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PCG MANUAL
MARITIME SEARCH AND RESCUE
HEADQUARTERS PHILIPPINE COAST GUARD s. 2011 1 RESTRICTED
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ABBREVIATION
AOR --- area of responsibility CRS --- coast radio station CS --- call sign CSP --- commence search point CSS --- co-coordinator surface search ELT --- emergency locator transmitter EPIRB --- emergency position-indicating radio beacon ETA --- estimated time of arrival FM --- frequency modulation HF --- High Frequency ICAO --- International Civilian Aviation Organization IMO --- International Maritime Organization ITU --- International Telecommunication Union MERSAR (MANUA) --- Merchant Ship Search and Rescue (Manual) MF --- Medium Frequency MRCC --- Maritime Rescue Coordination Center MRSC --- Maritime Rescue Sub-Center NDRRMC --- National Disaster Risk Reduction & Management Council NM --- Nautical Mile NMSARC --- National Maritime Search and Rescue Center OSC --- On-Scene Commander RCC --- Rescue Co-ordination Center RSC --- Rescue Sub Center SAR --- Search and Rescue SC --- SAR Coordinator SITREP --- Situation Report SMC --- Search and Rescue mission coordinator SOLAS1974 --- International Convention for the Safety of Life and Property at Sea, 1974 SRR --- Search and Rescue Region SRU --- Search and Rescue Unit VHF --- Very High Frequency
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TABLE OF CONTENT ABBREVATIONS/ACRONYMS CHAPTER 1.
SAR System and Organization
7
A. B. C. D.
7 8 8 9
E.
F.
G.
CHAPTER 2.
Search and Rescue (SAR) Legal Basis The SAR System Components of the SAR System a. Organization b. Resources c. Communication d. Emergency Care e. Documentation SAR Stage a. Awareness Stage b. Initial Action Stage c. Planning Stage d. Operations Stage e. Mission Conclusion Stage Organization a. National SAR Organization b. PCG SAR Organization c. SAR Mission Co-ordinator Function, Duties and Responsibilities a. NMRCC b. SAR Co-ordinator c. SAR Mission Co-ordinator / Maritime Rescue Coordinating Center d. Rescue Sub-Center e. On-Scene Commander f. Alerting Post g. Disaster Response Team h. Search and Rescue Unit
Notification and the Determination of the Emergency Phase
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10
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A. B.
C.
D. E. CHAPTER 3.
Emergency Phase Emergency Phase Goals and Actions a. Uncertainty Phase b. Alert Phase c. Distress Phase Evaluation Reports a. Communication Delay b. Weather Condition c. The practice of the Captain Notification by Coast Guard radio Station Notification by Information other than CRS
Search Techniques and Operations A.
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19 20 23
Visual Search Pattern
a. b. c. d. e.
Parallel Search Creeping Line Search Square Search Barrier Searches Sector Searches
23 23 24 25 25
B. Electronic Search Pattern a. Survival Beacon Search b. Radar Search
25 27
C. Search Area Description and Designation
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a. Geographic Co-ordinate Method b. Boundary Method c. Track Line Method d. Center Point Method(Square) e. Center Point Method (Circular)
CHAPTER 4.
11 13
28 29 29 30 30
Search and Rescue Communication
31
A. B. C.
31 31 31 32
Introduction Response to Maritime Emergency Surface Craft Frequency and Usage a. Distress/Emergency Frequencies
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D. E. F. G. H.
CHAPTER 5.
b. Search and Rescue Frequency c. Frequency for use by GMDSS Ship Station d. Hot/Direct Lines between CGOC and the Following Facilities e. Concept of Distress Monitoring Signal Concept of Operations PCG Communication System Linkage with AFP Units Linkage with Civilian Agencies, Private and Government Coastal Stations Distress and Emergency Signaling and Communication
Search and Rescue Operations A. B. C.
D.
33 33 35 36 37 38 39 39 40 40 48
Guidelines 48 Activation of SAR Mission 48 Conduct of Search 49 a. Search Crew 49 b. Weather Briefing 49 c. Information for OSC Briefing 49 d. On-Scene Arrival 1. OSC Initial Briefing 50 2. Estimating Wind and Sea 50 e. Locating / Sighting of Distress Craft 50 1. Survivor Sighting Procedure 50 2. Survivors Sighted Report 50 3. Survivor Signal Report 50 f. Rescue Operations 50 1. On-Scene Rescue and Delivery Procedure 2. Processing Search Planning 53 a. Evaluating the Situation 53 b. Estimating the Distress Incident Location 54 c. Survivor Motion After the Distress Incident 54 d. Maritime Drift 54 e. Sources of Wind Current Data 55 f. Estimating Survivor Drift 56 g. Estimating New Datum 57 1. Single Point and Leeway Divergence Datums 5 RESTRICTED
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2. Line and Area Datums CHAPTER 6.
CHAPTER 7.
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Emergency Medical Service and Evaluation
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A. B. C.
59 59
Emergency Case Survivor Evaluation and Transport Documentation of Survivors, Casualties and Properties
60
SAR Case Administration
63
A. B. C. D. E. F. G.
63 63 63 63 64 65 65
General Case Notes Search and Rescue Logs Situation Reports SAR Action Messages Case Folders Survivor Debrief
CHAPTER 8.
Next of Kin Notification
65
CHAPTER 9
SAR Case Closure or Suspension
66
A. B. C. D.
67 67 68 69
CHAPTER 10.
CHAPTER 11.
Closure Suspension Re-opening of Suspended Case Final Reports
Mission Conclusion
70
A. B. C. D. E.
70 70 70 70 70
SRU Return SRU Readiness SRU Debrief Interagency De-Alert Documentation
SAR Related Issues
71
A. B.
71 71
Salvage and Recovery Operations Abandoned Property
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C. D. E. F.
Gratuities and Gifts Recovery of Bodies of Drowned Person Public Affairs Legal Aspects
71 72 72 75
ANNEXES
ANNEX
I. II. III.
SAR LOG Situation Report SAR Action Message
77 78 79
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CHAPTER 1 SAR SYSTEM AND ORGANIZATION I.
SEARCH AND RESCUE (SAR)
Search and Rescue (SAR) is defined as the employment of available personnel and facilities in rendering aid to person and property in distress on the high seas and on all waters subject to the jurisdiction of the Philippines. This includes rendering aid to person and property anytime and at any place where the Coast Guard facilities and personnel are available and be effectively utilized. LEGAL BASIS Philippine Law a. Republic Act 9993 “Philippine Coast Guard Law of 2009� Rule 3 (i). To render aid to persons and vessels in distress and conduct search and rescue in marine accidents within the maritime jurisdiction of the Philippines, including the high seas, in accordance with applicable international conventions. In the performance of this function, the PCG may enlist the services of other government agencies and the merchant marine fleet. Rule 3 (i) 1. The PCG shall render aid to distressed persons or vessels on the high seas and on waters subject to the jurisdiction of the Philippines, and shall perform all acts necessary to effect the same. Rule 3 (i) 2. The PCG shall be the principal coordinator of maritime search and rescue operations and shall be the point of contact for foreign maritime rescue agencies. It shall promulgate a National Contingency Plan for Maritime Search andRescue. Rule 3 (i) 3. In the performance of its search and rescue functions, the PCG may enlist the services of other government agencies and the merchant marine fleet. All government and merchant vessels passing through or in the vicinity or in port nearest to vessel in distress or calling for assistance shall render necessary assistance to the distressed vessel. Rule 3 (i) 4. All maritime incidents including, but not limited to engine derangements, steering casualty, man overboard, fire on board, collision, grounding, capsizing, sinking, loss of stability, and other distress situations encountered by vessels at sea shall be reported without delay to PCG by any available means of communications. 8 RESTRICTED
RESTRICTED Masters and ship owners shall immediately report to the PCG any incident involving their vessels such as, but not limited to, engine derangement, loss of stability or listing, man overboard, grounding, collision, steering casualty, fire, flooding and other incidents or accidents on board. Rule 3 (i) 5. Failure to render assistance to distressed vessels, and /or failure or delay in reporting maritime incidents shall be subject to sanctions as may be prescribed by appropriate agencies. International Conventions a. UN Convention of the Law of the Sea, 1982 Article 98 para 2. Every coastal state shall promote the establishment, operation and maintenance of an adequate and effective search and rescue service regarding safety on and over the water and, where circumstances so require, by way of mutual regional arrangements, co-operate with neighboring States for this purpose. b. SAR Convention, 1979 SAR Convention was aimed at developing an international SAR plan, so that, no matter where an accident occurs, the rescue of persons in distress at sea will be co-ordinated by a SAR organization and, when necessary, by co-operation between neighboring SAR organizations. c. The Philippine Government in conformity with Regulation 15 of Chapter V of SOLAS, accepts responsibility for the co-ordination of maritime SAR. d. In conformity with Annex 12 of the Convention of International Civil Aviation, the Philippine Government by Regulations under the Air Navigation Act accepts responsibility for provision of search and rescue services for all civil aircraft.
II.
THE SAR SYSTEM
The SAR system is an arrangement of components activated, as needed, to efficiently assist persons or property in potential or actual distress.
III.
COMPONENTS OF THE SAR SYSTEM The SAR system has the following components: A. Organization – this includes the division of SAR responsibility into district/regional geographic areas to provide centralized control; coordination and effective use of all available SAR facilities including SAR coordinator (SC), SAR 9 RESTRICTED
RESTRICTED Mission Coordinators (SMCs), rescue coordination centers (RCCs), rescue subcenters (RSCs), on-scene commanders (OSC), and search and rescue units (SRUs). B. Resources – the personnel, equipment, and floating assets that undertake one or more stages of the SAR System. C. Communication – the media through which early detection, alerting, control support and coordination are maintained throughout the SAR system. D. Emergency Care – emergency medical treatment at the distress scene and life support en route to a medical facility. E. Documentation – the collection and analysis of SAR case information. IV.
SAR STAGES A. Awareness Stage – Knowledge or perception of a situation by any person or agency that an emergency or critical situation exists or may exist. B. Initial Action Stage - Preliminary action taken to alert SAR facilities and obtain amplifying information. This stage may include evaluation and classification of the information alerting SAR facilities, preliminary communication checks, extended communication checks in urgent cases, immediate action form other stages. C. Planning Stage - the development of operational plans, including plans for search and rescue and final delivery. D. Operations - Sending SRU’s to the scene, conducting searches, rescuing survivors, assisting distress craft, providing necessary casualties to medical facilities. E. Mission Conclusion Stage - Return of SRU’s to a location where they are finally debriefed, refueled, replenished, re-manned and prepared for another mission and completion of documentation of SAR facilities.
V.
ORGANIZATION: A.
National SAR Organization, NRRMC & PCG
With the passing of the new Coast Guard Law RA 9993, the Philippine Coast Guard will now act as the primary lead agency in the maritime sector in the conduct of SAR in the Philippine AOR. The PCG will set the creation of a system that would cater to the needs of the stakeholders in times of distress. Different MRCCs will be activated parallel to the 12 10 RESTRICTED
RESTRICTED Districts of the PCG. These MRCCs/Districts will form the network of SAR to cover the AOR of the whole Philippines. The functional relationship between the NDRRMC and the PCG shall be that the PCG will extend support/ assistance to National Coordinating Council thru the Office of the Civil Defense. The Regional Office of the Department shall provide similar support/assistance to the Regional Coordinating Council. This relationship shall be maintained down the line to the PCG Detachment/Barangay Disaster Coordinating Council and their Disaster Operation Center. B.
PCG SAR Organization
a. The Philippine Coast Guard is the national maritime search and rescue service along the lines described in the IMO SAR manual, with the Headquarters in Manila, by virtue of the current functions and facilities, shall serve as the National Maritime Search and Rescue Center (NMSARC) which will advice the Commandant in all matters pertaining to search and rescue. b. The different Coast Guard District Commanders are designated as Maritime Rescue Coordination Centers (MRCCs) as shown in Figure-1.2. PCG SAR Organization, each having SAR jurisdiction over a specified Search and Rescue Region (SRR) which in this case, is actually their current areas of responsibility (AOR). The District Commander is designated as the MRCC Chief. Forming the backbone of this SAR organization are the Coast Guard Stations under each district which are designated as Maritime Rescue Sub-Center Stations (MRSC). In turn, Coast Guard Detachments under the different Stations are designated as SAR Units (SRU), in addition to those already detailed within the district/ MRCC or station. Commanders of stations and detachments automatically become the MRSC Chief or SAR Unit Commanders, respectively. The Coast Guard Auxiliary in the area is also given SAR Organization herein described. c. The basic aim in our SAR organization is to maintain a constantly manned watch system at 58 strategically – placed MRSCCs. There is at least one organization of Coast Guard Auxiliary at each MRS s in which watch can be set assistance can be obtained when required. At least one team of Coast Guard Special Operation Group (CGSOG) is also assigned at each MRSC to be dispatched rapidly to any maritime search and rescue operation. The MRSCs shall have telephone and telex watches and shall maintain visual lookouts when necessary. Also, Coast Guard personnel will conduct patrol by land vehicles and boats within their coastal jurisdiction, or keep visual and radio monitoring watches form fixed look outs or locally known vantage point. d. The Coast Guard Special Operation Group (CGSOG), whose mission is to provide the command with especially trained men to support its security requirements and special operations, shall provide two (2) SRU and two (2) Distress Response Team (DRT) for the CGDNCR-CL/1MRCC and CGDCEV/2MRCC and one (1) SRU and one (1) DRT for every other Coast Guard District/MRCCs.
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SAR Coordinator (SC)/ Commandant PCG
SAR Mission Coordinators/ District Commander (SMC)
Rescue Sub-center (RSC) / Station Commander
NDRRMC
Crisis Management Committee
On-Scene Commander (OSC) / Station Commander
PDRRMC / LGU
Alerting Post / PCG Sub-Station Commander
PCG SARV / BFAR MCS Vessels / PCGA / PN / PNP MARIG / Local Shipping
SOG Divers / Local Volunteers
CGAG / PAF/ PCGA
LGU SRU / Local SRU / PCGA / RED Cross
Figure 1.1 PCG SAR Organization
C.
SAR Mission Coordinator
The SAR Coordinator mandates SAR mission organization, assigning the responsibilities and interrelationship of the SC, SMC, OSC, and SRU for any mission. Figure-1.2 shows the typical SAR mission organization.
