboard them may be damaged if thrown against the ship�s side. Have boat ropes ready, and fenders if you have them.

.4 People in the water may be able to swim (over short distances) to get to the ship�s

side. It is possible that people will enter the water from survival craft in order to do so as you approach, although they should be told not to if possible � at least until you are ready to recover them.

7.4 Overcoming the problems of manoeuvring is a matter of seamanship � and of preparation. Manoeuvring your own ship at slow speed, judging its movement and that of the survival craft or person in the water, is a skill. Appropriate training should be encouraged by owners and operators of all ships. 7.5 However, it may be unsafe � or simply impossible � to bring the survival craft or the people in the water alongside your ship directly. You may have to find another way of reaching them. One way to do this is to launch a rescue craft from your own ship, if this can be achieved safely. 7.6 Launching a rescue craft will serve three purposes:

.1 it will make the final approach to the target easier; .2 primary recovery (into the rescue craft) will be easier, because of the rescue

craft�s lower freeboard and similar motion to that of the target; and

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.3 completing the recovery by returning to the ship and being lifted back aboard using the rescue craft�s own recovery system should also be easier � always provided that it can be done safely.

7.7 Only limited numbers of people can be brought aboard on each occasion, but this may be a safer option than direct recovery. It also introduces a number of control measures, allowing more time for dealing with those who have been recovered once they are aboard the ship. 7.8 The best lee for launching and recovery of rescue craft is likely to be obtained by putting the sea on a quarter, steaming slowly ahead, and doing the boat work on the opposite side. 7.9 For most ships, however, launching rescue craft may only be an option in reasonably good weather conditions. In moderate sea conditions or worse, launch and recovery may be too hazardous, putting your own crew into danger and making an already difficult situation worse. 7.10 The use of your own rescue craft must be for the master to decide, depending on the particular circumstances of the incident. Factors to consider include:

.1 the severity of the risk to those in distress: can they be left where they are until more suitable help arrives (supported in other ways by the assisting ship in the meantime � see below) or are alternative means of recovery available;

.2 on scene weather conditions: particularly sea state, but also wind strength and

direction, ambient temperatures and visibility; .3 the capability of the rescue craft:

.1 the efficiency of the rescue craft launch and recovery equipment; .2 the competence and experience of the rescue craft�s crew; .3 the availability of personal protective equipment for the rescue craft�s crew; .4 the effectiveness of communications between the rescue craft and the

recovery ship; .5 the proximity of navigational hazards to the rescue craft; and .6 the rescue craft�s ability to navigate, whether independently or conned

from the ship, so as to avoid hazards and to locate the person(s) in distress;

.4 the manoeuvrability of the recovering ship: can you get into a position to launch and recover the rescue craft safely; and

.5 the proximity of navigational hazards: limiting your ability to manoeuvre or to

provide alternative help to those in distress.

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7.11 An alternative to sending out a rescue craft is to pass lines to those needing recovery, so that they may be pulled alongside the ship. Rocket lines, rescue throw-lines and heaving lines may be used for this purpose, and all should be made available for use: lines will be needed in any event for securing survival craft alongside, etc. 7.12 Buoyant appliances such as lifebuoys or an inflated liferaft may be veered down to those in distress on secure lines, and then pulled back to the ship. 7.13 Streaming lines astern is another option, preferably with buoyancy and means of attracting attention to them attached � lifebuoys, for example, with lights at night. The ship should then be manoeuvred around those in distress so that they may take hold of the streamed line. Once this is done the ship may stop and those in need of recovery pulled alongside. 8 GETTING PEOPLE ABOARD THE SHIP: FACTORS TO CONSIDER 8.1 Once people are in a position from which they can be recovered, the next part of the task is to get them aboard the ship. This will depend on:

.1 the prevailing weather and sea conditions; .2 the condition of the people to be recovered; .3 the size of your ship; .4 your ship�s design; .5 the equipment available; and .6 the competency of those using it.

8.2 Weather and sea conditions on scene will be important, particularly the sea state.

.1 How is the recovery target moving in relation to your ship?

.1 In a seaway a large ship moves very differently to a small craft (or person) alongside her. The smaller target tends to react to every sea and swell wave, while the large ship does not.

.2 The recovery target in the water may be run down, crushed, capsized or

swamped by your ship, or it may be left behind. .3 It may be very difficult to transfer from a small craft onto your ship as the

two move vertically relative to each other. .4 Your ship and the recovery target will be subject to leeway in different

ways. Ship and target may be blown together or apart. Water currents may also have different effects on your ship and the target.

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.2 Your ship�s own movements will also be a factor.

.1 As the ship moves in sea and swell, people may be swung against the ship�s side as they climb or are lifted to an embarkation point.

.2 As people climb or are lifted into your ship, the craft they have just left

may rise on a wave, striking or trapping them against the ship�s side. .3 People may swing away from the side and collide with another hazard,

including the craft they have just left. 8.3 You should attempt to minimize the difficulties caused by rough seas. Consider the following when planning recovery operations:

.1 Try to keep sufficiently off the wind to reduce the ship�s roll and pitch and to create a lee. Find by experiment (if time permits) the position in which the recovery target lies most easily alongside.

.2 Steaming slowly ahead with the recovery target secured alongside and the weather

on the opposite quarter should ease differential movement, although it does introduce other risks. Craft may be damaged, lines may part, or people may fall into the water during the recovery operation, and drift astern.

.3 Try to secure survival craft alongside if possible, to prevent them being blown

away or left behind. .4 When lifting people, control lines should be rigged to the hoist and tended in an

effort to minimize swinging. .5 Safety lines should always be used to secure the casualty in case he/she is injured

and/or falls. .6 If the differential movement is too violent, you will need to consider other options. .7 It may be possible to transfer those to be recovered to an intermediate platform

such as a liferaft veered down to them, or acting as a fender against the ship�s side. .8 It may be necessary to have them enter the water, suitably equipped with flotation

aids and safety lines from the ship, to be pulled across a safety gap between the ship and the survival craft.

