Assisting Vessels 

In Distress

Master of a vessel is to render all possible assistance to any persons from or on a vessel or aircraft that
are or the Master has reason to believe are in need of assistance. 

States’ Acts and the Territory’s’ Acts have a similar clauses, so your responsibilities in this regard are
very clearly set out.  However you should obtain a copy of the Marine Act for your State or Territory and
read the relevant clause.  This document should be available from your local library, your facilitator or
the relevant Marine Board or for purchase from the States’ or Territory’s’ printers.

However, there are a few points that need further clarification. Your position may be 300 miles away -
too far to be of practical assistance - but you may be the only vessel that has picked up the distress
signal.  You are required to maintain that contact, inform a coastal radio station  or, if that is not
possible, some other vessel that may be closer, and continue to act as a relay station for as long as
required.

Your obligation to render all possible assistance is only lifted when the distressed vessel advises you that
your assistance is no longer required, either because others are already there or some other satisfactory
arrangement has been made. This same release may be obtained from the Master of another vessel
which has reached the area or the relevant search and rescue body that has taken charge of the
operation and has the situation under control.  You should read the relevant section of the act very
carefully.

Limits Of Responsibility 

The primary aim of a Master of a vessel rendering assistance is saving life. 

In achieving this aim the best option may be to take the vessel in tow or, in some other way, save it from
total loss.  The action taken will depend on the circumstance of the case that he/she is faced with - but
there is no legal responsibility on the Master of the rescuing vessel to save property.

Also remember that a very small amount of oil has a miraculous calming effect on the sea, but to be
successful in the situation being discussed it must be released from the distressed vessel. (Remember,
both vessels are drifting down-wind on a sea surface that has no lateral movement, so the apparent drift
of the oil will be up-wind.)

 
  Person Overboard
 

This is a situation where the person is seen going over the vessel's side.  A person overboard situation
should never occur if procedures are carried out correctly.

If a person does fall into the water:

§         throw a lifebuoy (as far as possible to the person) or any other flotation device

§         yell out "man overboard" and the side to which he/she fell maintain visual contact or have an
observer take over  the roll, point to the person in the water

§         warn other vessels in the vicinity of the situation ‘o’ flag

The helmsman on receipt of a "man overboard" signal will first  acknowledge the call (if plotter is fitted -
hit the "man overboard" key to indicate the position) take the appropriate turn depending  on type of
vessel and  operation undertaken - always take the propeller away from the person in the water. The
appropriate action may be to stop the vessel and allow the person to swim to the vessel

 
§         bring vessel back near the person, approach the person from downwind, keeping the bow into the
wind as this enables maneuvering at slower speeds

§         notify the crew of the pick up side of vessel

§         stop vessel when person is near the beam section

§         retrieve the person by means of rescue quoit and line, or nets over the side, boarding ladder,
Jason's cradle, or litter, ensure propeller is not operating with the person alongside.

When the person is retrieved, it may be necessary to support the person when he/she reaches the safe
place.  Ensure the person remains out of harm's way.

Types of turns (for the recovery of a person overboard

For small craft a 'Y' turn can be adopted.  This turn involves  turning the helm hard over (in the direction
of side person went over).  Stop the engine and full astern (with helm still hard over in same direction
then full ahead with helm still in same place) then slow and straighten near to person in water, stop
near person.
 

Two other commonly used turns are:

(a)     The Elliptical Turn:- 

On notification that a person has fallen overboard, the helmsman should turn the wheel hard over on
the direction to the side which the person fell overboard. At the same time they should note the
compass course they were on prior to the man overboard (Position 1).

The wheel should be kept hard over until the vessel is on the reciprocal course (plus 180o) and then
straightened up to follow this straight run until 30o abaft the person in the water.

The wheel should then be turned hard over in the same direction as before until back on the original
course.  An assessment should then be made as to how to retrieve the person, given the sea and wind
conditions. On retrieval the vessel should be stopped and the propellers not operating as the person is
brought onboard.
 

(b)     The Williamson's Turn:-

This is the most popular turn due to its ability to be used for most situations eg, person overboard,
person missing, large vessels, small vessels, rough or calm water.  It is a turn which takes the vessel back
along its reciprocal track.

If notified that a person has fallen overboard, the helmsman should turn the wheel hard over in the
direction to the side which the person fell overboard. At the same time they should note the compass
course they were on prior to the man overboard (Position 1).

The wheel should be kept hard over until the vessel is 60o off its original course (Position 2). The wheel
should then be put hard over on the opposite direction until the vessel is on its reciprocal course
(Position 3).

