营救落水人员的计划

营救落水人员的计划及程序

PLANS AND PROCEDURES FOR RECOVERY OF PERSONS

FROM THE WATER

船 名: 东方红 Ship’s Name： XXXXX 呼号Call Sign: XXXX IMO编号IMO：XXXXXX

XXXX船务有限公司 XXXXX Shipping Co.,Ltd

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修 改 记 录

修改编号

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修改日期 修改内容 签字 XXXXX船务有限公司 XXXXX SHIPPING CO.,LTD

船舶明细 SHIP’S PARTICULARS

船名Ship’s Name： XXXXXXXX 船旗国Flag： 中国 CHINA 船籍港Port of Register： XXXXXXXXX 船舶编号或呼号Call sign：XXXXXXXX IMO编号IMO： XXXXXXXXX 船舶登记号Official No.： XXXXXXXXXX 船舶种类Ship’s Kind： 散货 BULK CARRIER 交船日期Delivery date： XXXXXXXXX 总长LOA： XXXXm 型宽Breath： XXXXXm 型深Module ： XXXXXM 夏季吃水Summer Draft： XXXXX m 总吨位GRT： XXXXXX 载重量Deadweight： XXXXXMT

制造厂Manufacture： TSUNEISHI SHIPBUILDING CO., LTD 船东/船舶营运人及地址Owner/Operator address：

XXXXXXXXXXX SHIPPING CO., LTD

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

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目 录

第1章 总则

1.1 简介 1.2目的 1.3一般要求

第2章 船长和船员的职责

2.1船长的职责 2.2船员的职责

2.3船长和船员的职责和分工

第3章 培训和演习

3.1 培训 3.2 演习 3.3 记录

第4章 营救设备

第5章 风险评估及减少风险的措施

5.1 风险评估

5.2 减少风险的措施 5.3 风险识别措施

第6章 营救实施

6.1 营救计划的制定 6.2 营救前的准备

6.3将落水人员带至船侧 6.4将落水人员救到船上

6.5对落水人员营救后的安置和照顾 6.6对无法营救人员的守护

附录：

1，《营救落水人员的计划和程序编制指南》（MSC.1/Circ.1447）2，《营救技术指南》（MSC.1/Circ.1182）

3，《寒冷水中生存指南》(MSC.1/Circ.1185/Rev.1) 4，国际航空和海上搜寻救助手册（IAMSAR）第三卷

5，有关图纸资料（总布置图，有关救生设备布置的图纸或资料等）6，船舶操纵手册

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第1 章 总则

1.1 简介

1.1.1 根据长期形成的海上惯例和国际法各种规定，只要能够安全地实施救助，

船长有义务援救其他海上遇险人员。

1.1.2 本船营救落水人员的计划和程序按照SOLAS 第三章第17-1 条的要求编

写，编写依据为《营救落水人员的计划和程序编制指南》（MSC.1/Circ.1447）、《营救技术指南》（ MSC.1/Circ.1182 ） 和《低温水中生存指南》(MSC.1/Circ.1185/Rev.1)，并参考了IAMSAR 手册第三卷有关指导和建议。 1.2 目的

本计划和程序旨在为船长和船上其他船员在营救落水人员时提供指导，最大程度减少对船上营救人员和落水人员造成伤害的风险。 1.3 一般要求

1.3.1 计划应使用该船的一种或几种工作语言编制，若他们的工作语言发生变

化，应使用新的工作语言编制计划。

1.3.2 船上有关图纸和资料如总布置图、救生设备布置图、船舶操纵手册等，以

及用于营救落水人员设备的操作说明应与本计划保存在一起。 1.3.3 船东、营运人或船长应对计划定期进行核查，确保所制定的计划是最新的，

资料、设备的更改和变化应尽快纳入和反馈到本计划。在使用本计划进行营救落水人员后，船东、营运人或船长应对本计划进行验证，必要时进行相应修正或更新。

1.3.4 为了使本计划得以有效实施，应建立训练和演习程序，可以结合船上例行

的人员落水应急演练使船员熟悉该计划和程序以及相关设备，并做好相应记录。

1.3.5 营救落水人员的计划和程序应纳入船上安全管理体系，作为国际安全管理

规则（ISM Code）A部分第所要求的应急演练计划的一部分。

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第2章 船长和船员的职责

2.1 船长的职责

2.1.1 船长应负责指挥，操纵船舶，对外联系，制定计划，组织船员按照预定的

计划进行营救落水人员。

2.1.2 船长应对营救过程中可能出现的各种风险进行识别和评估。并采取相应措

施，最大程度减少对营救船、营救人员和落水人员造成伤害的风险。 2.1.3 船长根据营救现场的具体环境条件决定船上营救设备的使用。 2.1.4 启动营救行动、继续营救行动和终止营救行动应由船长依照其专业判断自

行做出决定。

2.1.5 船长应建立程序，确保营救落水人员演习作为应急演习的一部分 2.2船员的职责

船员应熟悉本计划和程序，及相关营救设备的操作，清楚自己在营救过程中各自的分工和职责，按要求对营救设备进行维护保养，保证营救设备处于随时可用状态。

2.3 船长和船员的职责和分工

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序号 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

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职务 船长 大副 二副 三副 水手长 水手1 水手2 水手3 轮机长 大管轮 二管轮 三管轮 机工长 机工1 机工2 机工3 厨工 其他人员 负责位置 驾驶室/现场 营救现场 驾驶室 营救现场 营救现场 营救现场 营救现场 营救现场 机舱 营救现场 机舱 营救现场 营救现场 营救现场 营救现场 机舱 营救现场 营救现场 职责 总指挥，操纵船舶，对外联系 营救现场 现场指挥，组织现场营救工作 协助船长操纵船舶，按船长指令，负责通讯联系 协助大副现场指挥，负责放艇 协助放艇，随艇下，营救落水人员 艇员，随艇下，营救落水人员 嘹望，与驾驶室和现场营救人 现场营救及对营救人员的安置和照顾 管理机场设备，保证设备工作正常 协助大副现场营救 协助轮机长管理机舱设备 协助放艇，现场营救 协助放艇，现场营救 艇员，随艇下营救落水人员 现场营救及对营救人员的安置和照顾 协助轮机长或轮机员管理机舱设备 现场营救及对营救人员的安置和照顾 现场营救及对营救人员的安置和照顾 XXXXX船务有限公司 XXXXX SHIPPING CO.,LTD

第3 章 培训和演习

3.1 培训

3.1.1 船员上船后，应尽快在不迟于2 个星期内对其进行有关使用营救设备的船

上培训，熟悉计划和程序中指派给自己的职责和任务。 3.1.2 培训内容包括但不必局限于： .1 船舶救生筏、救助艇的操作与使用。（包括其它可用于营救落水人员的设备） .2 低温保护问题。体温过低的急救护理和其他合适的急救程序。

.3 在恶劣气候和恶劣海况中使用营救设备和船舶操纵所必需的专门课程 .4 《营救技术指南》(MSC.1/Circ.1182) 、《寒冷水中生存指南》(MSC.1/Circ.1185/Rev.1)和IAMSAR 手册第三卷相关内容等。 3.2 演习

3.2.1 每3 个月应至少进行一次营救落水人员演习（可以结合船上例行的人员落

水应急演练进行），使船员熟悉该计划和程序、各自的职责和相关设备的使用。

3.2.2 每次演习应包括：(根据实船配备情况编写) .1 检查营救设备和个人保护装备 .2 检查有关的通信设备 .3 操作和降落救助艇

.4 启动并操作救助艇发动机 .5 模拟营救落水人员 3.3 记录

每次演习都应做好相应记录 。

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船名/Ship name： 日期/Date： 时间/Time 船位/Ship Position 参加人员person attendance 采取的措施（步骤）： Measures taken to regain control of situation（STEP）: 评估： Evaluation: 备注： Remark: 大副/Chief Officer： 轮机长/Chief Engineer： 船长/Master： 记录需保留三份：船长、轮机长和三副各一份。 Please reserve in 3 copies: 1 for Captain, 1 for Chief Engineer 1 for Third Officer.