.9 Ultimately, however, the only option may be to abandon the attempt at recovery

and to stand by the target, supplying whatever assistance you can until a more capable recovery unit arrives or conditions ease.

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8.4 The condition of the people to be recovered is another critical factor. When responding to an emergency, you will usually not know the condition of those needing recovery until you arrive.

.1 People�s condition at recovery can range from the fit and healthy to the entirely helpless who, through injury, infirmity, hypothermia, or fear can do nothing to assist in their own recovery.

.2 This wide range of capability may be found across a group of people to be

recovered, so that some of the group will be able to climb unaided into the recovering ship while others will need assistance. It may be found in an individual: even the fit and experienced seafarer�s capability will erode over time, and may erode quickly. Weather conditions � ambient temperatures in particular � and the level of protection available prior to recovery are critical.

.3 You may find that people in distress are able to help themselves (and others). You

may find that you will have to do all the work yourself because they cannot, or can no longer, help themselves. You are likely to find a mix of these conditions.

.4 Fear is a factor deserving attention. Many of those awaiting recovery will be able

to deal with it; others may not. The latter may try to be recovered first or (if afraid for missing friends or family members, for example, or if simply afraid of the recovery process itself) they may resist recovery. In either case they may act dangerously. Be as ready as you can for such unpredictable behaviour, including having extra lifesaving equipment to hand in case someone ends up in the water. The aim is to retain control of the recovery process overall: loss of control by individuals can be tolerated unless it directly affects others� safety.

8.5 Be ready to deal with each of these possibilities. You should plan ahead, so far as is practicable.

.1 It may be best to bring at least some of the more capable survivors aboard first. You will probably be able to recover more capable people more quickly than you can recover the incapable, and, once aboard, they may be able to help you, by looking after other survivors for example. On the other hand, some of the most capable should also be among the last to be recovered, as you will need them to help prepare the incapable for recovery.

.2 Communications with those awaiting recovery are therefore very important.

A controlled and correctly prioritized recovery process should be established and maintained.

8.6 The size of your ship, relative to your recovery target, will affect differential movement, as discussed above. 8.7 It will also determine how far those being recovered have to climb or be lifted; which, in turn, may affect:

.1 how long recovery takes; .2 how many people can be recovered;

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.3 whether they are exposed to additional risks such as swinging against the ship�s side; and

.4 how anxious they are about the operation.

8.8 The ship�s design may make recovery simpler. A high-sided ship may be able to use low freeboard areas or openings in her hull such as pilot, bunkering, or cargo doors. 8.9 The best point of entry into the ship should be assessed with the prevailing conditions in mind. The questions to be considered include:

.1 Where can ladders or other climbing devices be rigged? .2 Where can lifting devices be used? What are the power sources and leads for such

devices? .3 Are there any low freeboard areas? Can they be safely accessed in bad weather or

difficult sea conditions? Can the means of recovery be rigged there? Can those recovered be safely removed from there to shelter?

.4 Are there any hull openings? Can they be safely accessed and opened in bad

weather or difficult sea conditions? Can the means of recovery be rigged there? Can those recovered be safely removed from there to shelter?

.5 If thinking of using accommodation ladders sited aft, is there a danger of survivors

or craft near the foot of the ladder being trapped under the hull as it tapers to the stern?

.6 Is there belting along the ship�s sides? If so this is a particular hazard to small

craft, with significant danger of the craft being trapped beneath it. Recovery points should be at any breaks in the belting.

8.10 The equipment available and the number of people competent to operate it are also key factors. If there aren�t enough people trained to operate all available means of recovery, or if the recovering ship has plenty of people but hasn�t prepared adequate recovery equipment, efficiency of recovery will obviously be impaired. .1 ASSESS your equipment. .2 PLAN its use. .3 ASSIGN people to operate it. .4 ENSURE that they know how to operate it. 9 GETTING PEOPLE ABOARD THE SHIP: CLIMBING AND LIFTING 9.1 The methods of recovery discussed in this guide are in addition to purpose-built means of recovery carried aboard the ship. They are methods that seafarers have used successfully in the past. Consider which ones can be used aboard your ship; or whether you can devise others.

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9.2 You may have to use these methods in the absence of purpose-built means of recovery; or in their place if they cannot be deployed in the prevailing circumstances. You may also need to use these methods as extra means of recovery if there are many people needing to be picked up � especially if recovery time is limited by likely survival times, or by the onset of darkness or bad weather, for example. 9.3 The following climbing devices should be considered:

.1 pilot ladders and lifts; .2 accommodation ladders; .3 your own survival craft embarkation ladders; and .4 other ladders and nets.

9.4 Some or all of these may be rigged, in most cases whatever the conditions. The following points should be borne in mind:

.1 Lifting survivors is preferable to having them climb a ladder or net � see below. .2 Ladders and nets should be so rigged as to minimize the climb; that is, where the

freeboard is lowest or at suitable openings in the ship�s side. .3 They should be rigged on the flat sides of the ship, away from bow and stern. .4 Their lower ends should be weighted so as to hang about two metres below the

water level, enabling people in the water to get onto them. .5 If possible, rig nets and Jacob�s ladders so that they hang clear of the ship�s side,

to enable people to grasp the rungs or cross-ropes more readily. .6 Pilot ladders � or, if they can be rigged safely in the prevailing conditions,

accommodation ladders � are preferable to nets and Jacob�s ladders. .7 All ladders and nets should be tended. .8 Safety lines should be deployed alongside them, with rescue strops or loops in the

end for the casualty�s use. These safety lines should be correctly secured and tended.