The vessel should then be straightened up to follow the reciprocal course, slow down and then retrieve
the person, given the sea and wind conditions. On retrieval, the vessel should be stopped and the
propellers not operating as the person is brought onboard.

 
It should be noted that to get to Position 2 it may be between 60o and 70o off the original course. To
establish the figure for your vessel it will be necessary to treat man overboard situations working
between 60o and 70o.

Person missing

A person missing situation is one in which a person is lost over the side but unnoticed doing so.  The
problem with this situation is that the time period for the person in the water can only be
estimated.  The most appropriate action in this instance is to use the Williamson's Turn and back track
along the original course for the period of time from when the person was last seen.  You may have to
take into account the vessel's leeway but drift should be similar for both vessel and person.

At night use search lights and have people listening for cries of help (engines should be slowed/stopped
periodically for this purpose).

 SEARCH PATTERNS

Searching for a Person Overboard

 
(a)     Expanding square system

This system starts at a point closest to where the person was observed, original mark on the plotter
would be used.  The diagram shows the pattern, distance between the tracks will depend on height of
lookout and weather conditions but should be such that each sweep should double up on detection.

 (b)    Sector searching
If the particular incident position was noted and the conditions indicate that the person may not have
drifted far from that particular point, the sector search pattern may be used.  Remember with this turn
all changes in course are 120o to starboard. 

If the person has not been detected on completion of the first search, adjust the original line by 30o and
recommence the search pattern.  Distance for each leg will vary for types of vessels but may be 1-2
nautical miles.

  INDSAR  ,INSPIRES,ISLEREP       

 INDSAR, THE INDIAN (MARITIME) SEARCH AND RESCUE (COMPUTERISED SHIP

REPORTING SYSTEM), DEVELOPED BY THE INDIAN COAST GUARD, IS A UNIQUE
COMPUTER-BASED, AND VOLUNTARY SHIP REPORTING SYSTEM USED BY SEARCH AND
RESCUE AUTHORITIES TO ARRANGE FOR ASSISTANCE  TO PEOPLE IN DISTRESS AT SEA.
WITH INDSAR, RESCUE CO-ORDINATORS CAN IDENTIFY PARTICIPATING   SHIPS IN THE
AREA OF DISTRESS AND DIVERT THE BEST-SUITED SHIP OR SHIPS TO THE SCENE.
PARTICIPATING SHIPS SEND VOYAGE MESSAGES TO THE INDSAR CENTRE MANAGED BY
THE COAST GUARD AT MRCC MUMBAI VIA INMARSAT 'C' .FOLLOWING IS MANDATORY

Ships transiting through the Indian Maritime Search and Rescue Region (ISRR). (300 gt n
above)

Ships entering/leaving Indian ports and operating within the ISRR.

All Indian registered  vessels of 100 GRT and more, including sailing and fishing vessels
engaged in international and domestic coastal voyages,  

All vessels carrying dangerous goods, vessels more than 20 years old and vessels requiring
assistance due to urgency or distress.

INSPIRES- Indian ship position and information reporting system. In order to exercise
effective open ocean vessel management to provide security to vessels, weather forecast to
enhance safety of navigation and monitor incidents of pollution from ships engaged in
carriage of hazardous cargoes, the Indian Navy in co-ordination with Directorate General of
shipping established an Indian Ship Position and Information Reporting System This
reporting system has wider area of coverage in the Indian Ocean. An Indian Naval
Communication Centre (COMCENs) Mumbai and Vishakhapatnam are functioning as the
shore stations for receiving INSPIRES messages from all vessels.

All Indian vessels including coasting / fishing vessels of tonnage 300 GRT and above shall
participate in this reporting system

. All vessels other than Indian ship of tonnage 100 GRT and above are encouraged to send
the reports when they are transiting within the INSPIRES ship reporting areas.
(All offshore supply / support vessels operating within Offshore Development Area (ODA) in
the Arabian Sea and Bay of Bengal having valid security clearance issued by the ODAG and
less than 20 years of age without any detention under the PSC / FSI regime during past one
year conforming to the DGS requirements in respect of safety, safe manning and protection
of marine environment may not send such reports but are encouraged to participate in this
system)

ISLEREP- part of INSPIRES

All below ships closing Andaman, nicobar, and Lakshadweep islands within 20 nmiles 

All ships of 50 metres or greater in overall length;

All oil tankers*, liquefied gas carriers, chemical tankers or ships coming with the INF Code,
regardless of length;

Ships engaged in towing or pushing where the towing or pushing ship or the towed or
pushed ship is a ship prescribed within the categories shown above or where the length of
the tow, measured from the stern of the towing ship to the after end of the tow, exceeds
150 metres.