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第4 章 营救设备

4.1 船上的救生设备和其它设备均可用于营救落水人员，即使可能需要以非常规

的方式使用这些设备。

4.2 应在专用营救设备（如救助捞网、吊篮等）上清楚地标明其所能承载的最大 人数（每人体重以82.5 公斤计）。

4.3 船上的营救设备按SOLAS 公约第III 章第20 条的要求由专人进行维护保

养。

4.4 本船可用于营救落水人员的设备明细 4.4.1 救助艇

右舷救生艇（即NO.1艇）兼救助艇，主要参数如下：型号：KL-6.5TE，类型： 带水冷却柴油机的全封闭式救生艇，主要尺寸：长×宽×高=6.5m×2.5m×1.05m，定员为25人，空船重量大概为2400KG，推进设备的制造商为：DAIHATSO DIESEL MFG.LO.,LTD,型号为CLMD30，当推进器的轴转速为1184RPM时输出的速率为30马力，24小时的燃油消耗为201L，有1个燃油舱，容积为208L，静水中的满载速度为6节，拖带一个满载25人的救生艇的速度为2节。 4.4.2 救生筏

共有3个救生筏，船首1个不带静水压力释放器的6人救生筏，制造厂商为上海海安救生设备责任有限公司，型号为HAF-A6，左右艇甲板的救生筏均为25人救生筏，并且带静水压力释放器，左筏的制造厂商为江苏海宁船用器材厂，型号为HNF-A25,右筏的制造厂商为三菱电机株式会社，型号为MTA-25S。 4.4.3 海上撤离系统

海上撤离系统及救生艇、登乘梯、救生筏，在4.4.1、4.4.2、4.4.6中均有说明。

4.4.4 救生圈

数量：14个 存放位置：

1、驾驶台右翼（带自亮灯和烟雾信号）； 2、驾驶台左翼（带自亮灯和烟雾信号）； 3、下驾驶甲板右侧（净圈）； 4、下驾驶甲板左侧（净圈）；

5、艇甲板右侧（带锂电池自亮灯）； 6、艇甲板左侧(带锂电池自亮灯)； 7、船首甲板（带锂电池自亮灯）； 8、5舱左侧（带锂电池自亮灯）； 9、5舱右侧（带锂电池自亮灯）； 10、生活区左出口（净圈）； 11、生活区右出口(净圈)； 12、左舷梯入口（带30M绳）； 13、右舷梯入口（带30M绳）； 14、尾甲板右侧（净圈）。 4.4.5 抛绳器

数量：4具(宁波振华救生设备公司制造，型号：JH7-230-91) 存放位置：驾驶台

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4.4.6 登乘梯

数量：3

存放位置：左右艇甲板、船首 本轮有3具登乘梯，左右艇甲板的登乘梯用于救生艇及25人救生筏的登乘，船首的登乘梯用于船首6人救生筏的登乘，长度约为22M，宽度约为0.42M。 4.4.7 引水员梯

数量：2

存放位置：6舱前左、右

引水梯由舷梯及软梯组成，由手动绞车收放，舷梯的长度约为5.3M，最大角度约为52°，软梯的长度为17M，宽度为0.42M。 4.4.8 舷梯

舷梯布置在生活区的左右舷，长度约为13.1M，最大的角度约为55°，最大安全工作负荷为900KG，电动机的电源为：AC 440V 60Hz，起吊速度约为13M/MIN。

4.4.9 专用营救设备（如救助捞网、吊篮等）

无专用营救设备 4.4.10 船员个人保护装备

救生衣数量及存放位置：42件 存放于驾驶台、集控室、船首库房、船员房间、三副库房

救生服数量及存放位置：40件 存放于驾驶台、集控室、船首库房、船员房间

4.4.11 急救药箱

存放位置：存放于左右救生艇内（共2个）

4.4.12 探测定位装置 设备名称 雷达应答器 应急示位标 4.4.13通信设备 设备名称 手提无线对讲机 性能/用途 用于弃船时的通讯联络 存放位置 驾驶台（数量：3台） 存放位置 驾驶台左右两侧 驾驶台左翼 4.4.14 可能用于营救落水人员的设备（如起重机、绞车、吊艇架等） 本轮吊艇架的类型为重力式吊艇架，吊艇架的重量约为2950KG，吊艇滑车的重量约为250KG，吊艇绞车由电动马达驱动，左艇绞车的重量约为920KG，右艇绞车的重量约为1100KG，左艇马达的功率为AC 3.7KW 4P，右艇马达的功率为AC 18 / 9KW 4 / 8P，电流均为AC 440V，吊艇钢丝的直径为16MM，绞盘上最多能盘卷66M的钢丝。当存放告诉距离水面17M时，载足成员及属具降落时最大速度能达到82.8M/MIN，空船时降落速度最小为44.4M/MIN，左艇的起吊速度为3.1-3.6M/MIN，右艇的起吊速度为18.3-21.0M/MIN。

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第5章 风险评估和减少风险的措施

5.1 风险评估

船长应对营救过程中可能出现的各种风险进行识别和评估。并采取相应措施，最大程度减少对营救船、营救人员和落水人员造成伤害的风险。风险评估应包括拟使用的设备特性和局限性，应考虑预期的条件和船舶特有的特性。船舶特定的营救落水人员的程序应具体说明预期的条件，基于这些条件可以实施营救操作而不会对船舶和船员造成不应有的伤害，应考虑但不限于：

.1 船舶的操纵性能； .2 船舶的干舷；

.3 可以营救落水人员的船上的位置点（一个或多个）； .4 拟用于营救操作的设备的特性和局限性； .5 可用的船员和个人保护装备（PPE）； .6 风力、风向和水雾喷溅； .7 有义波高； .8 波浪周期； .9 浪涌；

.10 航行安全； 5.2 减少风险的措施

5.2.1 营救落水人员的计划和程序应便于落水人员向船上转移，同时应将因撞击

船舶舷侧或其它结构（包括营救装备本身）而导致人员受伤的风险降至最低。

5.2.2 实施营救操作的位置应远离船舶螺旋桨，并尽可能在船舶平行舯体范围以

内。

5.2.3 在实施营救操作的区域，应设有照明光源，需要时，应设有动力源。 5.2.4 在可行的范围内，应考虑到落水人员在营救过程中需要平躺或近乎平躺

（如躺在“折叠躺椅”上）。任何时候都应避免落水人员在营救过程中呈现直立姿态，因为那样做体温过低的伤员会有心脏骤停的危险（参见《寒冷水中生存指南》（MSC.1/Circ.1185/Rev.1））。 5.3 危险识别和风险控制措施

（在下表中列出可能存在的风险和相应的措施） 危险识别 营救步骤

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第6 章 营救实施

6.1 营救计划的制定

营救落水人员是突发事件，不同的事故现场情势不同，因此应制定一个总体营救计划，确保每个人都明白这个计划和自己的任务，并做好充分的准备，才能有效地实施营救目的。计划应充分考虑到： .1 当前的海况，落水人员的数量、状况、位置及分布。 .2 营救人员的风险，船上合适的营救设备。 .3 船上参与营救人员的职责和分工。

.4 如何接近营救现场，并做出充分的风险识别。 .5 营救前对落水人员可提供的援助和营救前的准备。 .6 实施营救操作区域和登乘点的选择。 .7 将落水人员带至船侧和营救上船的方式。 .8 落水人员上船后的安置和照顾。

.9 无法实施营救时，对落水人员的守护。 6.2 营救前的准备

6.2.1 从发现救援目标到展开营救可能需要一个过程。在实施营救之前，应做好

充分的准备，以便于有效、快速地实施救助。 6.2.2 准备好以下器材、物品，以便于随时使用：

.1 救生设备：如抛绳器、救生圈、救生衣、救生服、救助艇和救生筏等。 .2 探测定位装置：如易于观察/反光材料、灯具、搜救雷达应答器、应急示位 标等。

.3 通信设备：如VHF、MF/HF、手持无线电话等。 .4 信号设备：信号灯、探照灯、信号旗、扬声器等

.5 医疗救助设备：如居所、担架、毛毯、饮料、食品、急救药箱等。 6.3 将落水人员带至船侧:

6.3.1 船长应评估现场的航行风险，充分考虑到船舶本身的操作性能、营救现场

的天气和环境状况、落水人员在水中的位置及落水人员的数量和状况等。根据风和流的方向，选择适当的角度，谨慎低速驾驶自己的船舶靠近营救目标。船舶的操作性能详见附录6 船舶操纵手册。 6.3.2 接近落水人员的操船方法

驾驶室人员发现落水者，立即采取行动，称“立即行动”；发现落水者，由目击者报告驾驶台，经过一段时间后采取行动，称“延迟行动”；发现落水者，报告驾驶台时发现目标丢失，称“人员失踪”。由于外界环境影响下的操纵性能的变化和采取行动的时间不同，接近落水人员应采取不同的操船方法。 6.3.2.1 单旋回

.1 停车，向落水者一舷操满舵； .2 落水者过船尾后，进车加速；

.3 当船首转至距落水者差20 度时，正舵，减速，适时停车，利用惯性转至对准 落水者上风侧，把定，接近落水者；

.4 落水者位置难于确认时，应在船首向转过250 度时，正舵，边减速边努力搜 寻落水者，发现后立即停车驶向落水者上风侧；

.5 本法最适用于“立即行动”，是船舶接近落水人员最快、最有效的操纵方法，

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但不适用于“延迟行动”和“人员失踪”。 6.3.2.2 双旋回

.1 停车，向落水者一舷操满舵； .2 落水者过船尾后，进车加速；

.3 回转180 度后，把定，边盯紧落水者边前行；

.4 当航行至落水者于正横后30 度时，再向落水者一舷操满舵回转180 度，适时 减速、停车，接近落水者上风侧；

.5 本法操纵方便，适用于“立即行动”，较适用于“延迟行动”，不适用于“人 员失踪”。

6.3.2.3 威廉逊旋回

.1 停车，向落水者一舷操满舵； .2 落水者过船尾后加速；

.3 当船首转过60 度时，回舵并操另一舷满舵；

.4 当船首转到与原航向之反航向差20 度时，正舵，待转到原航向的反航向时把 定，边搜索边前进，发现落水者后适时减速停车，驶近落水者；

.5 本法能准确地把船转回到原航迹线上，在夜间或能见度不良时是一种有效的 方法，最适用于“延迟行动”。 6.3.2.4 斯恰诺旋回 .1 向任一舷操满舵；

.2 当船首转过240 度时，改操另一舷满舵； .3 当船首转到与原航向之反航向差20 度时，正舵，船随回转惯性驶向反航向时， 把定，边航行边搜寻落水者。

.4 本法能在最省时间的情况下，使船驶返原航迹，适用于“人员失踪”，不适用于“立即行动”和“延迟行动”。

6.3.3 安排足够的人员，负责嘹望和联络，确保驾驶室和现场营救人员随时保持 联系，并向驾驶人员和现场营救人员不断报告落水人员的位置和状况，避免船舶碰撞或挤压营救目标。

6.3.4 尽可能与落水人员建立通讯联系，有效的通讯联系，能为营救工作提供很 大的帮助。

6.3.5 将船舶驶向遇险人员的上风处，为其提供避风保护，并尽量减少船舶的受 风面积，减少船舶的摇摆幅度，使落水人员更容易靠近营救船舶。

6.3.6 恶劣天气时，可考虑使用油来减少海况的影响，经验表明，植物油和动物 油最适合用于镇浪，也可以使用滑油，除非无其他办法，否则不得使用燃油，因为燃油对水中人员有害。

6.3.7 可采取如下方式将落水人员带至船侧：

.1 在船舶首次经过落水人员时，从船上将救生圈抛给落水人员，并尽可能通过 引绳（火箭抛绳、救助绳或起吊绳等）及抛出物与被营救人员进行接触。夜间应抛出带有自亮浮灯的救生圈，白天尽可能抛出带有自发烟雾信号的救生圈，以便落水人员发现和指示落水者的位置，应注意抛在落水者的前面或附近水面，不可对准落水者抛去，以免击伤落水人员。

.2 将船舶驶到落水人员的上流，抛出带有救生浮索的救生圈，使其漂流接近落 水人员，或将救生圈拖到落水人员能够抓到它们的位置处，供落水人员使用，然后拉回到船上。

.3 若救援过程需要持续较长一段时间，可以释放船上的一只或多只救生筏进行

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营救。救生筏展开前，在救生筏上系牢绳索，导向需要救助的人员，然后拉回到船上，所用的回收绳索应禁止仅使用救生筏本身的艏缆，因为它可能会撕脱断掉。

.4 向船尾投放漂流浮绳，绳子上拴上浮球或其它可以引起注意的设备，如带有 自亮浮灯的救生圈等，低速操纵船舶围绕落水人员行驶，尽量使落水人员能够抓住漂流浮绳，然后停船，将他们带至船侧。

.5 在天气状况较好的情况下，可以降放本船救助艇，直接靠近落水人员实施营 救，这是最有效、最便捷的方式。在中等海况或更恶劣的海况下不能进行释放操作，以免将救助艇上的人员置于危险境地。是否可以使用本船的救助艇，由船长根据救助艇的能力和现场的海况，做出评估后决定。 6.4 将落水人员营救到船上

6.4.1 将遇险人员营救到船上，要考虑以下因素但不限于： .1 当时的天气和海况。 .2 遇险人员的状况。 .3 实施营救船舶的大小。 .4 营救船舶本身的性能。 .5 实施救援所使用的设备。

.6 船上人员使用这些设备的熟练程度。

.7 船舶的最佳登乘点。登乘点应远离船舶螺旋桨，尽可能在船舶干舷较低的平 行舯体范围以内，或在船壳开口处，避开船首和船尾。登乘点处应设有足够的照明，必要时，应设有动力源。

6.4.2 协助落水人员通过提升或攀爬的方式从最佳登乘点登船，可以考虑使用： （根据本船实际配备情况编写）

.1 引航员梯和升降机，登离船舷梯、救生艇筏登乘梯、其它的梯子或网具等使 被救人员上船。在布置梯子或网具时，其下部应足够重，保证能悬垂于水下2 米，便于被营救者抓住并进行攀爬。

.2 对于被营救者无法进行攀爬，在环境条件允许的情况下，救援船可考虑安排 一名穿戴好个人保护装备并系有安全绳索的船员下去，协助被营救者上船。大风浪中下水救人，即使是经过专门培训和装备精良的专业救生员，本身也要承受极大的风险，船长应慎重考虑，只有在海况允许的情况下，才能安排船员下水救人。

.3 也可以考虑使用船上的起货设备（克令吊、吊杆装置、物料吊等），吊艇架， 绞车等设备，将被营救者营救上船。使用上述设备时，应确定能将被营救者提升到甲板上的安全区域，而不会对被营救者造成伤害。应在提升设备的末端配有救助吊带或安全带，并设有控制绳索，保持提升设备的稳定性，避免在提升过程中，产生摇摆，造成被营救人员与船舶舷侧碰撞。

.4 专用的救助设备，如捞网、吊篮等。这是最有效、最安全的方式，应优先使 用。船员应能按照设备的使用说明，正确、熟练地操作设备。

.5 在天气和环境状况较好的情况下，可以使用救生艇或可吊式救生筏来营救落 水人员，通过将救生艇筏降落至水面，将落水人员转移至救生艇筏中，然后提升到登乘甲板。但应注意：任何快速释放装置应禁止使用，不能超载。 .6 海上撤离系统，将撤离系统布放，如果撤离系统滑板上配备了扶手或梯子， 将会给被营救者攀爬提供很大方便，也可以通过绞车将系有救助吊带的落水人员沿滑板拉上营救船舶。

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6.4.3 在营救过程中应采取如下措施减少对营救人员和落水人员的伤害： .1 谨慎操纵自己的船舶，防止营救目标被营救船虹吸、碰撞、倾覆或淹没。 .2 保持船舶最少受风面，减少船舶的摇摆和倾斜，为落水人员提供一个有效的 背风庇护区域。