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SAR Coordinator (Commandant, PCG)
SAR Mission Coordinator (District Commander)
On-Scene Commander (Station commander)
Search and Rescue Unit (SOG/SMART/PCGA/PN/PAF)
Search and Rescue Unit (LGU SRU/Red Cross/Local Shipping)
Figure 1.2. SAR Mission Organization
D. FUNCTION, DUTIES and RESPONSIBILITIES
1. NMRCC a) b) c) d)
Formulation and implementation of policies and program for SAR. Serve as overall coordinator of all available rescue facilities Evaluate SAR policies and notification as necessary Monitor and gather information related to SAR and disseminate same cognizant MRCC.
2. SAR Coordinator (SC) – Commandant, PCG a) b)
Ensures that SAR operations are coordinated efficiently through the use of available resources. Make agreements with other government and private agencies to include foreign SAR authorities.
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RESTRICTED 3. MRCC/SMC-CG District Commanders a) b) c) d) e) f) g) h)
Ensure prompt receipt and recording of SAR information and dissemination to higher headquarters. Determine SAR requirements and emergency class. Alert and dispatch SAR units AOR. Perform as SAR coordinator on areas of jurisdiction. Maintain SAR status board. Establish close coordination with other government agencies, private organization as well as Coast Guard Auxiliary. Take immediate action to provide badly needed assistance. Designate On-Scene Commander.
4. Rescue Sub-Center (RSC) – Station Commander a) b) c) d) e) f) g) h)
Ensures prompt receipt and evaluation of SAR incident. Alert SAR facilities in AOR for SAR mission. Initiate communication and obtain additional information of distress craft/persons. Conduct briefing to SAR units prior departure. Request additional SAR facilities if need from nearest station. Exercise operational control over all SAR units assigned. Inform C, RCC of SAR progress. Consult C, RCC when to terminate SAR operation.
5. On scene Commander - Station Commander a) b) c) d) e) f) g) h) i)
Station Commander assumes duties and responsibilities as On scene Commander until regular OSC is designated by SMC. Assumes SAR operational control of all SAR facilities in search area and coordinate their effort. Establish communication with SAR facilities, plot position, act evaluate and report and relay same to RCC. Report weather and search condition to RCC upon arrival on scene. Modify search plans as required to cope up with changing on scene condition and information RCC of changes. Phase SAR facilities to ensure endurance. Assign specific area in the most efficient manner taking into account the limitation and capabilities of SAR facilities (WX, sea condition). Advice RCC on the disposition of SAR facilities in search area. Render numbered situation report on RCC.
6. OIC, Alerting Post – Detachment Commander a) b)
Ensure prompt relay of information pertaining to SAR incident. Gather information relevant for planning purposes. 14 RESTRICTED
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Render limited rescue assistance. Perform task as directed by RCC/RSC.
7. Disaster Response Team (DRT) a) b) c) d)
Conduct underwater rescue recovery. Conduct underwater salvaging. Conduct Anti Sea jacking and Rescue operation. Provide special combat team to beleaguered Maritime shipping and or installation.
8. Search and Rescue Unit (SRU) a) b)
c)
d) e) f) g) h)
Execute the SMC’s Search Action Plan and Rescue Action Plan as modified and as directed by the On Scene Commander. Establish and maintain communications with the OSC 15 minutes prior to arrival on scene until release by the OSC and departure from the scene. Furnish the OSC with arrival information upon initial communications contact, including ETA on scene, any limitations affecting on scene communications capability, planned search speed, altitude and on scene endurance. Station additional lookouts as situation requires and have rescue ready. Know the position of the other rescue units in the area and be able to communicate with them. Report all sightings to the OSC, including the time and position of sightings and SRU intentions to investigate. Render medical assistance if necessary. Keep OSC/SMC informed. This should include providing detailed information on search area completion (i.e., percent of area completed, speed/altitude of search), equipment utilized during search and overall search conditions.
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CHAPTER 2 NOTIFICATION AND THE DETERMINATION OF THE EMERGENCY PHASE Units or persons gaining knowledge of SAR incident should advice the SAR Coordinator or the appropriate Coast Guard units immediately after taking measures to assist within their capabilities. Units under the operational control of a Coast Guard District shall also keep the Commander fully advised throughout the incident. The unit originating SAR action or a request for SAR action shall designate the appropriate emergency phase and perform the actions required under the phase. When it is not clear to the unit originating SAR action which emergency phase exists, the matter should immediately be referred to the SAR Coordinator for evaluation and assignment of the appropriate emergency phase. A.
EMERGENCY PHASE
1. Each SAR incident will be assigned the appropriate emergency phase, Uncertainly, Alert or Distress. An emergency phase should be assigned by the operating activity, but the SAR Mission Coordinators may assign a different emergency phase after evaluating the situation. 2. The particulars of each scenario determine the correct emergency phase, which, in order of progression are: a)
Uncertainty Phase. Exist when there is knowledge of a situation that may need to be monitored, or to have more information gathered, but that does not require moving of resources. When there is a doubt about the safety of a craft or person, or they are overdue, the situation should be investigated and information gathered.
b)
Alert Phase. Exist when a craft or person has difficulty and may need assistance, but is not in immediate danger or in need of immediate response. Apprehension is usually associated with the alert phase. SRU’s could be launched, but there is no threat requiring immediate action.
c)
Distress Phase. Exists when a craft or person is threatened by grave or imminent danger requiring immediate response to the distress scene. For overdue vessels, distress exists when communications searches and other forms of investigation have not succeeded, and search planning and execution are needed.
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EMERGENCY PHASE GOALS AND ACTIONS
Since no two SAR operations follow the same patterns, it is not possible to develop comprehensive procedures which can be applicant all times. Certain procedures are adopted for each phase of emergency which are outlined below. They must be performed simultaneously, or in different order to suit different circumstances. UNCERTAINTY PHASE DOUBT
Obtain/Record/Evaluate Information
Establish/Maintain Communication
Evaluate Issue M.A.R.B (Maritime Assistance Request Broadcast) Conduct PRECOM (Preliminary Communication)
Consider SAR Action/ Rescue Plan Debrief SAR Crews/Survivors
Evaluate Case: Continue, Suspend, Close
Maintain Record, Chart-File Reports-Dealert All Units
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Uncertainty Phase RCC or RSC Action a) b)
c) d) e)
Verify the information received If no information is available on the intentions of the Captain, attempt to obtain information on the route, ports and times of departure and arrival of the ship and craft Start a plot of the situation based on the information obtained Conduct a communication search Issue a Maritime Assistance Request Broadcast (M.A.R.B.) requesting ships to keep a lookout by all means available for missing or seriously overdue ships or of other craft. ALERT PHASE APPREHENSION
Designate SMC Obtain/Record/Evaluate Information Establish/Maintain Communications Alert Ready Units Conduct PRECOM Conduct EXCOM (Extended Communications Search) Develop/Implement/SAR/Rescue Action Plan Debrief SAR Crews/Survivors Evaluate Case: Continue, Suspend, Close Maintain Records, Chart-File Reports-Dealert All Units
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Alert Phase RCC or RSC Action a) b)
c) d) e)
f) g) h) i)
j)
k)
Immediately appoint an SMC and alert personnel and SAR Facilities Enter in the log all incoming information and progress reports, detail of action, as described below, and subsequent development Verify the information received Endeavor to obtain information concerning the ship or craft from sources not previously contacted Thoroughly evaluate information on ships and crafts intended route, weather, possible communication delays, last known position and last radio communication Consider the possibility of fuel exhaustion and the estimated performance of the ship or the craft under advise conditions Alert Ready Units for immediate response Maintain close liaison with associated coast radio stations so that information from ship at sea can be evaluated Plot relevant details obtained through the actions described above to determine the probable position of the ship or craft and its maximum range of action from its last known position and plot the position of any ship or craft known to be operating in the vicinity If so indicated by the situation appraisal, initiate appropriate search action and notify any action taken to the associated coast radio stations Whenever possible, communicate to the owner or agent all information received and action taken.
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DISTRESS PHASE DANGER
Designate SMC Obtain/Record/Evaluate Information Establish/Maintain Communications Dispatch Ready Units Alert other SAR Facilities Conduct EXCOM Develop/Implement/SAR/Rescue Action Plan Debrief SAR Crews/Survivors Evaluate Case: Continue, Suspend, Close Maintain Records, Chart-File Reports-De-alert All Units
3.
Distress Phase RCC or RSC Action a) b)
Initiate action in accordance with the detailed plans or instructions for the conduct of SAR. Where appropriate, estimate the degree of uncertainty of the ship’s or craft’s position and determine the extent of the area to be search 20 RESTRICTED
RESTRICTED c) d) e) f) g) h) i) C.
Notify the agent or owner, if possible and keep him informed of developments Notify adjacent RCC’s or RSC’s which may render assistance or which may be concerned in the operation Request assistance which might be available from ships, crafts or services not included in the SAR service From the information available, prepare a general plan for the conducted of operations When applicable, inform the ship or craft in distress, if possible, of SAR action taken Notify consular authorities concerned Notify accident investigation authorities as appropriate
EVALUATION OF REPORTS
All reports received prior to and during a SAR Operation must be carefully evaluated to determine the validity, the urgency for action and the extent of the operation required. While evaluation may be difficult and time consuming, decisions must be made and action taken as quickly as possible. If confirmation of certain information cannot be obtained without undue delay, the RCC or RSC should act on doubtful message rather than wait for confirmation. Evaluation of reports of overdue or missing vessels or other crafts should take into account of: 1. Communication Delay. In some areas of the world, communication delay may prevent prompt reports of positions and arrivals. Trends in delays should be kept in mind by the RCC or RSC when estimating the validity of a report to prevent the SAR service from being alerted unnecessarily; 2. Weather Conditions. Adverse weather may contribute to communication delays or deviations from the intended route; 3. The Practice of the Captain (if known). Some Captains may be known to act in a certain manner in certain circumstances. Knowledge of their practice may provide guidance in the evaluation of an incident and the planning of search operations. D.
NOTIFICATION BY COAST RADIO STATIONS
A Coast Radio Station (CRS) usually receives the first information that a ship or other craft is in distress. A CRS is required by International regulations to relay this information to the authorities. As a result, an RCC or RSC will often received first notification that a ship or other craft is in distress from a CRS with which it is associated.
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RESTRICTED The notification from a CRS to an RCC or RSC will contain, if available, the following information: 1. 2. 3. 4. 5. 6. 7. 8.
E.
Name and Call sign or ship station identity of the ship or craft Nature of the emergency Type of assistance needed Time of communication with the craft or ship Position of the last position of the craft or ship Description of the ship or craft Intentions of the Captain Any other information
NOTIFICATION BY INFORMANTS OTHER THAN A CRS
When a ship or other craft is unable to transmit a distress call and message, notification of the distress may come from a source other than a CRS. Notification that a ship or other craft is overdue may be reported to an RCC or RSC by the owner or agent. Notification that a ship or other craft is in distress may be relayed through an alerting post.
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CHAPTER 3 SEARCH TECHNIQUE AND OPERATIONS Chapter 3 describes how to determine the optimal area where the available search effort should be deployed. Once the optimal search area has been determined, a systematic search for the search object should be planned. Before a search operation takes place, the search planner should provide a detailed search action plan to all involved, specifying when, where and how individual search assets are to conduct their search operations. Coordination instructions, communications frequency assignments, reporting requirements, and any other details required for the safe, efficient and e1ffective conduct of the search must also be included in the search action plan. VISUAL SEARCH PATTERNS A.
Parallel Search
This type of search is use when the search area is large, there is equal probability of the target being anywhere in the search area. Datum information is fare and uniform is desired throughout the area. This type of pattern can be used with a single or multiple SRU. On single SRU, the SMC can detail the area to be searched by giving depth and distance, visual reference points or latitude, longitude if the Search Unit is so capable. On multiple SRU, the same principle as the single unit search follows except that more than one boat is searching in line abreast, one track spacing apart. It is particularly useful when a number of search units, fishing boats or pleasure craft are available for searching an area and can be instructed what to do by radio. The OSC will direct the search from his position with all turns and distances taken from the OSC’s vessel.
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Creeping Line Search
Use when the search area is large, there is more chance of the target being in one end of the search area than the other, datum information is fair, and uniform coverage is desired throughout the area. The search legs are parallel to the search area’s minor axis. The search unit begins the pattern at the end of the search area where the target is most likely to be. These patterns can also be used both in single and multi-unit searches.
C.
Square Search
This patter is used when datum is established with a high degree of confidence. The first leg is usually oriented down drift. All turns are 90 deg to the right. (if it is not practical to search the first leg down drift, then another first leg maybe used). A second search is performed by shifting pattern 45 degrees to the right. This search is usually performed by a single unit.
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D.
Barrier Search
This search is used in area where a strong current exist. The search area would lie along the current’s path. This search is similar to Creeping search Pattern, except the area is moving past the SRU rather than the SRU moving thought the search area.
E.
Sector Search
This pattern is used when datum is established with a high degree of confidence and the target is difficult to detect, e.g. survivor in the water. The search unit passes through the datum several times, each time increasing the chances of finding the target. The pattern resembles the spokes of a wheel, with the center of the wheel at datum. The datum should marked with a floating object. By marking the center of the search pattern, the SRU has a change to check his navigation each time the SRU passes the center of the search pattern.
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RESTRICTED ELECTRONIC SEARCH PATTERNS A. Survival Beacon Search For search facilities with homecoming capability, the search facility homes on the survival beacon as soon as the signal is detected. The survival beacon signal may be picked up quickly if the search facility proceeds towards the datum point where the search object location probability density is the highest. If this is unsuccessful, a systemic search of the area will have to be made, using the sector, expanding square, parallel sweep or creeping line search pattern with a track spacing based on the optimal value for the available search effort. For aural electronic search by a facility without homing capability, a radio-frequency signal from a survival beacon is detected and converted to an audible sound which at least one member of the search facility crew can hear via a speaker or ear phones. The following procedures are normally used only by aircraft. 1. In a map-assisted aural electronic search, the aircraft flies a “boxing in” pattern on the assumption that the area of equal radio signal strength is circular. The position of the aircraft is plotted on an appropriate map or chart as soon as the signal is heard for the first time. The pilot continues on the same heading for a short distance, then turns 90 degrees left or right and proceeds until the signal fades. This position is noted. The aircraft now turns 180 deg and once again the position where the signal is heard and where it fades is plotted. The approximate position of the survival beacon can now be found by drawing lines (chords) between each set of “signal heard” and “signal faded” positions, then drawing the perpendicular bisector of each line and noting where they intersect. The aircraft can then proceed to that position and descend to a suitable altitude for visual search.