.9 A liferaft can be deployed at the foot of the ladder or net, to act as a transfer

platform. .10 People may not be able to make the climb. In such circumstances a crew member

from the recovering ship, wearing personal protective equipment and a safety line, may have to go down to assist.

.11 If people are incapable of making the climb, the ladder or net may have to be

recovered with them secured to it. For individual survivors, this may be possible manually. Alternatively a winch or other power source will have to be used.

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9.5 In general, lifting survivors is preferable to having them try to climb ladders or nets. The following lifting devices should be considered:

.1 cranes (including stores cranes, etc.), gantries, derricks; .2 davits; .3 windlass, winches; and .4 proprietary recovery devices.

9.6 The following points should be borne in mind:

.1 Lifting devices should be rigged so that those recovered can be lifted clear of hazards and landed on deck in a safe area.

.2 So far as possible, lines led from windlass or winches should be rigged so that the

casualty can be lifted above the deck edge. .3 Control lines should be rigged to the lower end of the lift, so that swinging against

the ship�s side can be limited. .4 The lower end of the lift should be equipped with at least a rescue strop or

a secure loop. .5 A purpose-built or improvised rescue basket, or a proprietary recovery device, is

usually better than strops and loops. .6 People who have been in the water, the injured and the incapable, should be lifted

in a horizontal or near-horizontal position if possible (for example, in a basket, or in two strops; one under the arms, the other under the knees). This minimizes the risk of shock induced by sudden transfer from the water and possible hypothermia.

.7 A crew member from the recovering ship, wearing personal protective equipment

and a safety line, may be able to go down with the lift to assist those incapable of helping themselves into the strop, loop, basket or other device.

9.7 The rescue basket mentioned above is a particularly useful recovery tool. It may be possible to improvise such a basket; but it is not an expensive piece of equipment and it is recommended that a purpose-built unit be carried on board.

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9.8 The rescue basket usually takes the form of a metal frame with floats/fenders around its perimeter and the lifting hook made fast to the top of the frame, clear of people inside. The basket floats partially submerged, so that people can easily enter it or be pulled into it. The floats double as fenders during the lift, should the basket swing against the ship�s side. Some baskets are designed to fold for ease of stowage. The size of the basket, and how many people it can lift at once, largely depends on the ship�s lifting capability. 9.9 The control lines mentioned above � usually rigged fore and aft along the ship�s side, and tended during the lift in order to steady the lift and minimize swinging � may be supplemented by a line to the survival craft. This line serves two functions. It may be tended by those still aboard the survival craft as an additional means of controlling the hoist�s lateral movements. It also serves to maintain contact with the survival craft throughout, so that the hoist may be brought back more easily to the survival craft for the next lift. 9.10 Your own ship�s Survival Equipment may be used for recovery purposes.

.1 Liferafts and lifeboats, left on the falls, may be used as lifts in relatively good conditions. Lowering these units to water level enables people to be transferred from survival craft and lifted to the recovering ship�s embarkation deck. It should be noted that:

.1 Any quick-release gear should be disabled. .2 Care will be needed not to overload davit winches not normally designed

to recover craft with more than their own crew aboard: people can usually only be recovered in small numbers by this method.

.2 Ships fitted with marine evacuation systems of the slide type can deploy them and

recover people by pulling them up the slide.

.1 Light ladders may be carried for deployment down the slide, to enable people to climb it unaided: this will usually be easier than climbing a ladder up the vertical ship�s side.

.2 Winches can be rigged so that people may be hauled up the slide on lines,

secured by rescue strops or loops. 9.11 A further option to consider, if winch-fitted Helicopters are on scene, is to use them as transfer lifts. People can be winched from survival craft directly onto the recovering ship � which is a quicker operation than taking them into the helicopter�s cabin first. The helicopter is effectively used as a crane. 10 STANDING BY WHEN PEOPLE CANNOT BE RECOVERED 10.1 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�s master can decide when this is the case.

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10.2 Assistance can still be given to those in distress, even if you cannot recover them. Standing by until other help arrives or conditions improve will:

.1 give comfort to the survivors, especially if communications can be established; .2 assist the Rescue Co-ordination Centre, as you will be able to provide updated and

detailed reports on the situation; and .3 assist other SAR facilities:

.1 your ship is easier for them to locate than a survival craft; .2 you can provide updated and detailed reports; and .3 units such as helicopters will be able to transfer casualties to you even

when you cannot recover them directly. 10.3 But, as discussed above, more direct help can also be given.

.1 Your own lifesaving appliances � liferafts in particular � can be deployed so that those in distress, particularly people in the water, can use them.

.2 If lines can be passed to survival craft, they may be kept out of immediate danger;

towed to a position where conditions are easier and recovery may be attempted; or even towed to a nearby place of safety.

.3 You can provide a lee for survival craft, protecting them from the worst of the

conditions, and making life a little easier for those aboard. .4 You may be able to supply more direct aid, passing supplies, including medical

supplies, to the survival craft � by floating them down on lines fast to a lifebuoy, for example, or by towing them into a position where those in distress can get hold of them.

11 IMMEDIATE CARE OF PEOPLE RECOVERED 11.1 Recovery does not end when the survivor sets foot on your deck. He or she still needs immediate help � and is still at some risk, in a strange environment and having been under great stress. 11.2 People recovered will need simple directions, and preferably an escort, to shelter, out of harm�s way. You should decide beforehand where you wish survivors to go aboard your ship, how they are going to get there, who will take them, and who will look after them once they arrive. This should include provision for people who are disorientated and perhaps unable to understand instructions. It should also include provision for those who are physically incapable of moving about the ship.