.3 将救生筏布置在舷侧登乘梯或网具的底部，为被营救者提供一个中间转移平 台。

.4 在营救落水人员登乘区域的舷侧布置碰垫，最大程度减少被营救人员与舷侧 碰撞造成的伤害。

.5 在提升被营救人员时，应使用救助吊带或安全带，防止人员跌落或损伤，并 应系有控制绳索，减少被营救者在提升过程中产生的摇摆幅度。

.6 处于水中的幸存者可能已经受伤或无行为能力，被提升时应尽可能处于水平 或接近水平的状态，可以使用两根吊带，一根从手臂下穿过，另一根从膝下穿过， 任何时候都应避免落水人员在营救过程中呈现直立的姿势，因为那样做体温过低 的伤员会有心脏骤停的危险。

6.5 对落水人员营救后的安置和照顾

6.5.1 遇险人员登船后，应尽快转移到安全的庇护处所，由专人负责护理和提供 医疗救助。

6.5.2 尽可能向意识清醒的幸存者了解遇险人员的情况，他们介绍的情况，可能 对本次营救行动提供更多的帮助。应将了解到的信息及时告知船长和现场营救指 挥人员。

6.5.3 对被营救人员进行护理和适当急救的指导，请参阅附录3《寒冷水中生存 指南》(MSC.1/Circ.1185/Rev.1) 和附录4 国际航空和海上搜寻救助手册

（IAMSAR）第三卷第二章幸存人员的护理，也可以从通讯医疗协助服务（TMAS） 获得免费的医疗指导，通过救助协调中心（RCC）能够联系到该服务。 6.5.4 船上应有预案妥善处置遇难者的尸体。具体操作请参阅附录4 国际航空和 海上搜寻救助手册（IAMSAR）第三卷第二章死亡人员的处理。 6.6 对无法营救人员的守护：

由于天气状况恶劣或其它原因，无法在不危及本船安全的情况下进行营救时，船 长有权作出终止营救的决定，留在现场对落水人员进行守护和提供力所能及的帮 助，直到其它的救助单元到达或天气状况得到改善。船长应采取如下措施为落水 人员提供帮助：

.1 及时向所在区域的救助协调中心（RCC）提供现场最新的、详细的情况汇报和 其它相关信息。

.2 如可能，使用火箭抛绳器或引缆等手段将缆绳抛到待救助的艇、筏上，将待 救助的艇筏拖向一个相对安全水域。

.3 利用自己的船舶为落水人员提供一个有效的背风庇护区域。 .4 安排足够的嘹望人员，保持落水人员一直处在视线范围内。 .5 尽可能与落水人员建立通讯联系，给予落水人员精神上的支持。

.6 尽可能向落水人员提供救生设备，如救生圈、救生筏等，以及医疗用品和其 它物品如水、食品等。

.7 协助其它救助单元营救落水人员。

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附录 1

MSC.1/Circ.1447 2012年12月14日

次会议（2012年11月26到30日）上，批准了《营救落水人员的计划和程序的编写指南》（见附件），旨在为SOLAS公约第III章第17-1条要求的实施提供进一步的指导。

MSC.1/Circ.1447 附件

营救落水人员的计划和程序的编写指南

1.1 船上的救生设备和其它设备均可用于营救落水人员，即使可能需要以非常规的

方式使用这些设备。

1.2 本指南应与《营救技术指南》（MSC.1/Circ.1182）和《寒冷水中生存指南》

（MSC.1/Circ.1185/Rev.1） 共同使用。

1.3 特别是《营救技术指南》（MSC.1/Circ.1182），这本指南举了一些例子说明如

何使用特定型式的设备营救落水人员，该指南也能用于营救落水人员的计划和程序的编写。

1.4 按照SOLAS第III章第17-1条的要求，启动营救行动或继续营救行动应由营救船

的船长自行决断。

1.5 营救落水人员的计划和程序应作为国际安全管理规则（ISM Code）A部分第

所要求的应急演练计划的一部分。

2.1 在编写营救落水人员的计划和程序时，应进行风险评估并留下详细记录，风险

评估应包括拟使用的设备，应考虑预期的条件和船舶特有的特性。

2.2 营救落水人员的计划和程序应便于落水人员向船上转移，同时应将因撞击船舶

舷侧或其它结构（包括营救装备本身）而导致人员受伤的风险降至最低。 2.3 在可行的范围内，营救程序应考虑到落水人员在营救过程中需要平躺或近乎平

躺（如躺在“折叠躺椅”上）。任何时候都应避免落水人员在营救过程中呈现直立姿势，因为那样做体温过低的伤员会有心脏骤停的危险（参见《寒冷水中生存指南》（MSC.1/Circ.1185/Rev.1））。

2.4 如果配备了专用营救设备，就应在这些设备上清楚地标明其所能承载的最大人

数（每人体重以82.5 公斤计）。

2.5 实施营救操作的位臵应远离船舶螺旋桨，并尽可能在船舶平行舯体范围以内。 2.6 在实施营救操作的区域，应设有照明光源，需要时，应设有动力源。

2.7 船舶特定的营救落水人员的程序应具体说明预期的条件，基于这些条件可以实

施营救操作而不会对船舶和船员造成不应有的伤害，程序应考虑但不限于： .1 船舶的操纵性能； .2 船舶的干舷；

.3 可以营救落水人员的船上的位臵点（多个）；

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.4 拟用于营救操作的设备的特性和局限性； .5 可用的船员和个人保护装备（PPE）； .6 风力、风向和水雾喷溅； .7 有义波高； .8 波浪周期； .9 浪涌；

.10 航行安全；

应通过演习确使船员熟悉营救落水人员的计划、程序和设备。这方面的演习可以结合例行的人员落水演习一起进行。

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附录 2

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

GUIDE TO RECOVERY TECHNIQUES

1 The Maritime Safety Committee, at its eighty-first session (10 to 19 May 2006), witha view to providing specific guidance to seafarers on recovery techniques, approved the Guide onrecovery techniques, prepared by the Sub-Committee on Radiocommunications and Search andRescue at its tenth session (6 to 10 March 2006), as set out in the annex.

2 Member Governments and international organizations in consultative status are invited to bring the annexed guide to the attention of all concerned, in particular distribution to seafarers.

3 Member Governments, international organizations and others concerned are encouraged to enhance the attached Guide with pictorial and other relevant information, as appropriate.

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ANNEX

GUIDE TO RECOVERY TECHNIQUES

1 INTRODUCTION: YOUR PART IN RECOVERY AT SEA

1.1 As a seafarer, you may suddenly be faced with having to recover people in distress at sea.

This might be a person overboard from your own ship. a fellow crew member, or a passenger .or your ship might be responding to someone else’s emergency; for example a ship abandoned because of flooding, fire or a ditched aircraft.

1.2 You may have to prepare, with little or no notice, to recover people . maybe very many people. Whoever they are, their lives may be in your hands.

1.3 In many areas of the world, especially when out of range of shore-based search and rescue(SAR) facilities, your ship may be the first, or the only, rescue unit to reach them. Even if you are joined by specialized units, you will still have a vital role to play, especially in a major incident. If you are required to recover people in distress, it is your capability and your ship that matters. You may have to find a unique solution to a unique lifesaving problem. To ensure that you can respond safely and effectively, you need to think about the general issues beforehand.

1.4 The recovery process is often far from simple. For example, it may be complicated by:

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

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

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

.3 physical capability of those to be recovered: if they are incapacitated, they may be able to do little or nothing to help themselves.

1.5 This guide discusses some of these underlying problems, as well as some of the solutions.It suggests some practical recovery techniques which have been used successfully to recover people in distress. 2 AIMS OF THIS GUIDE

2.1 This guide focuses on recovery and the work you may have to do to achieve it. The need for recovery is rare, and your ship may not be designed for the task. However, you may find yourself faced with having to attempt it.

2.2 This guide is intended to be used as a reference document. You should read it now and you should refer to it again while proceeding to the scene of the emergency, as part of your preparation for the recovery operation.

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

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

.3 PREPARE yourselves and your vessel when actually responding to an emergency. 2.4 This guide supports the recovery guidance in Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, .MOBILE FACILITIES., which should be available on board. Additional guidance is also in the Appendix to this guide.

2.5 Recovery. Getting people in distress into your ship . is just a part of the overall rescue operation. For guidance on SAR operations as a whole you should refer to the IAMSAR Manual.

2.6 For simplicity, this guide refers to lifeboats, life rafts, etc. as .survival craft.. It is also possible that you will be recovering people from other small craft such as: small SAR units; directly from small vessels in distress such as yachts or fishing boats; or from the water, etc. In general the same recovery principles apply throughout.