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RESTRICTED 2. With the time-assisted aural electronic search, the time when the signal is first heard is noted, but the aircraft continues on the same heading until the signal fades, when the time is noted again and the length of time during which the signal was heard is computed as the difference between the two. The aircraft then performs a 180 deg procedure turn and returns along its original track in the opposite direction for half the amount of time just computed. At that point, the aircraft turns 90 deg right or left and continue until the signal fades. The aircraft then makes another 180 deg procedure turn and the time when the signal is heard again is noted. The aircraft continues on that heading until the signal again fades, noting the time and computing the signal’s duration as the difference between the two times. The aircraft then performs the third 180 deg procedure turn and proceeds in that direction for one half of the last computed signal duration. It then descends to an appropriate altitude for visual search.
B. Radar Searches Radar is primarily used in maritime search. Most available airborne radars would be unlikely to detect typical search objects on land except for metal wreckage in open areas such as desert or tundra. It should be noted that when the wave height increases to above one or two meters (3 to 6 feet), the probability of detecting a small search object rapidly decreases for most radars. For aircraft, the search altitude used should normally range between 800m and 1200m (2400 ft and 4000 ft) for small search objects. The altitude used for large search objects should not exceed 2400m (8000 ft).
SEARCH AREA DESCRIPTION AND DESIGNATON The following paragraphs describe various methods that may be employed by search planners to designate and describe search areas. 27 RESTRICTED
RESTRICTED For ease of reference in assigning search sub-areas and reporting search results, each search sub-area should be given a unique designation. One method for doing this is to use a letter and number combination, where the letter denotes the search day (“A” for the first day search, “B” for the second day, etc.) and the number distinguishes sub-areas searched on the same day from one another. Using this method, search sub-areas would be given designations such as A-1,B-3, C-2, etc.
1. Geographic co-ordinate method In this method, the latitude and longitude of each corner of the search are given. For example: corners 38-00.ON 66-00W to 38-00.ON 64-00.OW to 37-20.ON 64-00.OW to 3720.ON 66-00.OW to origin. 38-00.ON 66-00.OW
38-00.ON 64-00.OW
37-20.ON 66-00.OW
37-20.ON 64-00.OW 28
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RESTRICTED 2. Boundary Method In this method, the sides of the search area are oriented North/South and East/West and the latitude and longitude of the sides are given. For example: Boundaries 37-20.ON to 38-00.ON between 64-00.OW to 66-00.OW 38-00.ON
37-20.ON 3.
Track Line Method
The latitude and longitude of the departure point, turn points and arrival points are given with specific with along the track. For example: Trackline 3631.6 N 122-01.0 W to 36-19.3 N 122-00.7 W to 36-11.9 N 122-00.0W, Width 6 NM 36-31.6 N 122-01.0W
WIDTH 6 NM 36-19.3N 122-00.7W
36-11.9N 122-00.0W 29 RESTRICTED
RESTRICTED 4.
Center Point Method
Square or Rectangular area. The Latitude and longitude of center point is given with the direction of the major (longer) axis and length and width of the area. For example: Center Point 4-30.0N 62-20.0W. 060T,
43-30.0N 62-20.0W
5.
Center Point Method (Circular Method)
Circular Area- The latitude and longitude of the center point is given plus a radius around the center point. For example: Center Point 44-30.0N 62-20.0W, Radius NM. Note: This area description only describes a circular area. If the area is square, this is not the correct choice of descriptions
x
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CHAPTER 4 SEARCH AND RESCUE COMMUNICATIONS A. INTRODUCTION 1. The response to distress is not the sole responsibility of one agency but rather the cooperative involvement of several government agencies, non-government organizations, shipping lines and individuals as well. This is stressed in the INTERNATIONAL CONVENTION on MARITIME SEARCH AND RESCUE of 1979 (IMOSAR). 2. The Philippine Coast Guard being the primary agency of the government to response to maritime search and rescue was established to react to maritime accident with minimum or zero casualty.
B. RESPONSE TO MARITIME EMERGENCY 1. The response to the distress situation is dependent upon the alert signal/system that the unit in distress employs to inform and announce her condition. The rapid and successful reporting of distress incident is dependent on the effectively of the radio equipment the distress unit is using at the time of incident. Unit who receives the call are required to acknowledge and immediately re-transmit the distress signal to the nearest Coast Guard District/ Station after a momentary pause to ensure that it would not interfere with the distress signal. 2. The Philippine Coast Guard since its creation has acquired various type of SAR reactive radio sets for use of Coast Guard Districts, Stations, Detachments, Vessels and Crafts to communicate and assist whenever there is a distress situation. Although PCG units are equipped with basic SAR radio communication equipment, much is still to be desired particularly on GMDSS technology. 3. Nonetheless, PCG is still capable to react to SAR situations using its present system and facilities in coordination with AFP communications facilities and other government agencies. C. SURFACE CRAFT FREQUENCIES AND USAGE Search surface craft which are dispatched on an emergency rescue mission shall guard the following frequencies continuously as practicable and appropriate: a. 2182 kHz b. 3023 kHz c. 4125 kHz d. 5680 kHz 31 RESTRICTED
RESTRICTED e. 6215 kHz g. 123.1 MHz h. 121.5 MHz i. 243.0 MHz j. 282.8 MHz k. 156.8 MHz l. 156.3 MHz m. The appropriate “Rescue Control Frequency” as designated by the Rescue Control Centre concerned. n. The appropriate Search and Rescue frequency to be used at the scene of the distress or emergency incident. a. Frequency
2182 kHz
4125 kHz and 6215 kHz
121.5 MHz
156.8 MHz
Distress/Emergency Frequencies Usage INTERNATIONAL DISTRESS AND CALLING FREQUENCY for voice. Used by mobile stations, survival craft and emergency positionindicating radiobeacons using frequencies in the authorized bands between 1605 and 4000 kHz when requesting assistance from the maritime services. Used for the distress call and traffic, for signals of emergency position-indicating radiobeacons, for the URGENCY signal and messages and for the SAFETY signal. SAFETY messages shall be transmitted, where practicable on a working frequency after a preliminary announcement on 2182 kHz. Class of emission is H3E or J3E. A3E may continue to be used by apparatus intended solely for Distress, Urgency and Safety purposes. These frequencies are used to supplement the carrier frequency 2182 kHz for STRESS and SAFETY purposes and for call and reply. They are also used for DISTRESS and SAFETY traffic by radiotelephony. Class of emission is J3E INTERNATIONAL AERONAUTICAL EMERGENCY FREQUENCY for aircraft and those aeronautical stations primarily concerned with the safety and regularity of flight along national or international civil air routes and having equipment in the 118-136 MHz band. Mobile stations of the maritime mobile service may communicate on this frequency for safety purposes with stations of the aeronautical mobile service. (Class A3E emissions) For international use by the MARITIME MOBILE VHF RADIOTELEPHONE SERVICE as a distress, safety and calling frequency. It is used for DISTRESS signal, call and traffic, for the URGENCY signal and traffic and the SAFETY signal. SAFETY messages shall be transmitted, where practicable, on a working frequency after a preliminary announcement on 156.8 MHz. The 32 RESTRICTED
RESTRICTED emission class is limited to G3E.
243 MHz
Agreed internationally for use by equipment provided for use in SURVIVAL CRAFT STATIONS, which is capable of operating on bands between 235 and 328.6 MHz. (This includes emergency position indicating radio beacons). The emission class is A3E, AM VOICE.
b. Search and Rescue Frequencies (SAR) Usage Frequency
3023 kHz and 5680 kHz
123.1 MHz
282.8 MHz
These frequencies are common to both the Aeronautical Mobile (Route) Service (Aem(R)) and the Aeronautical Mobile (Off-Route) (Aem(OR)) Service and are available to all mobile units at the scene of a search and rescue operation, and by fixed stations for communicating with aircraft proceeding to or from a search and rescue scene. The emission class is A2A, A3E, or H3E with 3023 kHz or 5680 kHz being the carrier frequency. All stations using single sideband (SSB) on 3023 and 5680 kHz shall transmit on those frequencies a carrier of sufficient amplitude or permit reception on a double sideband (AM) receiver and shall be able to receive DSB (AM) transmissions. For world-wide use when communicating with enroute aircraft participating in SAR operations. 123.1 MHz is the aeronautical frequency auxiliary to 121.5 Mhz and mobile stations of the maritime mobile service may communicate on this frequency for safety purposes with stations of the aeronautical mobile service. Emission class is A3E AM VOICE For world-wide use when communicating with enroute aircraft participating in SAR operations. 282.8 MHz is the aeronautical frequency auxiliary to 243.0 MHz and mobile stations may communicate on this frequency for safety purposes with stations of the aeronautical mobile service. Emission class is A3E - AM VOICE.
. c. Frequencies for Use by GMDSS Ship Stations DISTRESS, URGENCY, SAFETY and CALLING FREQUENCIES (kHz) Radiotelephone DSC NBDP 2182 2187.5* 2174.5* 4125 4207.5* 4177.5* 6215 6312.0* 6268.0* 8291* 8414.5* 8376.5* 12290 12577.0* 12520.0* 33 RESTRICTED
RESTRICTED 16420
16804.5*
16695.0*
VHF CH16 (FM)
VHF CH70 (FM)
NOT USED
*Reserved exclusively for distress, emergency, and safety traffic. ON SCENE SAR FREQUENCIES HF (kHz) 2182.0 3023.0 4125.0 5680.0
VHF (MHz) 123.1 (AM) 156.8 (FM) CH16 156.3 (FM) CH6
INTERSHIP NAVIGATION SAFETY COMMUNICATIONS 156.65 MHz (VHF CH13) HF WORKING and MARITIME SAFETY INFORMATION FREQUENCIES COAST STATION TRANSMIT (kHz) COAST STATION TRANSMIT (kHz) 2201 2201 4426 4134 (RADPHONE CH424) 6507 6206 (RADPHONE CH603) 8176 8176 12365 12365
MARINE SAFETY INFORMATION FREQUENCIES (kHz) 490.0 6314.0 518.0 8416.5 4209.5 12579.0 4210.0 16806.5
LOCATING/HOMING FREQUENCIES 121.5 MHz (AM) 156-174 MHz (FM) 406.0 to 406.1 MHz 9200-9500 MHz
19680.5 22376.0 26100.5
COSPAS/SARSAT and AIRCRAFT HOMING CH70 VHF DSC and EPERBS COSPAS/SARSAT X BAND RADAR TRANSPONDERS
INMARSAT COMMUNICATIONS 1530-1544 MHz
DOWNLINK: COMMERCIAL, DISTRESS and SAFETY
1544-1545 MHz
DOWNLINK: DISTRESS and SAFETY 34 RESTRICTED
RESTRICTED ONLY
d.
1626.5-1645.5 MHz
UPLINK: COMMERCIAL, DISTRESS and SAFETY
1645.5-1646.5 MHz
UPLINK: DISTRESS and SAFETY ONLY
Hot/Direct Lines between MRCC and the Following Facilities:
CGOC
National MRCC
(02) 527-3880 Tel/Fax
a. CGD
Manila RCC
(02) 243-0465
b. CGD
Cebu RCC
(032) 253-1050
c. CGD
Zamboanga RCC
(062) 991-4379 (062) 991-3152
d. CGD
Pto. Princesa RCC
(049) 774-8386
e. CGD
Batangas RCC
(043) 723-3048
f. CGD
Iloilo RCC
(033) 76029
g. CGD
San Fernando, LU RCC
(072) 413-402
h. CGD
Davao RCC
(082) 234-3741
i. CGD
Bicol RCC
09175796551
j. CGD
Northern Mindanao
k.CGD
ELZN RCC
l. CGD
EV RCC
RCC 09177062902
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9.
Concept of Distress Monitoring Signal (Ph map with boarders)
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The country will be divided into twelve (12) Regional Distress Monitoring Signal Areas (DMSA) capable of monitoring distress frequencies on 24-hour basis. This will ensure a better coverage of the signals within the Maritime jurisdiction of the Philippines. The 24-hour radio watch is in accordance with the SOLAS 74 International Convention. The location and area of coverage will be as follows: a.
SAR Region I -
covers the area of First CGD/ 1RCC
b.
SAR Region II -
covers the area of Second CGD/ 2RCC
c.
SAR Region II-
covers the area of third CGD/ 3RCC
d.
SAR Region IV-
covers the area of Fourth CGD/ 4RCC
e.
SAR Region V-
covers the area of Fifth CGD/ 5RCC
f.
SAR Region VI-
covers the area of Sixth CGD/ 6RCC
g.
SAR Region VII-
covers the area of Seventh CGD/ 7RCC
h.
SAR Region VIII-
covers the area of Eight CGD/ 8RCC
i.
SAR Region IX-
covers the area of Ninth CGD/ 9RCC
j.
SAR Region X-
covers the area of the Tenth CGD/ 10RCC
k.
SAR Region XI-
covers the area of the Eleventh CGD/ 11RCC
l.
SAR Region XII-
covers the area of the Twelfth CGD/ 12 RCC
Each DSMA is equipped with the following communication equipment: (1).
HF/SSB -
2182 kHz (voice) 8364 KHz (cw)
(2).
VHF/FM-
156.8 Mhz (voice) short range
(3).
VHF/UHF (AIR BAND) – 122.25 MHz
D. CONCEPT OF OPERATION The Philippines shall be divided into twelve (12) Maritime Search and rescue Regions. Each region shall have one Rescue Coordination Center (RCC) which shall be established at the existing Coast Guard Districts. Each of these RCC’s shall be manned, provided by and equipped with qualified search and rescue personnel, standby surface SAR vessels, rescue vehicle/ambulance 37 RESTRICTED
RESTRICTED and rescue equipment like inflatable life rafts, life ring buoy, survival/first-aid kit and communication equipment to monitor distress frequencies. All Coast Station and Detachments are designated as alerting post and information received by said units regarding distress or potential distress shall be transmitted immediately to RCC concerned for immediate action. However, said units upon receipt of distress signal shall, initially, conduct limited SAR operation and report the same to chief, RCC. The Chief, RCC shall: a. Immediately contact the nearest Air Force unit or PN unit for availability of an appropriate aircraft if the need warrants it. Trained PCG SAR team with appropriate SAR equipment shall board aircraft/vessel at a pre-designated place and proceed to the disaster area immediately and drop life/survival equipment. b. Designate an On-scene Commander (OSC) among the surface units employed to SAR Operations who shall oversee the SAR activities in the disaster site. c. Organize Coastal Search teams to be headed by a coastal Search Commander (CSC) to scour for the retrieve possible survivors and/ or casualties at the vicinities of the disaster area.
d. Coordinate with Naval Forces Commander for the availability of PN ships/aircraft as needed. e. Conduct and coordinate with other government agencies involved in the SAR Operations and inform and brief them of the tasks which the respective participating agencies will be requested and expected to perform.
f. Report to MSAR coordination without delay the SAR incident, actions taken, and recommendation if any.