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11.3 Remember in particular the risk of shock induced by sudden transfer from the water and possible hypothermia. People, who have been in the water, the injured and the incapable, should, if possible, be taken from the water horizontally and should be carried in a horizontal or near-horizontal position. They should be placed in the unconscious position as quickly as possible and kept this way. Refer to guidance on the treatment of hypothermia. 11.4 You should also decide what you are going to do with the dead. Bodies may be recovered, or people recovered alive may die aboard your ship. Some immediate action should be taken, if it is only to remove them from the place where you are sheltering the living. Attention is drawn to guidance on the treatment of hypothermia and, in particular, to the advice that people suffering from hypothermia may appear to be dead, yet can still be resuscitated. Ask for medical advice. 11.5 Further guidance on the care of people recovered may be found in IAMSAR Volume III (�Mobile Facilities�) Section 2 �Care of Survivors�. As this further care is post-recovery, it is beyond the scope of this guide. You are recommended to refer to the IAMSAR Manual for help with the next stage of the rescue operation (see also appendix). 12 CONCLUSIONS 12.1 If you find yourself answering a distress call and faced with the prospect of recovering people at sea, it is certain that the circumstances will be unique � and it is possible that your response will have to be so too. 12.2 It helps to consider the possibilities beforehand: possible problems and possible solutions. It helps to plan and to prepare � and preparation means assessing the recovery options aboard your ship, and training in their use. 12.3 It could save a life (even yours!). It could save many lives.

.1 ASSESS the recovery options aboard your ship; .2 TRAIN in their use; and .3 PREPARE to save lives.

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APPENDIX ADDITIONAL INFORMATION BASED ON VOLUME III OF THE IAMSAR MANUAL GENERAL 1 The following is an extract from Volume III of the IAMSAR Manual: Mobile Facilities Volume. Volume III should be referred to for further guidance, for example on the transfer of survivors from helicopters and on the immediate care of survivors once successfully recovered. RECOVERY OF SURVIVORS BY ASSISTING VESSELS 2 Seafarers should consider how to recover survivors into their own vessels under various environmental conditions. Recovery methods include:

.1 using throwing rockets or heaving lines to pass lifebuoys and/or lines to survivors; .2 streaming a rope, with lifebuoys or other flotation attached; .3 rigging pilot ladders, Jacob�s ladders or nets, preferably clear of the ship�s side,

with safety lines. If survivors are unable to climb, ladders or nets may have to be recovered with the survivors secured to them. Where practicable:

.1 rig ladders or nets from pilot doors or other low openings; .2 deploy safety lines with rescue strops or loops; .3 use suitably equipped crew members to assist survivors directly; and .4 deploy a liferaft with the ladder or net to act as a transfer platform;

.4 pulling survivors up suitable marine evacuation systems; .5 deploying liferafts or lifeboats for survivors to hold onto, or climb into; .6 using rafts or boats as lifts, leaving them on the falls if conditions permit; .7 lifting survivors using gantries, cranes, davits or derricks, with lines rigged to

minimize swinging against the ship�s side; .8 deploying purpose-built or improvised recovery baskets; .9 rigging a boat rope for boats and survival craft to secure alongside; and .10 lowering embarkation ladders.

3 Any lights in use must not be directed towards helicopters operating in the area.

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4 Survivors in the water should be lifted in a horizontal or near-horizontal position if possible (for example, in two strops; one under the arms, the other under the knees) to minimize the risk of shock induced by sudden transfer from the water and possible hypothermia. 5 Assisting vessels should also be prepared to receive survivors from helicopters.* 6 When the risks involved in recovery operations outweigh the risks of leaving the survivors in life saving appliances, consider the following actions:

.1 using the ship to provide a lee for the survivors; .2 deploying life-saving appliances from the assisting vessel; .3 maintaining visual and communications contact with the survivors; .4 updating the co-ordinating authority; and .5 transferring essential survival and medical supplies.

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* Refer to IAMSAR Volume III Section 2: �Helicopter Operations�.

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MSC.1/Circ.1185/Rev.1 30 November 2012

GUIDE FOR COLD WATER SURVIVAL

1 The Maritime Safety Committee, at its ninety-first session (26 to 30 November 2012), taking into account the considerable medical progress which has been made in recent years, approved the revision of MSC.1/Circ.1185 on the Guide for cold water survival, prepared by the Sub-Committee on Radiocommunications and Search and Rescue, at its sixteenth session (12 to 16 March 2012), as set out in the annex. 2 Member Governments and international organizations are invited to bring the annexed Guide to the attention of all concerned. 3 This circular supersedes MSC.1/Circ.1185.

***

MSC.1/Circ.1185/Rev.1 Annex, page 1

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ANNEX

GUIDE FOR COLD WATER SURVIVAL

1 Introduction This guidance is intended primarily for seafarers. It provides information which will help you if you are unlucky enough to fall into cold water, or have to enter it in an emergency, or have to use survival craft in cold conditions. It also provides information which will help seafarers, trained as first-aid providers, to treat those rescued from cold conditions. This guide briefly examines the hazards of exposure to the cold that may endanger life, and provides advice based on the latest medical and scientific opinion on how to prevent or minimize those dangers. It is a sad fact that people continue to die at sea through a lack of this knowledge. Knowing what is likely to happen if you are exposed to cold water is a survival aid in itself. A thorough understanding of the information contained in this booklet may some day save your life – or someone else's. It is most important to realize that you are not helpless to affect your own survival in cold water. Understanding your body's response and simple self-help techniques can extend your survival time, particularly if you are wearing a lifejacket. You can make a difference; this guide is intended to show you how. The guidance is laid out as follows:

an explanation of cold water hazards and their effects followed by sections on: actions to be taken prior to abandoning your ship that will improve your chances

of survival actions to be taken during the survival phase, whether in survival craft or in the

water the rescue phase treatment of people recovered from cold water or from survival craft in cold

conditions treatment of the apparently dead.