3 THE TASK OF RECOVERY: POSSIBLE PROBLEMS

3.1 When proceeding to the scene of an emergency at sea, it is likely that you will only have limited information about what you will find when you get there. What you may well find are people in survival craft or in the water. You should prepare for their recovery.

3.2 Unless it is properly prepared for, the recovery process may be a difficult and dangerous operation. The following list covers some of the problems which you may have to face.

.1 Recovery from survival craft is not simple. see paragraph 3.3 below.

.2 In a rapid or uncontrolled abandonment, when not everybody has been able to get into survival craft, you may also find people in the water, or clinging to floating wreckage, etc. These people are less likely to be able to help themselves than if they were in survival craft. Nor will they survive so long.

.3 People may still be aboard the craft in distress and direct recovery may be required without the intermediate use of survival craft.

.4 Small craft are especially vulnerable if they are in close proximity to your ship. Their masts, rigging or other gear may become entangled and there is the danger of crushing or other damage as the two vessels move in the seaway.

.5 People may need to be recovered from other places which they have reached before your arrival (rocks, reefs, sandbanks, shorelines only accessible from the sea, navigational marks, moored vessels, etc.).

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

.7 Transfer from helicopters has its own special requirements, including training and preparation on board . see IAMSAR Volume III Section 2: .Helicopter operations.. 3.3 There are likely to be further complications, even after a controlled evacuation in which people have entered survival craft successfully. .1 Types of survival craft vary.

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

.2 Many survival craft are covered and these covers may not be removable. Covers assist survival while waiting for help to arrive, but they can get in the way during the recovery process. Getting out of enclosed survival craft may be difficult when the craft is in a seaway, particularly if the exit points are small and difficult to negotiate.

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

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

.4 There may be language difficulties. If instructions are not properly understood, the consequences may be dangerous. You may not have a language in common with the person to be recovered and, even when you do, they may not understand your instructions.

.5 There may be a large number of people to recover. In the case of a passenger ship, this number may amount to hundreds or even thousands of people. This possibility brings additional problems with it, including:

.1 SCALE: the sheer size of the problem can be daunting and the stress of the situation may lead you to lose focus and efficiency.

.2 PRIORITY: who should be recovered first? It is clear that people in the water should take priority over those in survival craft. It is less clear whether the injured or infirm should take priority over the more capable, who can be recovered more quickly.

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

.4 PEOPLE: you will need sufficient numbers of people to navigate your ship, operate the means of recovery and escort those recovered to shelter. 4 PLANNING FOR RECOVERY

4.1 The circumstances you find when you arrive at the scene will differ from incident to incident; but general planning can, and should, be done.

4.2 In planning how best to bring people aboard your ship, you should consider: .1 who will be required for the recovery process; .2 who will manage the ship in the meantime;

.3 what can be done to help people prior to recovery; .4 the means of recovery available to you;

.5 where on the ship the survivors should be taken after recovery; .6 how they will be looked after once they are aboard; and

.7 how you will keep your own crew and passengers informed of what.s going on. 4.3 Effective recovery of survivors will only occur through planning and preparation: .1 have a plan;

.2 make sure everyone understands the plan and their own place in it; .3 be prepared; and

.4 have everyone ready, with all the equipment they need, before commencing the recovery operation.

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

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5 PROVIDING ASSISTANCE PRIOR TO RECOVERY

5.1 People can still die after you have found them but before you can get them on board. Recovery takes time . and those in distress may not have much time,

especially if they are in the water, unprotected and/or unsupported. You should be ready to help them stay alive until you are able to recover them.

5.2 Depending on how long the recovery is likely to take, they may need: .1 buoyancy aids such as lifebuoys, lifejackets and liferafts;

.2 detection aids such as high-visibility/retro-reflective material, lights, a SART and an EPIRB;

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

5.3 The simpler buoyant items . lifebuoys in particular . can be dropped or thrown to those in distress on an early pass by the ship. If possible, contact should be

established by messenger (e.g. rocket line, rescue throw-line or heaving line) and the items passed under control. Remember that not all lines are buoyant, and that you will need to get them very close to those in distress if they are to have a chance of seeing and getting hold of them.

5.4 Buoyant items may be veered down to those in distress while the ship stands clear, by drifting them down on lines made fast to a lifebuoy, for example, or by towing them into a position where those in distress can get hold of them.

5.5 If the recovery operation looks like it might be protracted, one or more of your own liferafts can be deployed. Remember, however, that a liferaft might drift faster than those in distress can swim. You will need to guide it to the people you are assisting, and this means making a line fast to the raft before deploying it: do not rely on the raft’s own painter, which may tear away.

5.6 You can also help those in distress while you ready your ship for the recovery operation by making a lee for them or, if contact can be established by line, by towing them out of immediate danger such as that posed by the wreck itself or by spilt hazardous cargo, or by a lee shore. 6 THE RECOVERY PROCESS

6.1 During the recovery process itself, there will be three basic tasks to complete: .1 bringing people to the side of the ship so that they can be recovered; .2 getting people into the ship; and

.3 dealing with them once they are aboard.

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6.2 Some information on each of the above tasks is given below. Think carefully about each of them in your planning and preparation. If you have done so, the recovery process should be easier when you have to carry it out. .1 PREPARE your means of recovery before you arrive at the scene;

.2 PREPARE yourself and your crew before you arrive at the scene. Everyone should know their duties and stick to them as much as possible;

.3 PREPARE on-board communications, so that lookouts and the recovery team will be able to communicate readily with the Bridge team; .4 THINK about the approach before making it:

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

.2 ASSESS navigational hazards on scene;

.3 DECIDE on which side you want to make the lee, bearing in mind your own ship’s manoeuvring characteristics;

.4 CONSIDER running by the casualty first, if time permits, to help you make your assessment;

.5 CONSIDER stopping well short of the casualty during the final approach, to get the way off your vessel and to assess the effects of wind, sea and swell when stopped/at slow speeds;

.6 APPROACH with the significant element (wind, sea or swell) fine on the weather bow and your recovery target fine on the lee bow; and

.7 as you come up to the craft or person in the water, TURN AWAY from the weather and stop to create the lee, with your recovery target close on your lee side;

.5 ENSURE that you have sufficient lookouts who can communicate with the Bridge. Remember that during the final approach to a survival craft or a person in the water they may not be visible from the Bridge;

.6 ENSURE that the lookouts know their duties; and

.7 BE READY to receive craft and/or people alongside, with boat ropes rigged and other equipment (including safety lines and buoyant equipment) ready to hand. 7 BRINGING PEOPLE TO THE SIDE OF THE SHIP

7.1 If people in survival craft or in the water cannot put themselves in a position from which they can be brought safely aboard the recovering ship, someone (or something) has to go and get them.

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

.1 The main danger in this case is that of running over and/or crushing the target. .2 It is also possible to over-compensate for that risk, so that the survival craft or person will be missed because still too far away.

.3 Both your ship and the target are likely to be affected, unequally, by wind, sea state, and water currents.

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

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

.2 Beware of running down people in the water (who may be very hard to see) while making your approach to your chosen target. Post good lookouts with direct communications to the Bridge while in the incident area.

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

.4 People in the water may be able to swim (over short distances) to get to the ship’s side. It is possible that people will enter the water from survival craft in order to do so as you approach, although they should be told not to if possible . at least until you are ready to recover them.

7.4 Overcoming the problems of manoeuvring is a matter of seamanship . and of

preparation. Manoeuvring your own ship at slow speed, judging its movement and that of the survival craft or person in the water, is a skill. Appropriate training should be encouraged by owners and operators of all ships.

7.5 However, it may be unsafe . or simply impossible . to bring the survival craft or the people in the water alongside your ship directly. You may have to find another way of reaching them. One way to do this is to launch a rescue craft from your own ship, if this can be achieved safely.

7.6 Launching a rescue craft will serve three purposes: .1 it will make the final approach to the target easier;

.2 primary recovery (into the rescue craft) will be easier, because of the rescue craft’s lower freeboard and similar motion to that of the target; and

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

7.7 Only limited numbers of people can be brought aboard on each occasion, but this may be a safer option than direct recovery. It also introduces a number of control measures, allowing more time for dealing with those who have been recovered once they are aboard the ship.