E.
PCG COMMUNICATION SYSTEM
The Philippine Coast Guard’s maritime radio network includes both VHF and HF frequencies, covering Philippines’ coastal waters. VHF (very high frequency) radio network The PCG’s VHF radio network consists of 58 coastal stations covering Philippines coastal waters. VHF radio distress calls are transmitted on VHF channel 16. This channel is 38 RESTRICTED
RESTRICTED monitored 24-hours per day and dedicated to distress, safety and calling. All VHF stations provide a separate working channel for other communications. Coverage is not guaranteed in the entire VHF coverage area at all times due to terrain shadows and system maintenance. Terrain shadows occur close to the shore under some cliffs or in bays and fiords. The VHF/FM system is being used by PCG units for short range communications within 20 to 25 nautical miles radius coverage. The coverage is for vessels with a fully functioning 25W radio using a correctly installed antenna, mounted 4 m or more above the waterline. VHF is used to describe frequencies or channels in the range 30 – 300 MHz.
F.
LINKAGE WITH AFP UNITS
The PCG is linked with the AFP thru radio, cellular and land lines. The Radio frequencies being used by the PCG are AFP allocations in the HF, VHF, UHF bands. The PCG is being net with the PN Communication Network and is assigned with its own working frequencies both primary and secondary aside from being governed by PN and GHQ COI. The PCG Telephone Network is being net with the over-all AFP switching network through a microwave link shot at Sangley communication facilities which in turn relay the signal to HPN microwave station for transmission to AFP long lines.
G.
LINKAGE WITH CIVILIAN AGENCIES, GOVERNMENT COASTAL STATIONS
PRIVATE
AND
With the existing communications equipment, the Coast Guard have in its inventory contact with various agencies especially in the marine sector. The 12 public coast stations that cater to the communications of merchant vessels can be contacted through the VHF and HF system. All domestic and ocean going vessels equipped with HF and VHF radios can contact PCG thru the following frequencies: VHF/FM (MHZ)
HF/SSB (KHZ)
156.8
CH. 16
2182 calling freq.
156.3
CH 06
working freq
157.05
21A
4048 working freq. 39
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RESTRICTED
H.
157.10
22A
157.75
81A
157.17
82A
157.175
83A
4038 working freq.
DISTRESS AND EMERGENCY SIGNALING AND COMMUNICATION 1. GENERAL
Distress craft and personnel may use any possible means to alert others on emergency situation. SAR units on response to maritime emergencies also use signals to denote situation, emergency and intention. There are dozens of different methods to signal for help or in assisting distress craft or survivor to attract attentions or other, or to aid in their own rescue. 2. DISTRESS COMMUNICATION SYSTEM a. EPIRB and ELT – Emergency Position Indicating Radio Beacon and Emergency Locator whose frequencies are 121.5 MHz and 43 MHz. b. COMPASS/SARSAT- Search and Rescue Satellite Aided Trackingpart of GMDSS and serves the SAR system. c.
Mariners Alert Radio Broadcast.
d. GMDSS – Global Maritime Distress and Safety System – provides distress and safety communications between ships at sea and rescue coordination center at shore. (Figure-4)
3. STRAINING SIGNALS
SIGNAL Green Dye
BY
MEANING
Survivors
I am in distress and requires immediate assistance
SAR Aircraft
The survivors are located here 40
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4. WAVING SIGNAL
Slowly and repeatedly raising and lowering of arms outstretched to each side
Survivors
I am in distress requires immediate assistance
Survivors
I am in distress requires immediate assistance
Submarine
Attempting emergency Surfing. Keep clear
Rescue Unit
Impossible to proceed as Planned
Two red
Rescue Unit
Survivor injured, needs Doctor and medical kit
One red one green
Rescue Unit
Radio inoperative, drop another
One green
Aircraft
Request permission to Land (used near airport)
Submarine
Initial notification, all Is well
Rescue unit
Survivors ready for pick-up As arranged
5. PYROTECHNICS SIGNALS
One red or succession of red
Two green
41 RESTRICTED
RESTRICTED Succession of green
Aircraft
Have urgent message to transmit
One white
Aircraft
Submarine is below me
Ship
Man overboard
Rescue unit
Ready for flotation, kit or Aero kit drop
Two white
Rescue unit
Ready for MA-1 kit drop
Two white three (3) minutes apart
Submarine
When surfacing keep clear
One yellow
Submarine
Ascending to periscope depth
Series of white 10 sec apart
Ship or aircraft
Alter your heading to avoid restricted area
Succession of White
Aircraft
In difficulty and must land
One white, one green
Rescue unit
Ready for raft drop
One white, one red
Rescue unit
Floatation device damaged, Drop another
Two whites, one green
SAR Aircraft
Rescue successful
Two whites
Aircraft
Rescue unsuccessful 42
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6. PYROTECHNICS SMOKE SIGNALS Orange smoke
Survivors
I am in distress and requires Immediate assistance
Red smoke
Submarine
Attempting emergency Surfacing, keep clear
Two orange smoke Few seconds apart
SAR Aircraft
I have survivors in sight
Two whites or yellow 3 seconds apart
Ship
Alter your heading to avoid restricted area
Flames from burning oil barrels
Vessels
I am in distress and requires immediate assistance
3 bonfires forming a triangle
Survivors
I am in distress and requires immediate assistance
7. FLAME SIGNALS
8. FLASHING LIGHT SIGNALING
SOS
Distress craft
I am in distress and requires Immediate assistance
F
Distress craft
I am disabled communicate with me
J
Distress craft
I require assistance
Two white flashes
SAR craft
I have survivors in sight
Succession of White flashes
In difficulty and must land
43 RESTRICTED
RESTRICTED
9.
SMOKE STACK SIGNALS
Black smoke continues
SAR Vessel
I am searching survivors signal me
Series of red stars fired one at time, at one at a time
Distressed craft/ survivors
I am in distress and requires immediate assistance
Two green stars A few seconds apart
SAR vessel
I have survivors in sight
Continues sounding of whistle, fog horn and other sound apparatus
Survivors
I am in distress requires immediate assistance
Explosive signal repeated at one minute interval
Survivors
I am in distress and requires immediate assistance
10. ROCKET OF STAR SHELL
11. ALL SOUNDS SIGNALS
Morse code group SOS by any sound apparatus
I am in distress and require immediate assistance
4 to 5 underwater explosive signals by aircraft to submarine
I am in distress and requires immediate assistance
12. FLAG HOIST SIGNALS a.
Primary Distress
NC
I am in distress and requires immediate assistance
Square flag above or below a ball shape black circle and
I am in distress and requires immediate assistance 44 RESTRICTED
RESTRICTED black square on fluorescent orange red flag
Black fluorescent orange Flag
b.
I am in distress and requires immediate assistance
Secondary Distress ( By Flaghoist, CW, Voice, or Flashing lights) V
I require assistance
N
I understood your message but cannot Comply (to SAR aircraft)
CODE
I understand your message and will Follow you (to SAR aircraft)
AC
I am abandoning my vessel
AD
I am abandoning my vessel w/c have Suffered nuclear accident and is Possible source of radiation danger
AE
I must abandon my vessel
AI
Vessel incident may have to be abandoned
BF
Aircraft has ditched in position indicated and required immediate assistance
BR
I require a helicopter immediately
CB
I require immediate assistance
CC
I am in distress and in position indicated And requires immediate assistance
CD
I require assistance in the nature of‌‌
CG
Stand by to assist me
CV
Do you require assistance 45 RESTRICTED
RESTRICTED
13.
CK
I no longer require assistance
DX
I am sinking in position indicated
EB
The craft in distress in position indicated
EK
I have sighted distress vessel in position
FF
I have intercepted distress call from craft at position and time indicated
CHARACTERISTICS OF DAY AND NIGHT TYPHOON SIGNALS
Hoist signals
Day One red pennant
Typhoon Signal No
1
When condition dangerous to the operation of small craft are forecast for the area (winds of 30-60 kph or 16-32 knots)
2
Conditions are dangerous to the operation of 250 gt or less. Forecast winds of range from 60-100 kph or 32 to 54 kts
3
Conditions are dangerous to the operation of vessel 700gt and below, forecast winds of 100-185 kph or 54-100 kts
4
Conditions are dangerous
Night One red light over White light arrange vertically
Day Two red pennant Night one white light over one red light
Day One square red flag with a Black square at center Night Two red light arrange Vertically Day
Conditions
46 RESTRICTED
RESTRICTED Two red flags with black square at center, arrange Vertically
to the operations off all types of vessels forecast winds greater than 185 kph or 100 kts and above
Night Three lights (Red, white, red) Arrange vertically)
47 RESTRICTED
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CHAPTER 5 SEARCH OPERATIONS A.
GUIDELINES
1. The Coast Guard Station/MRSC receiving information of casualty automatically becomes the Initial Action and the Station Commanders/MRSC Chief is responsible for initiating immediate life-saving measures. The same goes true for the MRSC failing to receive ship report at an appointed time except that, in this case, it has to go through the procedures of the emergency phases as described in the IMO SAR manual. 2. After verifying his information as reliable and after evaluating the incident, The MRSC will decide the degree of urgency and the most appropriate SAR action required: at the same time, continuing to take additional information. This is often a difficult and complicated task and he must depend upon local knowledge and experience rather than follow any set pattern of action. 3. Once life-saving measures have been initiated and SAR units have been deployed, the Coast Guard/MRSC/MRCC continue to be responsible for calling on other authorities for assistance as necessary, and to follow the incidents through until no further SAR action is required. Periodical situation reports (SitRep) will be issued to higher headquarter and all participating authorities.
B.
ACTIVATION OF SAR MISSION
Upon reaching of the distress phase, the duty officer may dispatch part or all the alert facilities (SAR units) on his own authority and discretion to receive distress and protect property. He shall, however, inform the Chief, MRCC/MRSC and NMSARC that a SAR Mission is activated and the Chief, MRCC or MRSC shall have taken over his duties. The MRCC/MRSC Chief, in the conduct of the SAR operation shall be guided, but not limited to the following activities: 1. Estimation of the most provable position of the distressed ship/vessel and the location of the survivors; 2. Determination of search area large enough to ensure that the survivors are within the search area: 3.
Selection of the equipment to be used in the search:
4.
Selection of the search pattern to be used in the search: 48 RESTRICTED
RESTRICTED 5.
Allocation of search resources, and;
6.
Notations of actions taken by locating units and other units at the scene of
action.
C.
CONDUCT OF SEARCH
Search operation begin when the first unit is briefed and dispatched to a search area. Generally, its beginning depends directly upon the apparent urgency of the SAR incident reported to the MSAR System. In a strict scene, search operations will occur even during mission in which accurate distressed locations are known or reported. Effecting a rendezvous between the search and rescue unit and the distressed vessel or ship or person. Search effort on the search and rescue will try to eliminate or reduce time delays. 1.
Search Crew
The search crew’s active participation in a mission begins with their briefing and ends with their debriefing upon return. Search crew on a mission must be adequately briefed by directing authority to avoid wasteful delays. Data for these briefings shall be prepared prior to the actual briefing to ensure that no information is omitted and that each search crew has written records of his instructions. In addition to the written briefing forms, ship’s crew will be provided, when possible, with written weather information, weather maps, and description of terrain of the search area. 2.
Weather Briefing
The brief includes wide scope situation and information briefing. The search crew should be told of all the known pertinent facts surrounding the circumstances of the distress. Knowing the weather from the time of distress to t he present will help the search crew to take appropriate steps to remedy the environmental hazards being faced by the survivors. Also, it will enhance evaluation and preparation to ensure safety and success in the operation. 3.
Information for OSC Briefing
Each search craft/vessel enroute to the scene should contact On- Scene Commander to him enough time to determine and decide on specific tasks that he would assign to incoming search crafts based on the situation at hand. The communication exchange would also be useful for the OSC to derive information for his briefing. 4.
On-Scene Arrival a.
OSC Initial Briefing 49 RESTRICTED
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The OSC will give his initial briefing on the arrival of search units. This briefing will include important vital to searching units such as: 1. 2. 3. 4. 5. b.
New development since latest SAR action Search Targets Search area designations Search pattern Track pattern Latest on-scene weather condition
Estimating Wind and Seas
Surface wind direction can be easily determined if smoke is present. Caution shall be observed when igniting smoke grenades in areas covered effect on land surface and water surface. 5.
Locating/Sighting of Distress Craft
In sighting a missing craft or survivors, the captain or pilot should pinpoint the position, advise the RCC and survey the surrounding area with a view to assisting those who will be required to proceed to the scene later. When a target is sighted over water, the position should be recorded by GPS or if possible, be marked by some form of sea marker, smoke float, buoyant light or dye marker. It is desirable that continuous aerial surveillance be maintained over the location of the craft or survivors. It is particularly important that continuous surveillance is maintained at sea, subject only to consideration of aircraft safety. Whenever possible, should a SRU be forced to leave the scene before the arrival of a relief aircraft or vessel, a buoyant radio beacon should be dropped, with the GPS position recorded. The need to dispatch additional aircraft or vessel to the scene should be considered as early as possible to avoid survivors being left unattended and to avoid the problem of relocation. a.
Survivor Sighting Procedures
Over water search craft should keep smoke or illumination signal or sea-dye marker ready for immediate jettisoning. When any sighting is made, a signal or marker should be dropped immediately. If survivors are sighted or the distress scene located, the following procedures should be observed: 1)
Keep survivors or distressed craft in sight at all times;
2)
Mark the position (use marker or illumination signal, floating lantern, or any other method of marking available):
3)
Drop available communications/survival equipment: 50 RESTRICTED
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b.
4)
Make survivor sighting report to OSC:
5)
Direct potential rescue vessel and other aircraft to the scene by all available radio, electronic equipment and visual signals;
6)
Effect rescue if capable:
7)
Determine the position as accurately as possible, using any navigational aid and radio system, and;
8)
Plot estimated range of vessel and bearing of each survivors sighted, as well as each rescue that launched on the dead reckoning tracer (DRT), if so equipped
Survivors Sighted Report
When survivors are sighted, the OSC should de advice as soon as possible. Sighting report shall include the following items if known:
1) 2) 3) 4) 5) 6) c.