2 Cold water hazards and their effects: knowledge that can improve survival

chances An understanding of how your body reacts to cold air or water exposure, and knowing the steps you can take to help your body delay the damaging effects of cold stress, will help you stay alive. If you need to abandon your ship you should, if possible, avoid going into cold water at all. Cold water represents a much greater risk than cold air, partly because water takes heat away from the body much faster than air. Human beings cool four to five times faster in water than in air at the same temperature – and the colder the water is the more likely it is that you will suffer the physical reactions and medical problems described below. Therefore, you should try to enter survival or rescue craft directly, without entering the water.

MSC.1/Circ.1185/Rev.1 Annex, page 2

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The major threats of cold water immersion are:

drowning

hypothermia1

collapse just before, during, or after rescue.

Four stages of immersion have been identified. Each is associated with particular risks, and it helps to understand these and so be better able to deal with them. Initial responses to immersion in cold water may include:

inability to hold your breath

an involuntary gasp, followed by uncontrollable breathing

increased stress placed on your heart.

These responses are caused by the sudden fall in skin temperature. It is important to remember that they will last only about three minutes and will then ease. Remember too that, at this stage:

the fitter you are, the smaller the initial responses to cold water immersion and the smaller the chance of you experiencing heart problems

wearing an appropriate lifejacket, properly fitted, will decrease the risk by

helping to keep your airway clear of the water and reducing the need for you to exercise during this critical period

wearing appropriate protective clothing will also decrease the risk by slowing

the rate of skin cooling and thereby the size of the initial responses if you experience initial responses you should stay still for the first few minutes

of immersion, doing as little as possible until you have regained control of your breathing: a lifejacket or other source of buoyancy will help you do this

the period of possible self-rescue starts immediately after the initial responses

(if experienced), and before hypothermia sets in.

Short term immersion effects follow the initial responses. During this phase cooling of the muscles and nerves close to the surface of the skin – particularly in the limbs – can lead to inability to perform physical tasks. Swimming ability will be significantly impaired. (Swimming accelerates the rate of cooling in any event.) It follows that:

essential survival action that requires grip strength and/or manual dexterity – such as adjusting clothing or your lifejacket, or locating a lifejacket whistle or turning on a light, for example – should be taken as soon as possible after the initial responses to cold water immersion have passed

1 By medical convention clinical hypothermia is considered present when the "deep", or "core", body temperature

falls below 35°C (95°F): that is, when about 2°C (3.5°F) has been lost. With continued cooling consciousness will be progressively impaired and then lost; eventually death will follow. However, in cold water death from hypothermia itself is relatively rare. More of a threat is the loss of heat from the muscles: incapacitation may then lead to the casualty being unable to keep their airway – the mouth and/or nose – clear of the water, so that they drown. Hence the importance of being well clothed and wearing a correctly fitted and adjusted lifejacket.

MSC.1/Circ.1185/Rev.1 Annex, page 3

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you should not attempt to swim unless it is to reach a fellow survivor or a nearby shore, craft, or other floating object onto which you can hold or climb.

Stay calm. Evaluate your options. Can you reach a shore or floating object – knowing that your swimming ability will be less than normal? If not, stay where you are, conserve body heat (see below), and await rescue. Long-term immersion effects include a fall in deep body temperature (a cooling of your vital organs such as your heart, lungs and brain) to hypothermic levels. However, the rate at which your deep body temperature falls depends on many factors, including the clothing you are wearing, your physique, and whether or not you exercise in the water – by swimming, for example. Your temperature will fall more slowly if you:

wear several layers of clothing, including head covering – especially under a waterproof outer layer such as an immersion suit

keep still – this is greatly facilitated by wearing a lifejacket.

The rescue phase is the fourth stage of immersion you should focus on. A significant percentage of people die just before they are rescued; during their rescue; or just after it. This may be because of:

the way in which they are rescued relaxing too soon loss of buoyancy – actions such as waving, etc. may release air trapped in

clothing. Again, wearing a lifejacket removes this threat. It follows that: you should stay still in the water: blow a whistle or shout to attract attention –

but do not wave unless you are wearing a lifejacket or have some other aid to flotation

the rescue itself should be carried out appropriately (see the rescue phase,

below) you should maintain your determination to survive throughout: do not relax too

soon.

3 Actions prior to abandoning the ship Avoid abandoning for as long as safely possible: "the ship is the best survival craft". When abandonment is necessary there may be little time to formulate a plan, so careful planning beforehand is essential. Here are some things to remember should you ever have to abandon a ship:

Ensure distress alerts have been sent. If you have emergency location beacons – including personal beacons – switch them on, and leave them on.

If possible keep the emergency location beacon with you. Rescue units are most likely to find the emergency location beacon first.

MSC.1/Circ.1185/Rev.1 Annex, page 4

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Put on as many layers of warm clothing as possible, including your feet. Make sure to cover your head, neck, and hands. The outer layer should be as watertight as possible. Fasten clothing to improve insulation and to minimize cold water flushing in and out beneath the clothing.

If an immersion suit is available put it on over the warm clothing.

Put on a suitable lifejacket and secure it correctly. If in cold water you will quickly lose full use of your fingers. If the lifejacket is fitted with crotch and/or other retaining straps, make sure that they are pulled tight. They will hold the lifejacket in the right position, increasing buoyancy – you may not be able to tighten them once in the water. If the lifejacket is of the automatic inflation type, inflate it manually after leaving the interior of the ship but before entering the water.