7.8 The best lee for launching and recovery of rescue craft is likely to be obtained by putting the sea on a quarter, steaming slowly ahead, and doing the boat work on the opposite side.

7.9 For most ships, however, launching rescue craft may only be an option in

reasonably good weather conditions. In moderate sea conditions or worse, launch and recovery may be too hazardous, putting your own crew into danger and making an already difficult situation worse.

7.10 The use of your own rescue craft must be for the master to decide, depending on the particular circumstances of the incident. Factors to consider include:

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

.2 on scene weather conditions: particularly sea state, but also wind strength and direction, ambient temperatures and visibility; .3 the capability of the rescue craft:

.1 the efficiency of the rescue craft launch and recovery equipment; .2 the competence and experience of the rescue craft’s crew;

.3 the availability of personal protective equipment for the rescue craft’s crew; .4 the effectiveness of communications between the rescue craft and the recovery ship;

.5 the proximity of navigational hazards to the rescue craft; and

.6 the rescue craft’s ability to navigate, whether independently or conned from the ship, so as to avoid hazards and to locate the person(s) in distress;

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

.5 the proximity of navigational hazards: limiting your ability to manoeuvre or to provide alternative help to those in distress.

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7.11 An alternative to sending out a rescue craft is to pass lines to those needing recovery, so that they may be pulled alongside the ship. Rocket lines, rescue throw-lines and heaving lines may be used for this purpose, and all should be made available for use: lines will be needed in any event for securing survival craft alongside, etc.

7.12 Buoyant appliances such as lifebuoys or an inflated liferaft may be veered down

to those in distress on secure lines, and then pulled back to the ship.

7.13 Streaming lines astern is another option, preferably with buoyancy and means of attracting attention to them attached . lifebuoys, for example, with lights at night. The ship should then be manoeuvred around those in distress so that they may take hold of the streamed line. Once this is done the ship may stop and those in need of recovery pulled alongside.

8 GETTING PEOPLE ABOARD THE SHIP: FACTORS TO CONSIDER

8.1 Once people are in a position from which they can be recovered, the next part of the task is to get them aboard the ship. This will depend on: .1 the prevailing weather and sea conditions; .2 the condition of the people to be recovered; .3 the size of your ship; .4 your ship’s design;

.5 the equipment available; and .6 the competency of those using it.

8.2 Weather and sea conditions on scene will be important, particularly the sea state. .1 How is the recovery target moving in relation to your ship?

.1 In a seaway a large ship moves very differently to a small craft (or person)

alongside her. The smaller target tends to react to every sea and swell wave, while the large ship does not.

.2 The recovery target in the water may be run down, crushed, capsized or swamped by your ship, or it may be left behind.

.3 It may be very difficult to transfer from a small craft onto your ship as the two move vertically relative to each other.

.4 Your ship and the recovery target will be subject to leeway in different ways. Ship and target may be blown together or apart. Water currents may also have different effects on your ship and the target.

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

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

.2 As people climb or are lifted into your ship, the craft they have just left may rise on a wave, striking or trapping them against the ship’s side.

.3 People may swing away from the side and collide with another hazard, including the craft they have just left.

8.3 You should attempt to minimize the difficulties caused by rough seas. Consider the following when planning recovery operations:

.1 Try to keep sufficiently off the wind to reduce the ship’s roll and pitch and to

create a lee. Find by experiment (if time permits) the position in which the recovery target lies most easily alongside.

.2 Steaming slowly ahead with the recovery target secured alongside and the weather on the opposite quarter should ease differential movement, although it does

introduce other risks. Craft may be damaged, lines may part, or people may fall into the water during the recovery operation, and drift astern.

.3 Try to secure survival craft alongside if possible, to prevent them being blown away or left behind.

.4 When lifting people, control lines should be rigged to the hoist and tended in an effort to minimize swinging.

.5 Safety lines should always be used to secure the casualty in case he/she is injured and/or falls.

.6 If the differential movement is too violent, you will need to consider other options. .7 It may be possible to transfer those to be recovered to an intermediate platform such as a liferaft veered down to them, or acting as a fender against the ship’s side. .8 It may be necessary to have them enter the water, suitably equipped with flotation aids and safety lines from the ship, to be pulled across a safety gap between the ship and the survival craft.

.9 Ultimately, however, the only option may be to abandon the attempt at recovery and to stand by the target, supplying whatever assistance you can until a more capable recovery unit arrives or conditions ease.

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

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

.2 This wide range of capability may be found across a group of people to be recovered, so that some of the group will be able to climb unaided into the

recovering ship while others will need assistance. It may be found in an individual: even the fit and experienced seafarer’s capability will erode over time, and may erode quickly. Weather conditions . ambient temperatures in particular . and the level of protection available prior to recovery are critical.

.3 You may find that people in distress are able to help themselves (and others). You may find that you will have to do all the work yourself because they cannot, or can no longer, help themselves. You are likely to find a mix of these conditions.

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

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

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

.2 Communications with those awaiting recovery are therefore very important. A controlled and correctly prioritized recovery process should be established and maintained.

8.6 The size of your ship, relative to your recovery target, will affect differential movement, as discussed above.

8.7 It will also determine how far those being recovered have to climb or be lifted; which, in turn, may affect: .1 how long recovery takes;

.2 how many people can be recovered;

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

.4 how anxious they are about the operation.

8.8 The ship’s design may make recovery simpler. A high-sided ship may be able to use low freeboard areas or openings in her hull such as pilot, bunkering, or cargo doors.

8.9 The best point of entry into the ship should be assessed with the prevailing conditions in mind. The questions to be considered include: .1 Where can ladders or other climbing devices be rigged?

.2 Where can lifting devices be used? What are the power sources and leads for such devices?

.3 Are there any low freeboard areas? Can they be safely accessed in bad weather or difficult sea conditions? Can the means of recovery be rigged there? Can those recovered be safely removed from there to shelter?

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

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

.5 If thinking of using accommodation ladders sited aft, is there a danger of survivors or craft near the foot of the ladder being trapped under the hull as it tapers to the stern?

.6 Is there belting along the ship’s sides? If so this is a particular hazard to small craft, with significant danger of the craft being trapped beneath it. Recovery points should be at any breaks in the belting.

8.10 The equipment available and the number of people competent to operate it are also key factors. If there aren’t enough people trained to operate all available means of recovery, or if the recovering ship has plenty of people but hasn’t prepared adequate recovery equipment, efficiency of recovery will obviously be impaired.

.1 ASSESS your equipment. .2 PLAN its use.

.3 ASSIGN people to operate it.

.4 ENSURE that they know how to operate it.

9 GETTING PEOPLE ABOARD THE SHIP: CLIMBING AND LIFTING

9.1 The methods of recovery discussed in this guide are in addition to purpose-built means of recovery carried aboard the ship. They are methods that seafarers have used successfully in the past. Consider which ones can be used aboard your ship; or whether you can devise others.

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9.2 You may have to use these methods in the absence of purpose-built means of recovery; or in their place if they cannot be deployed in the prevailing circumstances. You may also need to use these methods as extra means of

recovery if there are many people needing to be picked up . especially if recovery time is limited by likely survival times, or by the onset of darkness or bad weather, for example.

9.3 The following climbing devices should be considered: .1 pilot ladders and lifts; .2 accommodation ladders;

.3 your own survival craft embarkation ladders; and .4 other ladders and nets.

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

.1 Lifting survivors is preferable to having them climb a ladder or net . see below. .2 Ladders and nets should be so rigged as to minimize the climb; that is, where the freeboard is lowest or at suitable openings in the ship’s side.

.3 They should be rigged on the flat sides of the ship, away from bow and stern. .4 Their lower ends should be weighted so as to hang about two metres below the water level, enabling people in the water to get onto them.

.5 If possible, rig nets and Jacob’s ladders so that they hang clear of the ship’s side, to enable people to grasp the rungs or cross-ropes more readily.

.6 Pilot ladders . or, if they can be rigged safely in the prevailing conditions, accommodation ladders . are preferable to nets and Jacob’s ladders. .7 All ladders and nets should be tended.