Position Survivors identity Physical condition of survivors Wind, weather and sea condition Type of emergency equipment being used Type of emergency equipment needed
Survivor Signal Report
If any SRU hears or detects a possible emergency signal or possible survivors transmission on any of the monitor channels or other detection equipment, the OSC should be advised as rapidly as possible, to include the following items if known: 1)
SRU Position
2)
Detached description of transmission heard
3)
Exact time signal commenced and terminated
4)
Frequency of signal
5)
Signal strength
6)
Action taken by SRU
7)
SRU evaluation of signal 51 RESTRICTED
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6.
Rescue Operations a.
On scene Rescue and Delivery Procedure
When two or more SAR units capable of conducting the rescue operation arrive on scene and no OSC has been designated yet, the first to arrive will generally make the first rescue attempt. Basic procedure for all rescues should be followed including the accounting for all survivors and conducting initial survivors debriefing. b.
Processing
Sorting of casualties is a difficult problem but must be accomplished when resources are available and a large number of injured must be cared for. The following procedures are recommended for processing of survivors (Note: The scope and number of casualties, the medical resources available and the type of SAR unit, will determine the extent of survivor processing which can be accomplished. 1)
Begin First Aid. If survivor processing tags are used, attached one to each survivor. If not, begin medical log on each survivor.
2)
Account for all occupants of the distressed craft. Conduct initial debriefing of survivors for this purpose.
3)
Complete first aid and administer emergency care with capabilities.
4)
Report survivor status to RCC. Initiate steps to locate any missing survivor and steps for evacuation if not already done.
5)
Safeguard personal effects of survivors.
6)
Examine personal effects identification purposes.
7)
An evacuation cannot immediately be accomplished, establish the best care possible.
8)
Preserve medical records, physical evidence, classified documents or matters for further disposition and used
9)
More detailed debriefing of survivors should be undertaken an appropriate time for used in reports and by accident investigation authorities. Information given by survivors shortly after accidents are of great value for prevention of other
of
deceased
persons
for
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procedures
and
for
accident
D.SEARCH PLANNING Search planning involves the following steps: Evaluating the situation, including the results of any previous searching; Estimating the distress incident locations and probable error of that location; Estimating the survivor’s post-distress movements and probable error of that estimate; Using these results to estimate the most probable location (datum) of survivors and the uncertainty (probable error of position) about that location; Determine the best way to use the available search facilities so the chances of finding the survivor is maximized (optimal search effort allocation) Defining search sub-areas and search patterns for assignments to specific search facilities; These steps are repeated until either the survivors are located or evaluation of the situation shows that further searching would be futile.
1. Evaluating the Situation Searching is the most expensive, risky, and complex aspect of the SAR system. Before a search is undertaken and at frequent intervals during its progress, all information received must be carefully analyzed and evaluated. The primary concerns are ensuring all clues of the survivors’ status and location are properly evaluated together with the safety of the SRUs. Some of the clues which could indicate the survivors’ location and situations include: a. Intentions – The intended route of the distress vessel is always an important clue of the probable location of the distress. b. Last Known Position (LKP) – The vessels’ last known position and its associate time is an important clue because it eliminates all the possibilities associated with earlier times. c. Hazards – Information of hazards along the vessel’s intended route such as adverse weather condition may allow the search planner to estimate the probable location and time of the distress incident. 53 RESTRICTED
RESTRICTED d. Condition and Capability – The seaworthiness, type and condition of navigation aids are indicator how well the vessel may be able to handle adverse weather conditions and able to maintain its intended course. e. Crew Behavior – The experience, training habits, medical condition, and probable action of the vessel may provide clues about pre and post distress behavior which provide better estimates of the time and location of the distress incident and subsequent voluntary survivor movements. f. On-Scene Environmental Conditions – Conditions at the scene provides well pictures about the present survival of the vessel as well as the crew. g. Results of Previous Searching – Results of previous searches provide important clues which may help locate the survivors in later searches. b. Estimating the Distress Incident Location The first in either marine or land search planning is to determine the limits of the area containing all possible survivor locations. This is usually done by determining the maximum distance the survivors could have travelled between the LKP and the known or assumed time of the distress incident and drawing a circle of that radius around the LKP. Developing one or more scenarios base on known facts plus careful assumptions allows the search planner to establish a corresponding geographic reference or datum for the vessels probable location. A datum may be a point or set of points, line or area. The datum for the initial distress incident is first estimated from the known facts of the case, and possibly some assumptions which have a high likelihood of being true. Coming of new datum is evaluated and limits are established for the smallest area containing possible locations relative to the scenario on which the new datum is based. This area is called the “possibility area.” c. Survivor Motion After the Distress Incident Survivors of a distress incident may move away from the location where the incident occurred before assistance arrives. Aircraft can glide a considerable distance following an engine failure or a vessel may drift having no anchor or in deep water from forces affecting the vessel such as the wind and current. d. Maritime Drift Drift has two components: leeway and total water current (TWC). Leeway (LW) is the downwind direction when the force of the wind against the exposed surfaces of the craft causes it to move through the water. The shape of the exposed and underwater surfaces can affect the rate of leeway and cause the leeway direction to diverge to the left or right of the downwind direction. TWC can have several components, most common are the Sea Current (SC) and Wind Current. Sea current is the main large-scale flow of ocean waters 54 RESTRICTED
RESTRICTED while Local Wind Current (WC) is due to the effect of sustained local winds on the water’s surface. Other types of currents are Tidal or Rotary and River current. Vector (direction and speed) values must be obtained for each of these which is present and added, vector fashion, to obtain the total water current (TWC) as shown below:
e. Sources of Wind and Current Data The best way to obtain wind and TWC information is through direct observation. One way to get this is thru ships passing through the area where the SMC could ask for reports of set and drift as well as other weather observations. Datum Maker Buoys (DMB) can also be a good source of these data; however it should be deployed first by SRU on actual SAR. The next best source of data is the output of computer models used for predicting weather and sea conditions from local weather bureaus. Close coordination must be made to obtain such data for the use during operations, however if no other could be gathered, pilot charts, hydrographic atlases, tidal current tables may be used to obtain estimates for current. f. Estimating Survivor Drift Once the direction and speeds of the leeway and TWC vectors are estimated, the direction and rates of drift are computed by adding the leeway and TWC vectors as shown in Figure 5-2. Normally, all velocity are computed in nautical miles per hour (knots).
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RESTRICTED Downwind Drift velocity (kts, when leeway is Left of downwind) Leeway (kts, right Of downwind)
Leeway (kts, left of downwind)
TWC (kts)
N
Drift velocity (kts, when leeway is Right of downwind)
Figure 5-2 Computing drift speeds and directions From total water current and leeway
g. Estimating a New Datum The estimated distance an object has drifted is computed as the number of hours since the last computed datum multiplied by the drift speed, using the familiar formula: Distance = speed x time 1. Single Point and Leeway Divergence Datums – Updating a previous point datum to account for drift motion and to produce a new point datum is done by moving from the previous datum in the direction of the drift vector for a distance equal to the estimated drift distance, as shown in figure 5-3. In a drift involving leeway, the first drift interval will produce two new datum points, one for each of the leeway vector. Thereafter, it is assumed that the “left” datum will always use the leeway vector that is to the left of the downwind direction and the “right” datum will always use the leeway vector that is to the right of the downwind direction.
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Downwind
Datum (left) Divergence Distance (NM) Drift distance (NM, when leeway Is left of downwind)
Datum (right)
N
Drift distance (NM, when leeway Is right of downwind) LKP Figure 5-4 – Determining new datums and divergence distance (drift distance= drift speed x time adrift)
2. Line and Area Datums. If the drift forces (wind and current) are nearly the same everywhere in the operations area, the new line or area datum location is found by moving it in the same fashion as point datum are moved using the average of the winds and currents. However, if the drift forces at some points on the line or in some sub-areas are significantly different from those in pothers, it becomes necessary to carefully choose a representative set of points to treat as datum points. These datum points should be chosen so that all significant variations in winds and currents are presented. Estimates of drift direction and distance must then be computed separately for each chosen point and new datum point estimated. Finally, a new datum line or area based on the new datum points must be estimated.
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CHAPTER 6 EMERGENCY MEDICAL SERVICE AND EVACUATION A.
EMERGENCY CARE
Emergency care may be needed and this includes extraction or removal from wreckage, triage, first aid and emergency care to a stabilize survivor condition, survivor debriefing, transport to a delivery point, life during transport, transfer/delivery of survivors at the delivery points, and briefing of the receiving authorities at the delivery point. SAR personnel should conduct rescue in hazardous environment without compromising the survival of others. Survivor processing begins as soon as possible after the survivor is extracted from the wreckage or board a rescue craft.
B.
SURVIVOR EVACUATION AND TRANSPORT
Survivors must be evacuated from the distress scene, transported, and delivered to receiving medical facilities or safe-delivery point. Often the rescue facility is also the transport facility. However, under some circumstances an additional facility is necessary, either to speed suffering survivors to a medical facility to provide better emergency medical care enroute, or both. Examples of such instances are: survivors are rescued from the water in a state of shock by a boat and then delivered to a helicopter for faster transportation; a ground party finds survivors from an aircraft crash and a helicopter with a doctor aboard is dispatch to evaluate the injured; a merchant ship rescue survivors from a ship at fire at sea and another doctors aboard is diverted to remove and hospitalize the injured. 1.
Selecting
When a choice is available, there are four areas that should be considered by the SMC when selecting or requesting appropriate survivor facility: a.
The medical training or qualifications of its crew or attendants.
b.
Its capability to reach the survivors in the shortest possible time, unless already on scene.
c.
The emergency medical equipment installed in the facility which can be used to stabilize the victims injuries and other conditions upon arrival on scene, and to sustain their stabilization during transit.
d.
Its capability for transporting the survivors in manner that neither aggravates the survivor’s injuries nor procedures new injuries or medical complications. 58 RESTRICTED
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Transport Facility Equipment
The type and quality of the specialized medical equipment required for life-support and life-sustaining measures aboard each craft basically determines its suitability as an emergency medical care transporting vehicle. 3.
Logistical Requirements
Logistics for direct support to surviving and deceased victims should be made available by SRUs. Reimbursement and/or replenishment for the same are to be handle in accordance with country policies.
C.
DOCUMENTATION PROPERTIES 1.
OF
SURVIVORS,
CASUALTIES
AND
Medical Handling This operational guide will regulate the following
2.
a.
Medical handling of casualties at the locations, classification of the conditions of casualties and utilization of labels by officers in change at the location.
b.
Saving and handling of classified documents and high priority commodities and helping provide data needed by the investigators.
Operational Concept a.
Classification and Criteria
1. In order to rescue mass casualties, it is necessary to establish criteria for classifying casualties by members and degree of condition. 2. The classification by number of casualties is aimed to facilitate collection/preparation of the required facilities while classifying the degree of condition of casualties is top determine the priorities in providing medical attention 3.
Classification of Casualties Mass- Casualties Level I -number of casualties total more than 300 persons
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Classification of casualties and utilization of labels: Group I – green label: casualties are not critical and not emergency Group II – yellow label: casualties are emergency not critical. Group III – red label: casualties are critical and emergency. Group IV – black label: dead casualties
c.
Casualties and Survivors by Priorities
1) Survivors physical and mental health may suffer due to an accident (in aviation, navigation and others) which require expeditious provision of medical services. h. Emergency Condition is a condition which requires temporary rescue operation activities at the location, during evacuation and up to provision of medical facilities/hospital. 3) Emergency critical condition are casualties in a very critical condition who may die if they are not give quick and appropriate medical treatment. 4) Emergency Non Critical Casualties are those whose are not in critical condition for a given time limit but require a medical treatment to prevent them from becoming critical/handicapped in the future. 5) Non Critical, Non emergency Casualties are casualties who do not require any emergency medical treatment. d.
Duties and Responsibilities
1) Administration of casualties shall be the responsibility of the medical officer for the sake of health services/treatment.
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Classified Document and High Priority Commodities
The classified documents and high priority commodities must be handled accordingly. The items must be preserved and handled over the appropriate authorities a record of log on each item and a handling over/taking over of permission must be kept as evidence.
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CHAPTER 7 SAR CASE ADMINISTRATION A.
GENERAL
Any SAR incident which requires a unit to open a case file, whether or not SRU’s are dispatched, should be properly documented. Documentation consists of SAR mission logs, forms, folders, charts, messages, note and reports. Good documentation promotes operational efficiency, creates statistics data, information for SAR case studies, and official chronological records.
B.
CASE NOTES
In all cases in which a SAR unit is a participant, every effort should be made to document all events and times of the events for inclusion in the SAR case folder. This should be accomplished using a unit generated chronology sheet that at minimum reflects the time of a conversation who the parties are and what the text of the conversation was.
C.
SEARCH AND RESCUE LOG (annex 1)
Unit Commanders shall maintain a log for the purpose of documenting each SAR case (number, date, and identity) prosecuted by that unit. It shall also include a section on auxiliary cases. An index shall be maintained to correlate case numbers and case dates and to prevent skipped or repeated numbers.
D.
SITUATION REPORTS (ANNEX 2 )
1. Situation Reports (SITREPS) are the primary documented means of keeping the SAR Coordinator and other interested commands and agencies advised of SAR case progress. The initial SITREP should contain all appropriate information concerning the present situation. Subsequently SITREPs should reference previous SITREPs, be brief and contain only that information which has not been previously reported. The final SITREP should contain information concerning the final action taken, the final disposition of the distressed person or craft and information identifying the vessel, aircraft or person assisted. Annex 1 is the format of a SITREP. 2. SAR watch standers should remember that in many SAR cases time is of the essence and the passing of essential information as fast as possible may be accomplished via telephone. The verbal notification does not exempt units from filing a SITREP, but advises the chain of command of the facts and the actions being taken. As soon as time permits, SITREPs should be transmitted to document phone calls and SRU actions.
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Major search and rescue cases, specifically: -
b)
actual loss of life major damage or the total loss of a vessel aircraft crashes fires and/or explosions on board vessels the capsizing of t he vessel vessel sinking or taking on water MAYDAY reports serious injury to people request for medical advice and/or evacuations vessels or persons overdue or unreported overdue or missing aircraft major vessel grounding salvage operations ELT/EPIRB distress signals
Any incident involving an actual or potential threat: of pollution to a bridge to a commercial cargo dock or wharf facility to any oil or fuel transfer facility
c) Any other cases of an unusual nature or with the potential of media interest, including: Floods or other disaster Serious accidents to Coast Guard facilities Request for and actual Coast Guard assistance to foreign nations, vessels or aircraft Operations where unusual procedures, techniques, or equipments are used Actual or threatened attacks against Coast Guard facilities or personnel
E.