AMVER

The Automated Mutual Assistance Vessel Rescue System (AMVER) is a unique

technological system developed by the USCG in the year 1958. Originated by the
USCG, it is a maritime mutual assistance organisation which provides important aid to
the development and coordination of Search and Rescue (SAR) efforts in many areas of
the world.

Merchant vessels all over the world making offshore voyages are encouraged to send
movement reports and periodic position reports to the AMVER centre. All the
information that is fed helps in keeping track of vessels across the world and thereby
helps dispatch the best possible resources to a vessel in distress in a designated area.
This streamlining of resources helps swift action from the SAR entities.

The fundamental principle of the system is to incorporate participation from vessels

worldwide and to equip this technology aboard them. This results in the creation of a
unique central locus of all the vessels and their position in the waters, resulting in better
crises management.

IAMSAR - International Aeronautical and Maritime and Rescue

Under long standing traditions of sea anf various provisions of international law, ship masters
are obliged to assist others in distress at sea whenever they can safely do so. the resposibilities
to render assistance to a distressed vessel or aircraft are based on humanitarian considerations
and established international practice.
Many states have accepted the obligation to provide aeronautical and maritime SAR (search
and rescue) co ordination and services on a 24 hour basis for their territories, territorial seas
and where appropriate the high seas. to carry out these responsibilities , all ocean area are
divided into Search and Rescue Regions  (SRR ) and national or regional SAR  organisation
established.

The SAR Co-ordination system has 3 general levels :-

1. SAR Coordinator (SC )

2. SAR Mission Coordinator (SMC)
3. On scene Coordinators (OSC )
 SC :- Scs have the overall responsibility of establishing and managing the SAR system,
establishing RSC & RCC . providing SAR facilities .coordination SAR training and developing
SAR policies.
 SMC :- Each SAR operation is carried out under the guidance of an SMC, by the RCC
Chief or a designee. for this the SMC should be well trained in all SAR processes and familiar
with the applicable SAR plans.
 OSC :- When two or more SAR facilities are working together on the same mission, a
person on scene may be needed to co ordinate the activities of the participating facilities. the
SMC designates an OSC which may be a participating SAR unit or nearby facility which can
handle OSC duties.

One of the basic concepts involves ships being able to alert Maritime Rescue Co ordination
Centre (MRCC ) ashore as well as ships in the Vicinity of the distressed vessel.

The GMDSS takes advantage of modern automated technology in both satellite and terrestrial

communication to establish contact with MRCC.

Important Points For Safe Helicopter

Operations Onboard Ships
Helicopter operations are used for crew changes,pilot embarking and disembarking,medical and
other emergency lifts.
Important points to check

1.Weather conditions-Fair weather is ideal condition.:

2.Wind direction and speed-Extreme wind conditions is unfavourable..

3.Sky condition - Clear sky or partial is favourable. With good visibility.c.

4.Precipitation-rain,fog,drizzle is

5.sea state-rough seas and strong currents is unfavourable.

6.Checklist –OOW should fill up sincerely.

7.Log book entries to make.

8.Proper communication with helicopter with regard to course and speed of
ship,position of heli operations,Landing or winching (VHF CH16)

Image credits: Chief Officer Gagan Sharma

9.Preparing the landing or winching area

10.Items to keep ready crowbar,large axe,wirecutters,hand signals,torch,wind

stock,first aid equipment,

11.Preparations-(a)secure loose objects,aerials,running gears,(b)fire pumps

and hoses ready(c) DCP and Foam extinguishers ready(d) rescue team
includes 2 persons with firemans outfit(e) rescue boats(f)nav lights(g)

12.Operations (a)OOW on bridge maintain visual contact with helicopter(b)

communicate with heli(c)duty officer on deck to update oow on bridge(d)care
when using rescue nets or baskets

13.Crew and officers given good training during drills

Emergency Evacuation Of Personnel
at Sea
Medical evacuation, often shortened to medevac[1] or medivac,[1] is the
timely and efficient movement and en route care provided by medical
personnel to wounded being evacuated from a ship to receiving
medical facilities, or to patients requiring urgent care at a better-
equipped facility using medically equipped ground vehicles
(ambulances) or aircraft (air ambulances)

1. Hi-Line Technique – Hi-Line means a Hi-Line/Heaving in Line.

It is used for helicopter rescue operations when it is not possible to lower helicopter for
medevac, crew member onboard mainly because of weather conditions. In such
situations, a Hi-Line is lowered to reduce swing of the hoisting line.