.8 Safety lines should be deployed alongside them, with rescue strops or loops in the end for the casualty’s use. These safety lines should be correctly secured and tended.

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

.10 People may not be able to make the climb. In such circumstances a crew member from the recovering ship, wearing personal protective equipment and a safety line, may have to go down to assist.

.11 If people are incapable of making the climb, the ladder or net may have to be recovered with them secured to it. For individual survivors, this may be possible manually. Alternatively a winch or other power source will have to be used.

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9.5 In general, lifting survivors is preferable to having them try to climb ladders or nets.The following lifting devices should be considered: .1 cranes (including stores cranes, etc.), gantries, derricks; .2 davits;

.3 windlass, winches; and

.4 proprietary recovery devices.

9.6 The following points should be borne in mind:

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

.2 So far as possible, lines led from windlass or winches should be rigged so that the casualty can be lifted above the deck edge.

.3 Control lines should be rigged to the lower end of the lift, so that swinging against the ship’s side can be limited.

.4 The lower end of the lift should be equipped with at least a rescue strop or a secure loop.

.5 A purpose-built or improvised rescue basket, or a proprietary recovery device, is usually better than strops and loops.

.6 People who have been in the water, the injured and the incapable, should be lifted in a horizontal or near-horizontal position if possible (for example, in a basket, or in two strops; one under the arms, the other under the knees). This minimizes the risk of shock induced by sudden transfer from the water and possible hypothermia. .7 A crew member from the recovering ship, wearing personal protective equipment and a safety line, may be able to go down with the lift to assist those incapable of helping themselves into the strop, loop, basket or other device.

9.7 The rescue basket mentioned above is a particularly useful recovery tool. It may be possible to improvise such a basket; but it is not an expensive piece of

equipment and it is recommended that a purpose-built unit be carried on board.

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9.8 The rescue basket usually takes the form of a metal frame with floats/fenders

around its perimeter and the lifting hook made fast to the top of the frame, clear of people inside. The basket floats partially submerged, so that people can easily enter it or be pulled into it. The floats double as fenders during the lift, should the basket swing against the ship’s side. Some baskets are designed to fold for ease of stowage. The size of the basket, and how many people it can lift at once, largely depends on the ship’s lifting capability.

9.9 The control lines mentioned above . usually rigged fore and aft along the ship’s side, and tended during the lift in order to steady the lift and minimize swinging . may be supplemented by a line to the survival craft. This line serves two functions. It may be tended by those still aboard the survival craft as an additional means of controlling the hoist’s lateral movements. It also serves to maintain contact with the survival craft throughout, so that the hoist may be brought back more easily to the survival craft for the next lift.

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

.1 Any quick-release gear should be disabled.

.2 Care will be needed not to overload davit winches not normally designed to recover craft with more than their own crew aboard: people can usually only be recovered in small numbers by this method.

.2 Ships fitted with marine evacuation systems of the slide type can deploy them and recover people by pulling them up the slide.

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

.2 Winches can be rigged so that people may be hauled up the slide on lines, secured by rescue strops or loops.

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

10.1 There will be times when recovery cannot be attempted or completed without unduly endangering the ship, her crew or those needing recovery. Only the assisting ship’s master can decide when this is the case.

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10.2 Assistance can still be given to those in distress, even if you cannot recover

them.Standing by until other help arrives or conditions improve will:

.1 give comfort to the survivors, especially if communications can be established; .2 assist the Rescue Co-ordination Centre, as you will be able to provide updated and detailed reports on the situation; and .3 assist other SAR facilities:

.1 your ship is easier for them to locate than a survival craft; .2 you can provide updated and detailed reports; and

.3 units such as helicopters will be able to transfer casualties to you even when you cannot recover them directly.

10.3 But, as discussed above, more direct help can also be given.

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

.2 If lines can be passed to survival craft, they may be kept out of immediate danger; towed to a position where conditions are easier and recovery may be attempted; or even towed to a nearby place of safety.

.3 You can provide a lee for survival craft, protecting them from the worst of the conditions, and making life a little easier for those aboard.

.4 You may be able to supply more direct aid, passing supplies, including medical supplies, to the survival craft . by floating them down on lines fast to a lifebuoy, for example, or by towing them into a position where those in distress can get hold of them.

11 IMMEDIATE CARE OF PEOPLE RECOVERED

11.1 Recovery does not end when the survivor sets foot on your deck. He or she still

needs immediate help . and is still at some risk, in a strange environment and having been under great stress.

11.2 People recovered will need simple directions, and preferably an escort, to shelter, out of harm’s way. You should decide beforehand where you wish survivors to go aboard your ship, how they are going to get there, who will take them, and who will look after them once they arrive. This should include provision for people who are disorientated and perhaps unable to understand instructions. It should also include provision for those who are physically incapable of moving about the ship.

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11.3 Remember in particular the risk of shock induced by sudden transfer from the water and possible hypothermia. People, who have been in the water, the injured and the incapable, should, if possible, be taken from the water horizontally and should be carried in a horizontal or near-horizontal position. They should be

placed in the unconscious position as quickly as possible and kept this way. Refer to guidance on the treatment of hypothermia.

11.4 You should also decide what you are going to do with the dead. Bodies may be recovered, or people recovered alive may die aboard your ship. Some immediate action should be taken, if it is only to remove them from the place where you are sheltering the living. Attention is drawn to guidance on the treatment of hypothermia and, in particular, to the advice that people suffering from

hypothermia may appear to be dead, yet can still be resuscitated. Ask for medical advice.

11.5 Further guidance on the care of people recovered may be found in IAMSAR Volume III (.Mobile Facilities.) Section 2 .Care of Survivors.. As this further care is post-recovery, it is beyond the scope of this guide. You are recommended to refer to the IAMSAR Manual for help with the next stage of the rescue operation (see also appendix). 12 CONCLUSIONS

12.1 If you find yourself answering a distress call and faced with the prospect of

recovering people at sea, it is certain that the circumstances will be unique . and it is possible that your response will have to be so too.

12.2 It helps to consider the possibilities beforehand: possible problems and possible

solutions. It helps to plan and to prepare . and preparation means assessing the recovery options aboard your ship, and training in their use. 12.3 It could save a life (even yours!). It could save many lives. .1 ASSESS the recovery options aboard your ship; .2 TRAIN in their use; and .3 PREPARE to save lives.

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APPENDIX

ADDITIONAL INFORMATION BASED ON VOLUME III OF THE IAMSAR MANUAL GENERAL

1 The following is an extract from Volume III of the IAMSAR Manual: Mobile Facilities Volume. Volume III should be referred to for further guidance, for

example on the transfer of survivors from helicopters and on the immediate care of survivors once successfully recovered.

RECOVERY OF SURVIVORS BY ASSISTING VESSELS

2 Seafarers should consider how to recover survivors into their own vessels under various environmental conditions. Recovery methods include:

.1 using throwing rockets or heaving lines to pass lifebuoys and/or lines to survivors; .2 streaming a rope, with lifebuoys or other flotation attached;

.3 rigging pilot ladders, Jacob’s ladders or nets, preferably clear of the ship’s side, with safety lines. If survivors are unable to climb, ladders or nets may have to be recovered with the survivors secured to them. Where practicable: .1 rig ladders or nets from pilot doors or other low openings; .2 deploy safety lines with rescue strops or loops;

.3 use suitably equipped crew members to assist survivors directly; and .4 deploy a liferaft with the ladder or net to act as a transfer platform; .4 pulling survivors up suitable marine evacuation systems;

.5 deploying liferafts or lifeboats for survivors to hold onto, or climb into; .6 using rafts or boats as lifts, leaving them on the falls if conditions permit; .7 lifting survivors using gantries, cranes, davits or derricks, with lines rigged to minimize swinging against the ship’s side;

.8 deploying purpose-built or improvised recovery baskets;

.9 rigging a boat rope for boats and survival craft to secure alongside; and .10 lowering embarkation ladders.

2 Any lights in use must not be directed towards helicopters operating in the area.

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4 Survivors in the water should be lifted in a horizontal or near-horizontal position if possible (for example, in two strops; one under the arms, the other under the knees) to minimize the risk of shock induced by sudden transfer from the water and possible hypothermia.