If time permits drink a lot before leaving the ship: warm sweet drinks are best – but no alcohol: it can reduce the chances of survival in cold water. Take extra water with you if possible.

Before leaving the ship, or immediately after boarding the survival craft, take anti-seasickness medicine.

Avoid entering the water at all if possible. If you must go into the water, avoid jumping in. If davit-launched survival craft, a marine escape system or other means of dry-shod embarkation are not available use over-side ladders if you can, or lower yourself slowly, by means of a rope or fire hose, for example.

If jumping into the water is unavoidable, you should try to keep your elbows to your side and cover your nose and mouth with one hand while holding the wrist or elbow firmly with the other hand. Just before you jump look down to ensure the area beneath is clear of obstruction, and then jump with eyes fixed on the horizon to ensure you stay in a vertical position as you fall. Avoid jumping onto a liferaft canopy (you may injure yourself or people inside) and avoid jumping into the water astern of a liferaft still secured to the ship, in case the ship has some remaining headway.

4 The survival phase: in a survival craft You should try to enter the survival craft "dry". But this may not be possible, and the craft is unlikely to be dry itself. You can still cool to dangerous levels – especially if wet to begin with, partly because of the evaporation of water in your clothing. Even if wearing an immersion suit, or a so-called "dry" suit, you may still be wet. But stay calm: there are things you can do to improve your situation:

In survival craft without covers, try to give yourself a waterproof and windproof covering – plastic sheeting or bags, for example, if suitable clothing is not available.

Enclosed survival craft give you better protection from the elements, but may still become wet inside. Having checked that there are no other survivors able to reach the raft, close the covers as soon as you can, before your hands get too cold.

Try to avoid sitting in water: sit on your lifejacket if there is nothing else available.

MSC.1/Circ.1185/Rev.1 Annex, page 5

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Squeeze as much water as you can out of sodden clothing before replacing it, to reduce body heat loss through evaporation.

Huddling close to the other occupants of the survival craft will also conserve body heat – but ensure craft stability is not compromised.

Follow your survival craft training (water and food rationing, etc.).

Keep a positive attitude of mind about your survival and rescue: your will to live does make a difference! While you wait "Stay warm; stay alive" should be your motto.

5 The survival phase: in the water Because of the greater body heat loss in water, you are always better off out of the water than in it – despite how this may feel at first – and you are better off partially out of the water if you cannot get out of it entirely. After the initial responses have passed and you have regained control of your breathing, you should:

Orientate yourself and try to locate the ship, survival craft, other survivors, or other floating objects. If you were unable to prepare yourself before entering the water, button up clothing now. In cold water you may experience violent and distressing shivering and numbness. These are natural body responses that are not dangerous. You do, however, need to take action as quickly as possible before you lose full use of your hands.

Do not attempt to swim unless it is to reach a fellow survivor or a nearby shore, craft, or other floating object onto which you can hold or climb. Staying calm and still conserves heat.

If swimming, swim on your back, using only your legs if possible. The arms are critical to heat loss. Not using your arms to swim means that you can keep them folded over your torso to assist in insulation.

Swim downwind of a floating object if you are trying to reach it, rather than straight towards it. The wind will bring it in your direction. Once upwind of a liferaft, for example, you are unlikely to be able to reach it. Keep checking the object's location and your progress towards it. If you decide that you cannot reach it, stop swimming, stay calm and stay still.

The body position you assume in the water is very important in conserving heat. Try to float as still as possible, with your legs together, elbows close to your side, and arms folded across your chest. This position – which may only be fully achievable if you are wearing a lifejacket or dry suit – minimizes the exposure of the body surface to the cold water.

If the lifejacket is fitted with a spray hood, put it on. The hood protects the airways against spray while drifting in the water.

The floating body tends to turn towards on-coming waves, with the legs acting like a sea anchor. If you have to, paddle gently to maintain a back-to-wave position. Although this may increase heat loss, you need to protect your airway from wave splash.

MSC.1/Circ.1185/Rev.1 Annex, page 6

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Link up with other survivors if you can: it helps location and rescue.

Keep a positive attitude of mind about your survival and rescue. This will extend your survival time. Your will to live does make a difference!

6 The rescue phase: guidance for those engaged in search and rescue Search may have to come before rescue. Remember to:

Search long enough! Survival is possible, even after many hours in cold water.

Ask the Rescue Coordination Centre for advice; including on how long to keep searching.

Plan and prepare recovery methods for a variety of possible scenarios while searching. See the IMO's guidance on recovery, A Pocket Guide to Recovery Techniques.

Rescue Recovery from the water:

Be aware of the dangers to people in the water of vessel drift, including side-splash – waves generated or reflected by the hull.

Try to ensure that the survivor does not attempt to assist: full and coordinated use of their fingers and arms may not be possible, and lifting an arm to take hold of a rope can induce sinking and drowning unless they are wearing a lifejacket.

Encourage the survivor to keep "fighting for survival". Do not let them relax too soon.

Ideally, the survivor should be recovered in a horizontal or near-horizontal body position. Lifting a hypothermic person vertically can induce cardiac arrest. In a relatively high lift – up to the deck of a ship or into a helicopter, for example – use two strops or loops (one under the arms, the other under the knees) or other means of near-horizontal recovery: see the Pocket Guide to Recovery Techniques.

However, if the survivor's airway is under threat – as it may be if alongside a vessel of any size, even in calm conditions, because of side-splash – recover by the quickest method possible.

Keep the survivor slightly head-down during transport to a place of safety. In a fast rescue craft, for example, this will mean laying the survivor with his feet towards the bows.

If a rescue craft has been deployed, survivors recovered should if possible remain in the craft during its recovery.

MSC.1/Circ.1185/Rev.1 Annex, page 7

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Recovery from survival craft:

In high seas beware of swamping of enclosed craft on opening the hatch.