Deck party must be briefed in advance regarding the correct handling of hi-line. Major
precautions – deck party must be suitably attired, wearing gloves and lifejackets along
with correct personal protective equipment (PPE).

. Also, the crew must not get themselves entangled with the line.

A wire/earthing lead/hook will be connected for discharging the static; this must be
allowed to touch the deck. Hi-Line must be held firmly, this will minimize swing. At all
times medevac instructions from the helicopter must be followed.

Emergency equipment must be kept ready on site and all loose gear on deck well
secured or removed from location to avoid accidents from helicopter downdraft.

During night time, the deck must be suitably and sufficiently lit, ensuring that there is no
glare, which can affect pilot’s vision. Flag and pennants must be displayed, to give
helicopter pilot an indication of the wind direction.

When weather permits, this is the most preferred method for medevac because
minimum assistance is needed from ships’ crew. As the helicopter staff is in full control
of operations, the process requires hardly any space and can be undertaken on all ship
types.

For this, a winch-man is lowered onto the ship for taking care of on-site coordination
and evacuation. Evacuation will generally be by means of a strop or rescue basket.
Helicopter operations for medevac at sea, pilot’s instructions must be followed at all
times. Depending on the level of skills or experience some pilots will not mind vessel
changing course and speed as this may be needed if the operation is taking place in an
area of heavy surface traffic. However, it is always better to inform of such manoeuvre
in advance. Also, regular VHF broadcasts must be made to keep other traffic in vicinity
up to date.

Conventionally, a pilot will be sitting on the right-hand seat so the helicopter will
approach from port quarter of the vessel.

Nowadays, because of convenience and time saving, this winching method is being
increasingly used for pilot/deep sea pilot boarding in some ports.

. Rendezvous at Sea

A rendezvous is planned at sea when there is a ship with better medical facilities in the
vicinity or further transportation is to be done on another ship.
In case of rendezvous with a naval vessel, more often then not, our own vessel will
have to steer at an instructed course at the best available speed, while the naval ship
will work out intercept course and speed for the meeting as soon as possible.

Once both vessels are in proximity, transfer of personnel will have to be done by ships’
lifeboat.or rescue boat.

Related Read: Types of Lifeboat Release Mechanisms & SOLAS Requirements for

Lifeboats

For transfer of personnel, it would be best to use lee side accommodation ladder. This
will minimize discomfort, which may be experienced if lifeboat is launched with the
casualty inside.
If a naval vessel comes for assistance during medevac, they would prefer to use their
own RHIB for the purpose. Sometimes it is preferable to examine the patients’ condition
so that the most efficient means of evacuation can be worked out.

. Fast Rescue boats

These are maintained for emergency evacuation by various ports in some coastal states
and are available for transferring personnel to shore facilities when in coastal waters or
when the vessel is within their area of operation.

Information regarding availability can be checked with local rescue coordination centers.

Coordination for medevac and transfer to shore ambulance is generally taken care by
local harbour authorities.

Helicopter Landing
This MEDEVAC method is not discussed in detail as it is possible on only a few
commercial ship types (generally large oil tankers and gearless bulk carriers) and is
therefore not commonly used. ICS guide to helicopter ship operations and IAMSAR
Volume III provide excellent information on this subject.

Some points to bear in mind:

 When evaluating a patient, at the very least, passport and/or other identity documents
accompanied by available medical history, present condition and treatment given so far
must also be sent along

 Though time is of utmost importance, a risk assessment must be done prior undertaking
MEDEVAC, this will ensure smooth operations and safety of all parties involved
 Prior to operations, a suitable checklist need to be used to avoid oversight or omission
as these are not routine operations, most of the companies have such checklist in
their SMS otherwise it can be obtained from MGN 325 or above-mentioned
publications.
 Communication with the helicopter must be such that both parties can understand
clearly during MEDEVAC operation. In some countries in case of language difficulties,
local SAR authorities will relay the message to and fro, same will be the case with some
international naval ships
 Onboard communication can be hampered due to noise from helicopter engine/rotors
and this needs to be taken into account when planning operations.

As mentioned at the beginning of the article, seafarers are all trained and practice
regularly during drills onboard. These drills must also include helicopter-ship operations
to improve crew knowledge and response.