SAR ACTION MESSAGES (ANNEX 3)
1. The SAR Action Message is concise message that provides information about upcoming searches and assigns specific task to the SRU’s. Originated by the SMC, a SAR Action Messages is not required for initial searches. It is designed to be utilized for subsequent searches that require significant planning and coordination. 2.
At a minimum, the SARACT message shall include the following: 63 RESTRICTED
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F.
Brief description of the situation. Search Area description Search area execution defining who will complete each area and what speed/altitude/type search/etc‌ Coordination between units and SMO/OSC/SRU designation. Communication Required reports
CASE FOLDERS
Every unit shall maintain a separate SAR case folder for each case the unit claims. SAR case folders should contain on one side a copy of all incoming and outgoing message traffic. The other side shall contain the incident processing forms, checklist, planning forms, action forms overlays, briefing and debriefing forms and handwritten notes pertaining to the mission. This provides for effective accumulation of all information regarding a case as well as providing a convenient means for the retrieval off all data received on a case.
G.
SURVIVOR DEBRIEF
1. Survivor debriefing is the last important step in a SAR mission. Determining how the aided person survived an incident provides critical feedback for improving the SAR process. 2. Survivor should be debrief about other survivors or occupant information, self help and clinical medical treatment required and experiences during the survival ordeal. Survivor debriefs should be conducted when a survivor is available and any of the following situations exist: a) b) c) d)
A successful multi-day search. When a search is conducted and one of the search objects is located lifeless. When there is significant media interest. When directed by the SAR Coordinator or SMC
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CHAPTER 8 NEXT OF KIN NOTIFICATION A. The following guidance shall be used to determine who will make next of kin notification: a)
When a body is recovered (case close) and no search is conducted, the Coast Guard shall request that local officials make the next of kin briefing in person.
b)
When a body is recovered after a search, the Coast Guard shall request that local officials make the next of kin briefing in person, and then the SAR Mission Coordinator shall notify the family to discuss the search effort.
c)
When a search is suspended and the Coast Guard is lead agency, the SAR Mission Coordinator shall make or arrange the Next of Kin notification. In a case where the Coast Guard is assisting a local agency, the local agency may conduct the briefing, but the SMS shall ensure that the family is aware that they may call the Coast Guard at any time.
B. The Coast Guard should, whenever possible, utilize one person who is very familiar with the case to maintain close contact with one spokesperson for the NOK throughout the incident. This liaison should be initiated at the beginning of the case, and should preclude any misunderstanding about our efforts and intentions concerning the matter, including the least acceptable – discontinuing the search without locating the object of the search. C. During contacts with NOK and/or members of the public interested in an incident, such terms as probability of detection, coverage factor track spacing and sweep width should not be used since they are difficult concepts to understand. The number of SRU’s, their type, square mile searched, hours searched and general weather condition should be used in briefing NOK and/or their spokesperson. D. Consideration may be given to the NOK in notifying the decision to suspend or terminate search effort at least one day prior to suspension of operations allowing next of kin at least one more day of hope while giving them time to accept that the search cannot continue indefinitely. E. Family members are not encouraged, but are welcome to come to the Command Center to review details of the case. The spokesperson who is representing the NOK should accompany family members during the visit to continue the liaison process when case particulars are discussed.
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CHAPTER 9 SAR CASE CLOSURE OR SUSPENSION A. CLOSURE SAR Operations enter the conclusion stage when: a. the target is located and the survivors are rescued; b. the emergency beacon has been located and the survivors rescued, or if there was no distress, the beacon has been turned off; c. information is received that the target is no longer in distress; d. all known persons on board are accounted for, or it has been determined that there is no longer a chance of survival; or e. the SAR Authority determines that further searching has no significant chance of succeeding and either suspend or terminate the search. The authority to end a search rests with different levels within the SAR organization depending on the circumstances or situation. In particular, the SAR Authority is responsible for deciding when to suspend or terminate an unsuccessful search where lives were known to be at risk. The SAR Coordinator may delegate to the SMC the authority to conclude the operation in all other circumstances (i.e.: when the SMC determines that the target is no longer in distress and in situations where an identified beacon has ceased transmitting). Conclusion of a successful SAR action When the target of a search action has been located and the survivors removed to a place of safety, the RCC shall ensure: a. all people and organizations involved in the SAR action are stood down; b. all appropriate agencies are notified; c. next of kin are fully informed; d. shipping is advised of any hazard caused by abandoned vessels etc; e. arrangements are made for the recovery of dropped survival equipment e.g. rafts; f. the collection all maps, worksheets, notes, messages in chronological order and file on a SAR incident file; and g. that administrative and financial procedures are completed.
B. SUSPENSION When it is determined that further search would be of no avail, the SMC shall consider recommending the suspension or termination of the SAR operation. However, search action shall not be suspended or terminated nor the distress phase cancelled 66 RESTRICTED
RESTRICTED without the specific concurrence of the SAR Coordinator. The decision to suspend a search shall not be made until a thorough review of the search is conducted. The review will focus on the probability of there being survivors from the initial incident, the probability of survival after the incident, the probability that the survivors were in the search area, and the effectiveness of the search. The review should: a. examine search decisions to ensure that proper assumptions were made and that planning scenarios were reasonable; b. reconfirm the certainty of initial position and any drift factors used in determining the search area; c. re-evaluate any significant clues and leads; d. examine datum computations and data calculations; e. confirm that all reasonable means of obtaining information about the target have been exhausted; f. review all intelligence material to ensure no information had been overlooked; g. examine the search plan to ensure that: i. assigned areas were searched; ii. the probability of detection was as high as desired; and iii. compensation was made for search degradation caused by weather, navigational, mechanical or other difficulties; and h. consider the survivability of the survivor/s taking into account: i. time elapsed since the incident; ii. environmental conditions; iii. age, experience and physical condition of (potential) survivors; iv. survival equipment available; v. studies or information relating to survival in similar circumstances; and i. consider the rescue plan to ensure that: i. best use was made of available resources; ii. contingency plans were sufficient to cater with unexpected developments; and iii. coordination with other agencies was effective in ensuring best treatment of survivors. Before an unsuccessful search is suspended or terminated, the SAR Coordinator shall make arrangements to ensure that the next of kin are fully briefed on the complete search effort, including conditions in the search area, other salient operational factors and the reasons for proposing the suspension or termination of the search.
C. REOPENING OF SUSPENDED CASE 67 RESTRICTED
RESTRICTED In cases that new significant information developed in the course of the case, reopening the suspended case should be considered. Reopening without good reason may lead to unwarranted use of resources, risk of injury to SRU, possible inability to respond to other emergencies and false hopes to relatives.
D. FINAL REPORTS When SAR case is closed or suspended, every authority, center, service, or facility activated should be notified. This is normally done via radio or telephone, and then followed by a final SITREP from activated RCCs/RSCs. Other RCC Chief and responsible SMCs were not involved in search suspension should be informed about the lack of success and the reasons for halting operations. It is important that details be submitted as it is required to improve methods, evaluate mistakes and provide statistics for SAR managers.
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CHAPTER 10 MISSION CONCLUSION Mission conclusion is the last stage of the SAR System. Prior termination of a mission, successful or unsuccessful, the SMC should ensure that:
A.
SRU RETURN
This is often simple and taken for granted, where SRU elements simply return to their home units. However occasionally, units have traveled from distant bases (fixed wing aircraft) and must land, refuel and rest their crews before regulations permit them to continue. In such case, arrangements must be made for fuel, lodging and meals.
B.
SRU READINESS
Once units have returned home, they must be ready to respond to the next SAR incident before the Mission Conclusion stage is complete. SRUs must be refueled and expanded supplies (flares, first aid supplies) replenished, cleaned and ready for used again (pump flushed and re-packed, tow lines dried and reeled). The personnel must also be rested or replaced if they have reached fatigue or flight limits.
C.
SRU DEBRIEF
Important information for your case file must be gathered from the crews and survivors. This should be done quickly while the information is still fresh in everyone’s mind.
D.
INTERAGENCY DE-ALERT
This step has three parts. First we should de-alert all participating agencies. Coast Guard units, other military units, police volunteer organizations, the media. Everyone that was involved in the search should be told that it is over and the outcome. Do not Forget to Cancel your UMIB! The incident may be further investigated or evaluated. The SMC should inform those agencies if applicable. There may also be post-mission event to complete. Aids to Navigation should be checked in the vicinity of an accident to ensure their operational status, and wreckage must be marked and/or removed to prevent incidents.
E.
DOCUMENTATION
No job is complete until the work is done. SAR records are useful in many ways. They build statistics which determine service needs for people, equipment is necessary, and serve as records for judicial purposes.
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CHAPTER 11 SAR RELATED ISSUES This section provides guidance concerning issues which are associated with the Search and Rescue process.
A.
SALVAGE and RECOVERY OPERATIONS The Coast Guard will engage in salvage operations only when all of the following situations exist:
a) No commercial salvage is reasonably available b) Salvage operations will minimize or prevent further damage to or loss of the vessel (e.g., grounding, pumping, etc.) c) The Cost Guard units are capable of rendering proper assistance d) If grounded, the vessel has a sound hull and is considered seaworthy e) weather and bottom conditions are not adverse f ) The owner request the assistance and aggress to the specific effort to be made, g) Coast Guard units and personnel are not unduly hazarded by the operation, and h) There is no higher priority need for the Coast Guard resources involved.
1.
ABANDONED PROPERTY Property that is reported to the Coast Guard as abandoned should be disposed of by the local municipality or other agency exercising authority in the region. Most municipalities have a division that deals specially with abandoned property. In rare cases where no agency accepts responsibility, contact must be made to district or PCG Legal for further guidance.
2.
GRATUITIES AND GIFTS Coast Guard regulations prohibit the acceptance of gifts for official services rendered. Accordingly, any offer of property should not be accepted. In those unusual situations when a gift of property is given or, in similar situations, when property is “left for the taking� or merely abandoned, the property should be maintained intact and reported to District or PCG Legal for disposition. 70 RESTRICTED
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3.
RECOVERY OF BODIES OF DROWNED PERSONS a) Upon receipt of request to assist by searching for or dragging for bodies, a Station Commander may dispatch appropriate assistance for no longer than 24-hour period from the time of receipt of the request or until sunset on the succeeding day. This assistance will be rendered during daylight hours only, operations permitting. At the conclusion of Coast Guard participation, the assisting unit may offer the use of minor equipment to the local authorities handling the incident. Units should be sent to points beyond their normal area of operations. b) It is extremely important that all personnel be aware that the above procedures apply only to the recovery of bodies of persons who have been presumed drowned by responsible officials. If the unit receiving the initial request for assistance has any doubt that the person missing may not in fact be drowned, immediate action should be taken and the case handled like any other where danger to life is involved.
B.
PUBLIC AFFAIRS 1. General Rules For Fielding Questions From the Media Rule #1 Anticipate Questions a)
You are the personification of your organization when being interviewed. Your rank, rate or position does not matter to the viewing/listening/reading/public. When interviewed, YOU are the Coast Guard.
b)
Be prepared for the interview to the best of your ability. Attempt to create a favorable impression through your bearing, personal appearance, and professionalism.
c)
Avoid all technical jargon and military acronyms. Talk to the public in “plain English�. Remember the general public is not familiar with terms like: DMB, UMIB, GMDSS, etc. If you must use technical terms, define them first.
d)
Take the attitude that the reporter represents the public and that the public has a right to know.
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Used short quotes to answer anticipated questions. Long answer are seldom used, and rarely to your advantage. Edit your own material: do not require a news room editor to do it for you.
f)
When you’ve made your point, stop talking.
g)
If you have opportunity prior to the interview being recorded, offer subjects and/or points that you want to discuss during the recording to the interview
Rule #2 Do not Speculate a)
Don’t agree or disagree with conclusions drawn by the media.
b)
Don’t allow yourself to be drawn into stating your personal opinions Example: “Do you think you will find the crew of the fishing boat alive?”
c)
Don’t accept a reporter’s facts or figure. Don’t be certain of them even if you think that they might be correct. Just don’t take a position.
d)
Do not answer hypothetical questions, Example: “If you had been Notified earlier, do you think that you would have found the overdue sailboat by now?”
Rule #3 Make A Conscious Effort To Never Mislead Your Audience a)
State your conclusions first, then expand with additional info.
b)
Be prepared. Do your homework if you anticipate giving an interview. Even in your specialty, a brush-up is wise. After all, how many of you will remember every detail of SAR Planning six months after you have completed the course?
c)
If time and circumstances permit, have someone, preferably a superior, question your position and play the “devil’s advocate” prior to the interview
d)
Have prepared points that you would like to make.
e)
Make sure of any available visual aids, e.g. charts. People will remember more of what they see than what they hear. People from the television news media will attest to this. 72 RESTRICTED
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Rule #4 Re-state And Clarify Vague Questions (or have the reporter clarity the question) a)
Listen carefully to the hypothesis embodied in each question. Reject false presumptions before answering the question. If the hypothesis is incorrect, then correct it before your answering. Example: ”When did you stop beating your wife?”
b)
Be alert for questions that are intended only to test your qualifications. Example: QUESTION – “Are you a Search and Rescue Expert?” ANSWER – “ I am a Trained Search and Rescue Professional”
c)
Don’t be pressured by an overlay aggressive or “investigative” reporter. Stop for a few moments if you desire. Compose yourself. The media will not waste expensive air time with blank tape.
Rule #5 Avoid Any Demonstration Of Anger OR Sarcasm. a)
The report may be biased as you are – and as professional.
b)
Don’t try to snow the reporter. It may backfire. Be humble. The public will like you better for it.
c)
Even thought most reporters are generalist and not well versed SAR, avoid any reference to this fact. Remember that they also cover murders, train wrecks, plane crashes, fires, union strikes, etc. They normally have a broad background in disaster and emergencies but little of specific area. Unless of course you encounter an “investigative” report.
Rule #6 Stay Within the Subject Area Establish ground rules and subjects to be covered with the reporter, and stick to them. Example: “How will a serious reduction in the Coast Guard’s operating budget effect your ability to perform rescue missions like this one in the future?”