Beware of the possibility of rescue collapse on recovery. This is especially likely in survivors who have been adrift for a long time.

To avoid collapse employ the horizontal rescue procedures outlined above.

7 Treatment of people recovered from cold water Check for vital signs. Is the casualty breathing? Are they unconscious (unresponsive) or conscious? Begin appropriate First Aid as described below. See also the flow diagram in the appendix. Always obtain medical advice as soon as possible, even if the casualty has not been in cold water for long, and is conscious. Free advice may be obtained from a Telemedical Assistance Service (TMAS), which can be contacted via a Rescue Coordination Centre (RCC). Unconscious casualty Adopt standard First Aid procedures. If not breathing:

Check/clear airway; if still not breathing give two full rescue breaths.

Commence cardiopulmonary resuscitation (CPR) in accordance with First Aid training.

While awaiting medical advice continue CPR at a compression rate of 100 per minute, with two rescue breaths every 30 compressions.

Continue until exhausted if acting alone. If assistance is available, interchange every two minutes to avoid exhaustion.

If the cardiac arrest was not witnessed; if medical advice is still not available and none is imminent; and if there are still no signs of life after 30 minutes, stop CPR but treat the casualty in accordance with the advice in section 9 below.

If the cardiac arrest was witnessed, maintain CPR until you are either exhausted or receive medical advice.

If breathing but unconscious:

Transfer to a sheltered location.

Check for other injuries.

Place in the recovery position.

MSC.1/Circ.1185/Rev.1 Annex, page 8

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Beware of vomiting which is very common in seawater drowning.

Seek medical advice.

Monitor and record breathing and heart rate (neck/carotid pulse). An increasing breathing and/or heart rate may indicate the onset of drowning complications – and in a severely hypothermic person cardiac arrest can occur at any time.

Provide oxygen by mask, if available.

Provide additional insulation to prevent continued cooling. To provide protection against evaporative heat loss enclose in a large waterproof bag or sheeting.

Conscious casualty Short exposure (less than about 30 minutes): survivor is shivering

Survivors who are fully alert, rational and capable of recounting their experiences, although shivering dramatically, will recover fully if they remove their wet clothing and are insulated with blankets, etc. If their exposure has been relatively short, 30 minutes or so, they can be re-warmed in a hot bath, or seated in a shower2 – but only if shivering and while being supervised for early signs of dizziness or collapse associated with overheating.

Alternatively, for survivors who are shivering and alert, physical exercise will speed up re-warming.

Seek medical advice.

Long exposure (more than 30 minutes) and/or survivor is not shivering

Insulate to prevent further heat loss through evaporation and exposure to wind.

Avoid unnecessary manhandling – enclose in blankets and/or plastic, including head (but not face), neck, hands and feet.

Move to a warm, sheltered location.

Lay down in a semi-horizontal or half-sitting position (unless dizziness develops, when a horizontal attitude would be best).

Oxygen should be given if available.

If water was inhaled, encourage deep breathing and coughing.

Monitor and record breathing and heart rate (neck/carotid pulse) at 5-minute intervals for the first 15 minutes and then, if no change, at 15-minute intervals. (An increasing breathing and/or heart rate may indicate the onset of drowning complications – and remember that in a severely hypothermic person cardiac arrest can occur at any time.)

2 The bath or shower should be at a temperature of 39-41°C (102-106°F). Much less than this and the

survivor's body will continue cooling, even if the water feels "warm". If you do not have a thermometer, dip your bare elbow in the water: the heat will be tolerable at about the correct temperature, but not above it.

MSC.1/Circ.1185/Rev.1 Annex, page 9

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Seek medical advice.

When alert and warm it is no longer necessary to maintain a semi-horizontal or horizontal position.

Give warm sweet drinks – but no alcohol. If the survivor's condition deteriorates, refer to the treatment procedure for the unconscious patient, above. 8 Treatment of people recovered from survival craft Occupants who were exposed and dry for short durations (2 to 3 days), and are fully alert, may require treatment for mild hypothermia as described above for conscious immersion survivors. Occupants who are wet and cold and less alert will require to be recovered in a semi-horizontal position and should be treated in the same way as immersion casualties at the same level of alertness. Warm sweet drinks should be provided. Obtain medical advice. Free advice may be obtained from a Telemedical Assistance Service (TMAS), which can be contacted via a Rescue Coordination Centre. 9 The apparently dead What to do with people recovered apparently dead, showing no signs of life and extremely cold to the touch, is a very difficult question. In all probability they will indeed be dead, especially if there are witness reports from other survivors that they have been in that state for many hours. If, however, there are no such witness reports, the assumption must be that they may be alive but suffering from extreme hypothermia; that is, the heart may still be working but at a very reduced level of activity such that the pulse cannot be felt and the eye pupils are widely dilated. Always obtain medical advice as soon as possible. Free advice may be obtained from a Telemedical Assistance Service (TMAS), which can be contacted via a Rescue Coordination Centre. The apparently dead should be:

Recovered horizontally if possible and handled as if seriously ill.

The body should be gently placed in the recovery position in a warm sheltered compartment, and well insulated.

If still alive, the body can rewarm very slowly at an optimal rate to allow it to compensate, by itself, for the major internal fluid changes that occurred during the slow protracted cooling it endured.

MSC.1/Circ.1185/Rev.1 Annex, page 10

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Monitor and record pupil size and rectal temperature at hourly intervals

for 12 hours. If there is no change and there are still no other signs of life, then it can be assumed that the casualty is dead.

If, however, pupil size decreases then, possibly, the casualty is alive: commence monitoring and recording at 15-minute intervals, including checking for pulse and breathing.

If any sign of life is detected treat as for the unconscious immersion casualty. See section 7 above.

10 Summing up This guide has briefly explained how your body responds to cold, what you can do to help ward off its harmful effects and, finally, how to aid people recovered from the water or from survival craft. Let's sum up with some important reminders about survival. Follow them, for your life may one day depend on them.

Plan your emergency moves in advance. Ask yourself what you would do if an emergency arose. Where is your nearest exit to the deck for escape? Where is the nearest available immersion suit, lifejacket, SART, emergency location beacon and survival craft? How would you quickly get to your foul weather gear, insulated clothing, gloves, etc.?

Know how your survival equipment works. The time of the emergency is not the time to learn.

Even in the tropics, before abandoning ship put on many layers of clothing to offset the effects of cold. Wear an immersion suit if available.

Put on a lifejacket as soon as possible in an emergency situation – and adjust it correctly.

When abandoning ship, try to board the survival craft dry without entering the water.

Take anti-seasickness medicine as soon as possible.

If immersion in water is necessary, try to enter the water gradually.

The initial response to immersion in cold water will only last a few minutes: rest until you regain control of your breathing. (This initial response will not always occur, but is more likely with lower water temperatures/less protection.)

Try to get as much of your body as you can out of the water.

Swimming increases body heat loss. Only swim to a safe refuge nearby if the likelihood of early rescue is low and you are confident that you can reach it. Swim on your back, using only your legs if you can.

MSC.1/Circ.1185/Rev.1 Annex, page 11

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If trying to reach a floating object swim downwind of it, letting the wind bring the object to you.

If not swimming to a refuge, try to reduce your body heat loss: float in the water with your legs together, elbows to your side, and arms across your chest.

If you are not wearing a lifejacket, do not wave to attract attention. You will lose buoyancy if you have no lifejacket.

Force yourself to have the will to survive. This can make the difference between life and death. Keep your mind occupied and focus on short-term objectives.

Do not over-exert yourself during the rescue process: let the rescuers do the work – they are in a better condition than you.

Even while being rescued, do not relax too soon. Advance knowledge, planning, preparation and thought on your part can be the most significant factors in your survival – or in treating others who have been exposed to the cold. Familiarize yourself with the contents of this guide.

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LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

MSC.1/Circ.1447 14 December 2012

GUIDELINES FOR THE DEVELOPMENT OF PLANS AND PROCEDURES

FOR RECOVERY OF PERSONS FROM THE WATER 1 The Maritime Safety Committee, at its ninety-first session (26 to 30 November 2012), approved the Guidelines for the development of plans and procedures for recovery of persons from the water, set out in the annex, aiming at providing additional guidance on the application of the requirements in SOLAS regulation III/17-1. 2 Member Governments are invited to bring the annexed Guidelines to the attention of all interested parties.

***

MSC.1/Circ.1447 Annex, page 1

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ANNEX

GUIDELINES FOR THE DEVELOPMENT OF PLANS AND PROCEDURES FOR RECOVERY OF PERSONS FROM THE WATER

1 General 1.1 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. 1.2 These Guidelines should be read in conjunction with the Guide to recovery techniques (MSC.1/Circ.1182) and the Guide for cold water survival (MSC.1/Circ.1185/Rev.1). 1.3 In particular, the Guide to recovery techniques (MSC.1/Circ.1182) provides a number of examples of how certain types of equipment can be used to recover persons from the water; and can also be used for the development of plans and procedures for recovery of persons from the water. 1.4 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. 1.5 The plans and procedures 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. 2 Matters to be considered when developing plans and procedures 2.1 A risk assessment should be conducted and documented when developing plans and procedures for recovery of persons from the water, including equipment intended to be used, taking into account the anticipated conditions and ship-specific characteristics. 2.2 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 ship's side or other structures, including the recovery appliance itself. 2.3 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)). 2.4 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. 2.5 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. 2.6 A source of illumination and, where required, a source of power should be available for the area where the recovery operation is conducted. 2.7 Ship-specific procedures for the recovery of persons from the water should 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:

MSC.1/Circ.1447 Annex, page 2

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.1 manoeuvrability 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; and .10 safety of navigation. 3 Competence and familiarization Drills should ensure that crew are familiar with the plans, procedures and equipment for recovery of persons from the water. Such drills may be conducted in conjunction with routine man-overboard drills.

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DETAILED RISK ASSESSMENT

Ship:

Hazard: Recovery of Persons from Water

Date: 23.06.2014

RA No: 15

Section 1: Hazard Analysis of the Intended Work Activity

Hazard No.

Description of Identified Hazards Exiting Control Measures to Protect Personnel from Harm

1 Hypothermia Thermal suits.

2 Drowning Life jackets

3

4

5

6

7

8 Section 2: Assessment of Risk Factor

Likelihood of Harm

Severity of Harm

Slight Harm Moderate Harm Extreme Harm

Very Unlikely Very Low Risk Very low Risk Very High Risk

Unlikely Very Low Risk Medium Risk Very High Risk

Likely Low Risk High Very High Risk

Very Likely Low Risk Very High Risk Very High Risk

1. Select the expression for likelihood which most applies to the hazard; 2. Select the expression for severity of harm which most applies to the hazard; 3. Cross reference using the Risk Estimator table to determine the level of risk; 4. If the Risk Factor is Medium or above (Yellow, Orange or Red) additional control measures should

be implemented and recorded in Section 3.

Hazard no.

Likelihood of Harm Severity of Harm Risk Factor

1 Likely Moderate High

2 Likely Moderate High

3

4

5

6

7

8 Section 3: Additional Control Measures to Reduce the Risk of Harm

Hazard no.

Further Risk Control Measures Remedial Action Date

Review Date

1 Recovery of Persons from Water - Plan

23.06.2014

2

3

4

5

6

7