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a)
Never make any “Off the Record” remarks. Reporters make their living by collecting and publishing information. When a reporter ask you a question you should assume that he wants information that he can publish. It is foolish to assume anything other than the fact you are “on the record” at all times.
b)
Never say “No comment”. You will look and sound guilty of something. State why you cannot provide an answer. Assuming you know the answer, there are several successful methods of avoiding the answer
C. LEGAL ASPECTS Legal aspects includes right of assistance, entry, SAR Agreements, removal and disposition of human remains, entering private property and handling of private property. The SAR Planner should be unduly concerned with legal issues but rather act with care according to his training. Knowledge of some legal basics, however, will prove helpful in ensuring that you have prosecuted your case in the most responsible manner. Statutory Authority- The Coast Guard’s Authority for conducting SAR is found in section 3 (i) of the RA 9993 otherwise known as the Coast Guard Law of 2009 which states: “To render aid to distressed persons or vessels on the high seas and on waters subject to the jurisdiction of the Philippines, and in this connection, the Philippine Coast Guard may perform any and all acts necessary to rescue and aid persons; furnish clothing, food, lodging, medicine and other necessary supplies and services to persons; protect, save and take charge of all property and deliver to persons authorized to receive it or applicable regulations and collect and take charge of bodies of those who may perish in such disasters”. This is a discretionary statute; there is no requirement to conduct SAR. Once a mission is undertaken, however, we must ensure that it is conducted in a responsible manner. If we do not exercise reasonable care in carrying out a rescue, or if harm results because a person has reasonably relied on our efforts, we could be found liable. For a finding of negligence there must be: a)
a legal duty of act
b)
a breech of that duty by not acting improperly, or acting when you should not: and
c)
a worsening situation which results in damage
Trespass – is defined as entry without right on property belonging to another. If you must transit private property in order to save life or property: 74 RESTRICTED
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a)
Get the permission of the owner, if possible
b)
If not possible, advice local law enforcer of the problem so they can provide legal access and be responsible for securing the property upon the conclusion of the mission.
c) As a result, proceed as necessary. The “trespass� will be excused if life or property was at stake. Avoid unnecessary destruction of property, and secure property when done.
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ANNEX 1
SEARCH AND RESCUE LOG Punong Himpilan Tanod Baybayin ng Pilipinas HEADQUARTERS PHILIPPINE COAST GUARD 139 25th St., Port Area Manila 1018
DATE
IDENTIFICATION
SEARCH AND RESCUE LOG SITUATION POSITION
ACTION TAKEN
STATUS
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ANNEX II
SITUATION REPORT PHILIPPINE COAST GUARD oOo OUTGOING DISPATCHED CALL
SERIAL NR 000
TRANSMISSION -DISTRESS-
DATE/TIME 170800H JUL 11
TRANSMITTING INSTRUCTION
FROM:
1RCC
DRAFTED BY:
CAPT NS CASIANO PCG
TO:
SAR COORDINATOR
APPROVED BY:
ADM RC LIWAG PCG
RELEASED BY:
LCDR WN AZCUNA PCG
INFO:
BT… UNCLAS X CITE CG3-0711-000 X SITREP 1. SAR SITREP (NUMBER)
2. 3. 4. 5. 6. 7. …BT
IDENTITY OF CASUALTY (NAME/CALLSIGN/FLAG STATE) POSITION (LONG/LAT) SITUATION (NATURE OF URGENCY/DISTRESS) NUMBER OF PERSONS ASSISTANCE REQUIRED CO-ORDINATING RCC (IF ANY)
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SAR ACTION MESSAGE PHILIPPINE COAST GUARD oOo OUTGOING DISPATCHED CALL
SERIAL NR 000
TRANSMISSION -DISTRESS-
DATE/TIME 170800H JUL 11
TRANSMITTING INSTRUCTION
FROM:
SMC CEBU
DRAFTED BY:
CAPT NS CASIANO PCG
TO:
2RCC
APPROVED BY:
ADM RC LIWAG PCG
RELEASED BY:
LCDR WN AZCUNA PCG
INFO:
BT… UNCLAS X CITE CG3-0711-000 X SAR ACTION MSG: 1. SITUATION: WEATHER)
(SUMMARY/DESCRIPTION/PERS
ON
BOARD/SEARCH
OBJECT/ON-SCENE
2. ACTION: (ACTION TAKEN/SRU INVOLVE) 3. SEARCH AREA: (LONG/LAT) 4. EXECUTION: (AREA DESIGNATION/SAR FACILITY/LOCATION/PATTERN/COMMENCE SEARCH POINT/ALTITUDE) 5. CO-ORDINATION INSTRUCTION: (SRU/SMC/RSC/OCC) 6. COMMUNICATION: (CONTTROL CHANNEL/PRIMARY/SECONDARY/ON-SCENE FREQUENCY/AIR-GROUND/GROUND-GROUND FREQ) 7. REPORTS:(SITREP/END OF DAY OPNS)
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79 RESTRICTED
RESTRICTED Hukbong Dagat Ng Pilipinas PUNONGHIMPILAN TANOD BAYBAYIN NG PILIPINAS (Headquarters Philippine Coast Guard) 139 25th Street, Port Area 1018 manila HPCG/CG-3 21 May 1996 MEMORANDUM-CIRCULAR NUMBER………………04-96 GUIDELINES ON MOVEMENTS OF VESSELS DURING HEAVY WEATHER I.
AUTHORITY: RA 5173 as amended by PD 601.
II.
PURPOSE:
To prescribe policies and procedures in order to enhance maritime safety especially during the existence of a tropical depression or typhoon that makes sea travel dangerous. III.
SCOPE:
This policy applies to all vessels that may be affected by the prevailing weather disturbance. IV.
DEFINITION OF TERMS: A.
Typhoon Signal Nr 1-
is declare when winds of 30-60 kph (approximately 16-32 knots) are expected in at least 36 hours.
B.
Typhoon Signal Nr 2-
is raised if winds of greater than 60 kph up to 0kph (approximately 32-54 knots and above) are expected in the locality in at least 24 hours
C.
Typhoon Signal Nr 3-
is raise if winds of greater than 100 Kph up to 185 Kph (approximately 54-100 knots above) are expected in at least 18 hours usually accomplished by heavy rains.
D.
Typhoon Signal Nr 4-
is raised if winds of greater than 185 Kph 80
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RESTRICTED (approximately 100 knots and above) are expected in the locality in at least 12 hours usually accompanied by heavy rains. E.
F.
V.
Danger Sector-
is defined as the area where a typhoon may possibly pass during the next 48 hours, graphically constructed as follows.
1.
From the last known position of the typhoon, draw lines 40 degrees on both sides of the typhoon track.
2.
Take the maximum predicted distance that the typhoon travels during the next 48 hours.
3.
Using the last known position of the typhoon as the center, draw an arc with a radius equal to the predicted distance determined in para E2 above. The area bounded by this arc and the two radial lines drawn in para E1 above is the DANGER SECTOR.
Vessel-
Any ship, watercraft or other conveyances used or capable of being used as a transportation.
POLICY: A.
General:
1. Safety of life at Sea should take precedence at all times. Whenever there is a weather disturbance within the Philippine area of responsibility (AOR), the PCG Station Commander (from whose AOR any vessel is scheduled to depart) and the operator/master of the vessel should study carefully the typhoon movement to ensure that the vessel will not be with in the area covered by typhoon signals 1,2,,3 and 4 or within the danger sector until they reach their destination. 2. In the careful study of the typhoon movement, the Station Commander merely assists the master of the vessel by providing the necessary information from which the master formulates h8is own decision either to stay in port or move the vessel away from the typhoon. The technical information supplied by the Station Commander shall not, in any manner, be constructed as an advice for the master on his possible courses of action to evade the typhoon. 3. It is expected that ship owners/masters of the vessels will act according to their best judgment in order to save live and property.
B.
Specific Guidelines: 81 RESTRICTED
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1. Motorized bancas, ferry boats, or yachts ( engine or sail driven) shall not be allowed to sail if storm signal number one is hoisted within their point of origin, the route and destination. 2. No vessel of 23 gross tons or less shall sail if storm signal number 2 is hoisted with its point of origin, the route and the point of destination. 3. No vessel of 700 gross tons or below shall sail if signal number 3 is hoisted within its point of origin, the route, and the point of destination. 4. No vessel shall sail if signal number 4 is hoisted within its point of origin, the route, and point of destination. 5. Vessel may be allowed to sail to take shelter or ride out the storm without passengers or cargo. 6. The Boarding Team must advice the vessel on the current weather report and forecast prior departure of the vessel.
VI.
VI.
C.
Para V.B may be superseded by a special instruction from the Commandant, Philippine Coast Guard or of his authorized representative.
D.
The District or Station Commander is not precluded fro exercising professional judgment in case the weather is inclement enough as to warrant prevention of departure, particularly if passenger are aboard.
PROCEDURES: A.
Every master or any person in charge of the vessel shall ensure that the latest weather bulletin is received and the track of the typhoon is plotted on the weather chart aboardship.
B.
The master or patron, upon sensing of the danger as a result of a typhoon, shall request in writing to leave port (if necessary) to take shelter in a safer area, attesting therein that the decision to leave port is his alone.
C.
The master or patron must disembark passengers and cargo before leaving port to take shelter at a safer place.
D.
It is responsibility of t he master of the vessel to take the necessary precaution to avoid danger to his ship and injury to his crew and passengers.
RESPONSIBILITY: 82 RESTRICTED
RESTRICTED A.
B.
Director, Coast Guard Operating Center 1.
Coordinate with PAG-ASA for the availability of weather bulletin every 0500, 1000, 1700 and 2300 and immediately disseminate same through fastest means of communication to all CG units wit priority to the area directly affected by the typhoon.
2.
Plot in the weather chart the track and forest position of the typhoon.
3.
Advice immediately CPCG on all major maritime accidents.
4.
Monitor continuously all PCG units and take appropriate action on all reported maritime accidents. Recommend to CSPCG the activation of the HPCG Battle Staff for maritime Incident in case of major incidents.
5.
Perform other duties as CPCG may Direct.
Coast Guard District Commanders 1.
Monitor and get the entire weather bulletin at all through HPCG or other sources.
2.
Direct duty Radioman to get weather broadcast through CW originating from FWC Guam, Taiwan and Japan.
3.
Plot the prevailing weather condition and weather forecast for the next 72 hours at the weather board. Display the weather board in a conspicuous area for the benefit of local seafarers. Further, hoist the basic day to day signals to indicate the expected velocity of the winds within the next 12-24 hour. (See enclosure re-characteristics of the day signals).
4.
Disseminate to all subordinate units and local shipping agencies the latest weather update.
5.
Render situation report to HPCG at intervals as indicated: (a) every 12 hours if signal number 1 and 2 are hoisted (b) every 6 hours if signal number 3 is hoisted (c) every 3 hours if signal number 4 is hoisted (Note: SITREP to include weather and Maritime Traffic Condition)
6. C.
Perform other duties as CPCG may direct.
Coast Guard Station Commanders 83 RESTRICTED
RESTRICTED 1.
Monitor the weather bulletin through the District headquarters, HPCG or other sources.
2.
Ensure receipt of the weather forecast that are coming from Japan, Taiwan and Guam through CW.
3.
Plot the prevailing weather condition/weather forecast for the next 72 hours on the weather board.
13. Display the weather board in a conspicuous area for the benefit of local seafarers. Further, hoist the day signals to indicate the expected velocity of the winds within the next 12-24 hours. 14. Disseminate to all subordinate detachments and local shipping agencies the latest weather update. 15. Render situation report to HPCG/CGD at intervals as indicated: a) (b) (c)
every 12 hours if signal number 1 and 2 are hoisted every 6 hours if signal number 3 is hoisted every 3 hours if signal number 4 is hoisted
16. Recommend to appropriate authory/ies the denial of departure clearance to any vessel of any category in accordance with typhoon signal hoisted. 17. Ensure that masters’ request to leave port for purposes of sheltering in a safer area or riding out the storm are put in writing and properly attested to. 18. Ensure that vessel granted approval to leave port for purposes of sheltering or riding out the storm have disembarked their passengers and cargoes. E.
Shipping Owners/Operators: 1.
Ensure that all vessels are properly informed of the weather update, to include the areas where typhoon signals are hoisted.
2.
Discourage any vessel’s movement except for sheltering purposes especially when typhoon signals are hoisted or expected to be hoisted within the area of origin, the route and the destination.
3.
Keep track of all weather reports for dissemination purposes as well as monitor all vessels movement until they reach the port safety
4.
Inform the Cost Guard immediately of any unusual incident involving maritime safety such as missing craft and/or loss of contact with any of their vessels. 84 RESTRICTED
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VIII.
RESCISSION CLAUSE:
Memorandum- Circular Number 08-09 and any other Memorandum in conflict with this policy are hereby rescinded. IX.
EFFECTIVITY: This Memorandum- Circular will take effect immediately upon publication.
ARTURO Y CAPADA Commodore AFP
Encl: Characteristics of Day and Night Signals
85 RESTRICTED
RESTRICTED ENCLOSURE CHARACTERISTICS OF DAY AND NIGHT SIGNALS
TYPHOON SIGNAL NR
CONDITIONS
1
When conditions dangerous to the operation of ( small) craft are forecast for the area (winds of 30-60 kph or 16-32 knots), a red pennant will be displayed by day, and a red light over a white light will be displayed at night
2
Two red pennants or a white light over a red light indicate that winds ranging from 60 -100 kph (32 to 54 knots) are forecast and conditions are dangerous to the operation of vessels of 250 GT or less
FLAG/PENNANT
LIGHT
86 RESTRICTED
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3
4
A square red flag with a black center or two red lights indicate that winds from 100 -185 kph (54 to 100 knots ) are forecast and conditions are dangerous to the operation of all types of vessels
Two red flags with black centers or three lights (red, white, red) indicate that winds greater than 185 kph (100 knots and above) are forecast and conditions are dangerous to the operation of all types of vessels
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ANNEX IV
HEADQUARTER PHILIPPINE COAST GUARD (PUNONGHIMPILAN TANOD BAYBAYIN NG PILIPINAS) th 139 25 Street, Port Area 1018 Manila
20 June 1996 CG3/CGWCEO/CGAO STANDARD OPERATING PROCEDURE) NUMBER
…………………….. 07- 96 ) DISTRESS MONITORING PROCEDURE
I.
II.
REFERENCE: A.
International radio rules and regulations pertaining to maritime distress and safety signals.
B.
PN Communication Operating Instruction (COI)
PURPOSE: To provide the policies and guidelines in monitoring of distress message.
III.
SCOPE: This SOP applies to all PCG operating units with VHF/FM Marine band transceiver and HF/SSB Radio Transceiver.
IV.
DEFINATION OF TERMS: A. Distress Signals - shall mean signals received from distress vessels or nearby vessel such signals in 2182 khz and Channel 16 156.8 Mhz). B. Distress Monitoring Unit – shall mean signals received from distress frequencies at a given period of time.
88 RESTRICTED
RESTRICTED 19. Rescue Coordinating Center – shall refer to Coast Guard districts that coordinates and plans the Search and Rescue Operations to vessels in distress V.
VI.
POLICIES A.
All PCG operating units with VHF/FM Marine band radio transceiver shall guard Channel 16 (156.8Mhz) at all times in order to monitor any distress call within their AOR.
B.
Call made or received on channel 16 (156.8Mhz) shall be immediately shifted to authorized working frequency after link had been established to avoid heavy communication traffic on distress and safety channel.
C.
All PCG operating unit with HF/SSB radio sets shall guard 2182 KHz frequency at all times in order to monitor any distress and safety calls by vessels in distress except when transmitting routine/admin messages to higher headquarters.
D.
All Coast Guard Districts with Watch Keeping Receiver shall switch on at all times said equipment to monitor distress signal.
E.
Distress message has absolute priority over all other transmission. Stations hearing on distress call shall immediately cease transmission and continue to listen and record the distress message.
F.
Communication security shall be strictly adhered to and radio discipline shall be observed at all times.
G.
Districts Commanders shall set a schedule for their Coast Guard Stations the time to transmit routine/admin messages using the HF/SSB Radio transceiver
H.
Coast Guard Station/Detachments with no radio equipment shall designate one (1) commercial vessel regularly calling or home ported in their AOR to act as distress monitoring ship to monitor distress signal
I.
Whenever possible, the District Commander shall designate one (1) Coast Guard auxiliary vessel to act as distress monitoring ship to monitor distress signal
J.
Maintain radio log for distress signal
DISTRESS FREQUENCIES: The distress frequencies to be guarded by all PCG units and other station are the following: Bands VHF/FM marine Band
Frequency Channel 16 (156.8 Mhz) 89 RESTRICTED
RESTRICTED HF/ Single side Band
2182 KHz(Voice)
i. PROCEDURES: A.
All Districts/ stations shall maintain an efficient listing watch on channel 16 at all times while the station receiver is on and not being used for communication in other frequency.
B.
All Coast Guard Stations shall automatically shift HF/SSB Radio set to 2182 KHz frequency to monitor distress and safety calls after transmitting routine/admin messages on their scheduled time designated by their respective Coast Guard District and shall conduct radio check at the designated command and control net every 30 minutes for “Immediate/Flash message� (OSCAR/ZULU) from higher Headquarters.
C.
Coast Guard Districts having the watch Keeping Receiver shall immediately set HF/SSB Radio transceiver on 2182 KHz frequency to receive the distress call upon receipt of an alarm from said equipment.
20. The distress message contains the following: ii. Vessel Identification. iii. Position of vessel in latitude and longitude or true bearing and distance in nautical miles from widely known geographical points. iv. Nature of distress or difficulty, if not in distress. v. Kind of assistance required. vi. Number of person aboard and condition of any injured. vii. Type of Cargo. viii. Weather condition of area/vicinity/direction force sea swell and visibility. ix. Time abandoning ship. x. Number crew remaining on board. xi. Number and type of survival craft launched for used.
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21. Distress Message Example: (Channel 16 (156.8 Mhz) or 2182 KHz) “MAYDAY MAYDAY MAYDAY, THIS IS MV SEADOG, WZ 6789, MV SEADOG, WZ 6789, MV SEADOG, WZ 6789, MAYDAY MV SEADOG, WZ 6789, MAYDAY MV SEADOG WZ 6789, 133 DEGREES TRUE 12 MILES OFF DUMALI POINT STRUCT SUBMERGED OBJECT, TAKING WATER FAST, ENGINE DISABLED, ESTIMATE CANNOT STAY AFLOAT MORE THAN ONE HOUR. FOUR PERSONS ON BOARD, MAINTAINING CONTINUOUS WATCH ON 2182/CHANNEL 15 (156.8 MHZ). THIS IS MV SEADOG WZ 6789, OVER” 22. Acknowledgment of receipt of a distress case shall be as follows; Example; MAYDAY MV SEADOG, WZ 6789, MV SEADOG WZ 6789, MV SEADOG WZ 6789, THIS IS COAST GUARD MANILA, COAST GUARD MANILA, COAST GUARD MANILA, RECEIVED MAYDAY. 23. The vessel in distress or the Coast Guard Station in control of distress communication may impose silence on my station which interferes, by transmitting; 24. All PCG operating unit which learns that a vessel is in distress shall transmit a distress message in any following cases xii. When the vessel in distress is not itself in a position to transmit the distress message xiii. When a vessel or a shore station consider that further help is necessary. xiv. When, although not in a position to render assistance, it has heard a distress message which has not been acknowledge. 25. Coast Guard Station shall maintain status board in their operations center/radio room and shall indicate detachments, organic watercraft who are actually monitoring distress signal in their AOR. Likewise, Coast Guard Districts shall maintain status board in their operation center and shall indicate stations, organic WATERCRAFTS/vessels, auxiliary vessels who are actually monitoring distress signal in their AOR.
91 RESTRICTED
RESTRICTED 26. Detachments/Stations which have no radio equipment to monitor distress signal shall render report to their mother unit the name commercial ship designated as distress monitoring ship.
27. Detachments/Stations shall conduct radio check daily to their respective mother unit and reported compliance on the actual monitoring of distress signal. This shall be indicated as their additional activity in their Daily Accomplishment Report (DAR). 28. Status Board to be maintain by the Coast Guard Station/District shall be in accordance with the following matrix: Column I – Distress monitoring Unit/Ship Column II – Radio Equipment Use Column III – AOR/Station VIII.
RESPONSIBILITY: All PCG operating units shall be responsible for the purpose and strict implementation of this SOP.
IX.
EFFECTIVITY AND RECISSION: This operating Procedure shall take effect immediately and any SOP/Policies in conflict with this provision shall be deemed rescinded or modified accordingly. BY COMMAND OF MOMMODORE CAPADA
OFFICIAL: JOSE G GARCIA CAPT PN(GSC) Chief of Staff, PCG EPIFANIO C NAVARRO LT PN Coast Guard Adjutant
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ANNEX V
HEADQUARTER PHILIPPINE COAST GUARD (PUNONGHIMPILAN TANOD BAYBAYIN NG PILIPINAS) 139 25th Street, Port Area 1018 Manila
07 June 1996 CG3 STANDARD OPERATTING PROCEDURES) NUMBER…………………………….. 08 – 96) SAR ALERT AND EXECUTION SYSTEM I.
PURPOSE To prescribe policies and guidelines in disaster/distress alert.
II.
ESCOPE: This SOP applies to all PCG operating units.
III.
DEFINITION OF TERMS: A. Maritime Rescue Coordination Centers (MRCCs) – shall refer to Cost Guard Districts that direct and plan the search operations during maritime disaster or distress. B. SAR Mission Coordinator (SMC) shall refer to temporary function of coordinating SAR operations and one that may be performed by the MRCC Chief or a designated SAR duty officer within the MRCC, assisted by as many staff as maybe required. C. Rescue Sub – Centers (RSCs) – shall refer to Coast Guard Stations that operates under the authority of the MRCC which will be the main alerting facilities of the SAR service by virtue of their locations an communications capabilities. D. ON-Scene Commander (OSC) – a designated officer by the SMC that executes the SAR mission on scene using resources made available by the SMC. He has the full control of all SRUs on scene 93 RESTRICTED
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E. SAR Tactical Elements – shall refer to Coast Guard Units, PCG auxiliary, civilian government and non-government agencies capable of conducting SAR operations, providing SAR relief and rehabilitation, investigation and intelligence operations and other necessary assistance categorized either of the following: 1.
Distress Response Team – refer to a team of personnel capable to conduct surface and underwater search and rescue operations ( For PCG this is a team from CGSOG composed of seven (7) surface and underwater specialist).
2.
Distress Monitoring Unit (DMU) – shall refer to all facility capable of monitoring on the sea.
3.
Surface Vessel/Craft – shall refer to ship or craft used for mobility on the sea.
4.
Medical Team – refers to composition of medical personnel capable of providing medical services.
5.
Relief Team – refers to a composition of personnel capable of providing comfort and logistical; provisions for the survivors and casualties.
6.
Intelligence and Investigation Team – refers to a composition of investigators capable of investigating maritime incident.
7.
Documentation Team – refers to a composition of personnel that consolidated names of all survivors and casualties to include their personal belongings.
8.
Transportation Team – refers to composition of personnel capable of providing transportation.
29. Security Team – refers to a composition of personnel capable of providing traffic and crowd control. F. Command Elements - shall refer to an officer or enlisted personnel to manage handle a group of EP to perform a certain mission/function. Command elements are as follows: 1.
On – Scene Commander for SAR – refers to a Station Commander or designated senior officer in-charge of SAR operations.
2.
On – Scene Commander for Medical and relief – refers to a Medical officer or an officer designated by the district Commander. 94 RESTRICTED
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3.
On – Scene Commander for intelligence and investigation – refers to a Commander of CGIIF Field Station.
4.
Over-all Commander – refers to the Coast Guard District Commander or the Chief, Rescue Coordination Center.
G. Command Post – refers to a place or allocation where the On – Scene Commander take station where he can effectively carry out a particular mission. These are categorized into the following:
IV.
1.
Command Post for OSC, SAR – refers to a particular structure of a vessel where OSC, SAR position himself to take control of all SAR surface ships/crafts.
2.
Command Post for OSC, Medical and Relief – refers to a place or location nearer to the incident scene where survivors are accommodated for immediate medical treatment.
3.
Command Post for OSC, intelligence and investigation - refers to place or location nearer to the incident scene where the OSC can effectively exercise his control and supervision of SAR operations and dissemination of same to higher authority.
POLICIES: A. Maritime Search and Rescue operations shall be mandatory and to take precedence over other activities. B. Maritime Search and Rescue operation starts upon declaration of alert status by competent authority based on the situation or upon receipt of a distress signal and up to the release of survivors from hospitals and identification of bodies and subsequent transfer to the next of kin. C. All PCG operating units with VHF/FM Marine base radio and HF/SSB radio transceiver shall guard channel 16 (156.8 Mhz) and 2182 Khz frequencies at all times in order to monitor any distress call within their respective AOR.
V.
PROCEDURES:
A. In case where there is an impending typhoon within the AOR that makes sea ravel dangerous, following procedures should be observed: 1. District/Station Commanders shall activate their respective MRCC/MRSC and establish contact to Regional Disaster Coordinating Center (RDCC), PCGA, local shipping 95 RESTRICTED
RESTRICTED companies and other government agencies for possible assistance in cases of disaster at sea. 2. District Commanders shall render readiness report on disaster response capability in accordance with the following matrix: Column 1 Column 2 Column 3 Column 4
-
Listing of SAR tactical Elements (per para III – E above) Indicate mother units e.g. PCGA, etc; Number of elements and Specific location of elements.
Station Commanders shall render report of same to their respective District Commander. 3. Station Commander to establish the danger area based on HPCG Memo Cir Nr 04-96 dated 21 May 1996 and strictly enforce specific guidelines on movement of vessel during heavy weather as prescribed in para 5b of same circular. 4. All other Districts/Station outside the danger area are advised to monitor and submit the same report. 5. Station/Detachment Commanders shall advise the local populace, shipping and fishing boat owners in their respective AOR to avoid the danger area. 6. The MRCC’s and the MRC’s shall maintain status board indicating the abovementioned data and tactical chart of their AOT where they could plot the location of the incident and where they could post the model-replicas of the SAR units/elements. B.
In case where there is a distress alert and actual incident:
1. During Distress Alert – the District Commander shall immediately organize SAR Tactical Element and designate On-Scene Commander (OSC) for sea SAR operations; OSC for ground operation to assist survivors upon arrival at the pier; OSC for Intelligence and Investigation; and the SAR Mission Coordinator; if necessary to act as over-all coordinator. Designated On-Scene Commander, on the other hand, shall organize their respective team ready for dispatch upon signal. 2. When a maritime incident occurs the District Commander (Chief RCC) shall immediately dispatch the following SAR tactical elements: SAR Surface Vessels/Crafts, First Aid Team (POIC and at least 2 corpsmen), DRT and the Documentation Team and designate OSC to take over-all control of these tactical elements. OSC, for Ground Operations shall likewise prepare his team composed of the Medical and Relief Team, Victims Documentation Team, Transportation Team and Security Team ready to receive and process survivors and casualties to include the proper accounting and safekeeping of survivor’s personal belongings. 3. The Chief, MRSC which initially received the distress call shall act immediately and report same to the Chief, RCC for further action/disposition, he will 96 RESTRICTED
RESTRICTED dispatch an organizing team and sought assistance of other agencies/organization and civilian volunteers within the vicinity especially if organic SAR facilities in the area not available. 4. The MRCC and the MRSC shall maintain status board in accordance with the following matrix: MRCC Column 1 Tactical Elements; Column 2 Providing Agency/Unit; and Column 3 Maintain by MRCC MRSC Column 1 Column 2 Column 3 C.
-
Rescuing Elements; Number of Survivor Recovered; and Number of Casualties Recovered.
System of Reporting:
1. SAR Tactical Elements shall render report to the over-all Commander or District Commander and the District Commander shall in turn render report to CPCG. 2. Maritime incident report must be by events, each event shall contain the four (4) W’s and one (1) H. Following are reports to be submitted by MRCC to HPCG: a) b) c) 3.
Above reports must be serialized. Ex:
VI.
Maritime Incident Events - By CGIF SAR Sea Operation Events - By OSC, Sea SAR Opns SAR Ground Operations Events – By OSC, SAR Ground Opns
a. Maritime Incident Report M/V SEADOG – 001 b. SAR Sea Operations Report M/V SEADOG – 001 c. SAR Ground Operations report M/V SEADOG – 001
RESPONSIBILITY
All Coast Guard Districts/Stations shall be responsible for the proper and strict implementation of this SOP. VII.
EFFECTIVITY AND RECESSION:
This SOP shall take effect immediately and any SOP/Policies in conflict with this provision shall be deemed rescinded or modifies accordingly. BY COMMAND OF COMMODORE CAPADA
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RESTRICTED JOSE G GARCIA CAPT PN (GSC)
OFFICIAL: EPIFANIO C NAVARRO LT PN Coast Guard Adjutant
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