5 Assisting vessels should also be prepared to receive survivors from helicopters.* 6 When the risks involved in recovery operations outweigh the risks of leaving the survivors in life saving appliances, consider the following actions: .1 using the ship to provide a lee for the survivors;

.2 deploying life-saving appliances from the assisting vessel;

.3 maintaining visual and communications contact with the survivors; .4 updating the co-ordinating authority; and

.5 transferring essential survival and medical supplies. ___________

* Refer

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附录 3

MSC.1/Circ.1185/Rev.1

30 November 2012

GUIDE FOR COLD WATER SURVIVAL

1 The Maritime Safety Committee, at its ninety-first session (26 to 30 November 2012), taking into account the considerable medical progress which has been made in recent years, approved the revision of MSC.1/Circ.1185 on the Guide for cold water survival, prepared by the Sub-Committee on Radiocommunications and Search and Rescue, at its sixteenth session (12 to 16 March 2012), as set out in the annex.

2 Member Governments and international organizations are invited to bring the annexed Guide to the attention of all concerned. 3 This circular supersedes MSC.1/Circ.1185.

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ANNEX

GUIDE FOR COLD WATER SURVIVAL 1 Introduction

This guidance is intended primarily for seafarers. It provides information which will help you if you are unlucky enough to fall into cold water, or have to enter it in an emergency, or have to use survival craft in cold conditions. It also provides

information which will help seafarers, trained as first-aid providers, to treat those rescued from cold conditions.

This guide briefly examines the hazards of exposure to the cold that may endanger life, and provides advice based on the latest medical and scientific opinion on how to prevent or minimize those dangers. It is a sad fact that people continue to die at sea through a lack of this knowledge. Knowing what is likely to happen if you are exposed to cold water is a survival aid in itself. A thorough understanding of the information contained in this booklet may some day save your life – or someone else's.

It is most important to realize that you are not helpless to affect your own survival in cold water. Understanding your body's response and simple self-help techniques can extend your survival time, particularly if you are wearing a lifejacket. You can make a difference; this guide is intended to show you how. The guidance is laid out as follows:

cold water hazards and their effects

followed by sections on:

prior to abandoning your ship that will improve your chances of

survival actions to be taken during the survival phase, whether in survival craft or in the water the rescue phase treatment of people recovered from cold water or from survival craft in cold conditions treatment of the apparently dead.

2 Cold water hazards and their effects: knowledge that can improve survival chances

An understanding of how your body reacts to cold air or water exposure, and knowing the steps you can take to help your body delay the damaging effects of cold stress, will help you stay alive.

If you need to abandon your ship you should, if possible, avoid going into cold water at all. Cold water represents a much greater risk than cold air, partly because water takes heat away from the body much faster than air. Human beings cool four to five times faster in water than in air at the same temperature – and the colder the water is the more likely it is that you will suffer the physical reactions and medical problems described below. Therefore, you should try to enter survival or rescue craft directly, without entering the water.

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The major threats of cold water immersion are: drowning hypothermia1

1 By medical convention clinical hypothermia is considered present when the \"deep\

temperature falls below 35°C (95°F): that is, when about 2°C (3.5°F) has been lost. With continued cooling consciousness will be progressively impaired and then lost; eventually death will follow. However, in cold water death from hypothermia itself is relatively rare. More of a threat is the loss of heat from the muscles: incapacitation may then lead to the casualty being unable to keep their airway – the mouth and/or nose – clear of the water, so that they drown. Hence the importance of being well clothed and wearing a correctly fitted and adjusted lifejacket.

Four stages of immersion have been identified. Each is associated with particular risks, and it helps to understand these and so be better able to deal with them. Initial responses to immersion in cold water may include:

by uncontrollable

breathing increased stress placed on your heart.

These responses are caused by the sudden fall in skin temperature. It is important to remember that they will last only about three minutes and will then ease. Remember too that, at this stage: the fitter you are, the smaller the initial responses to cold water immersion and the smaller the chance of you experiencing heart problems wearing an appropriate lifejacket, properly fitted, will decrease the risk by helping to keep your airway clear of the water and reducing the need for you to exercise during this critical period wearing appropriate protective clothing will also decrease the risk by slowing the rate of skin cooling and thereby the size of the initial responses if you experience initial responses you should stay still for the first few minutes of immersion, doing as little as possible until you have regained control of your breathing: a lifejacket or other source of buoyancy will help you do this the period of possible self-rescue starts immediately after the initial responses (if experienced), and before hypothermia sets in. Short term immersion effects follow the initial responses. During this phase cooling of the muscles and nerves close to the surface of the skin – particularly in the limbs – can lead to inability to perform physical tasks. Swimming ability will be significantly impaired. (Swimming accelerates the rate of cooling in any event.) It follows that: essential survival action that requires grip strength and/or manual dexterity – such as adjusting clothing or your lifejacket, or locating a lifejacket whistle or turning on a light, for example – should be taken as soon as possible after the initial responses to cold water immersion have passed

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shore, craft, or other floating object onto which you can hold or climb. Stay calm. Evaluate your options. Can you reach a shore or floating object – knowing that your swimming ability will be less than normal? If not, stay where you are, conserve body heat (see below), and await rescue. Long-term immersion effects include a fall in deep body temperature (a cooling of your vital organs such as your heart, lungs and brain) to hypothermic levels. However, the rate at which your deep body temperature falls depends on many factors, including the clothing you are wearing, your physique, and whether or not you exercise in the water – by swimming, for example. Your temperature will

head covering – especially under a waterproof outer layer such as an immersion suit keep still – this is greatly facilitated by wearing a lifejacket. The rescue phase is the fourth stage of immersion you should focus on. A significant percentage of people die just before they are rescued; during their rescue; or just after it. This may be because of: the way in which they are rescued relaxing too soon loss of buoyancy – actions such as waving, etc. may release air trapped in clothing. Again, wearing a lifejacket removes this threat. It follows that: you should stay still in the water: blow a whistle or shout to attract attention – but do not wave unless you are wearing a lifejacket or have some other aid to flotation the rescue itself should be carried out appropriately (see the rescue phase, below) you should maintain your determination to survive throughout: do not relax too soon.

3 Actions prior to abandoning the ship

Avoid abandoning for as long as safely possible: \"the ship is the best survival craft\". When abandonment is necessary there may be little time to formulate a plan, so careful planning beforehand is essential. Here are some things to remember should you ever have to abandon a ship: Ensure distress alerts have been sent. If you have emergency location beacons – including personal beacons – switch them on, and leave them on. If possible keep the emergency location beacon with you. Rescue units are most likely to find the emergency location beacon first.

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to cover your head, neck, and hands. The outer layer should be as watertight as

possible. Fasten clothing to improve insulation and to minimize cold water flushing in and out beneath the clothing. If an immersion suit is available put it on over the warm clothing. Put on a suitable lifejacket and secure it correctly. If in cold water you will quickly lose full use of your fingers. If the lifejacket is fitted with crotch and/or other retaining straps, make sure that they are pulled tight. They will hold the lifejacket in the right position, increasing buoyancy – you may not be able to tighten them once in the water. If the lifejacket is of the automatic inflation type, inflate it manually after leaving the interior of the ship but before entering the water. If time permits drink a lot before leaving the ship: warm sweet drinks are best – but no alcohol: it can reduce the

chances of survival in cold water. Take extra water with you if possible. Before leaving the ship, or immediately after boarding the survival craft, take anti-seasickness medicine.

jumping in. If davit-launched survival craft, a marine escape system or other means of dry-shod embarkation are not available use over-side ladders if you can, or lower yourself slowly, by means of a rope or fire hose, for example.

side and cover your nose and mouth with one hand while holding the wrist or elbow firmly with the other hand. Just before you jump look down to ensure the area beneath is clear of obstruction, and then jump with eyes fixed on the horizon to ensure you stay in a vertical position as you fall. Avoid jumping onto a liferaft canopy (you may injure yourself or people inside) and avoid jumping into the water astern of a liferaft still secured to the ship, in case the ship has some remaining headway. 4 The survival phase: in a survival craft

You should try to enter the survival craft \"dry\". But this may not be possible, and the craft is unlikely to be dry itself. You can still cool to dangerous levels – especially if wet to begin with, partly because of the evaporation of water in your clothing. Even if

wearing an immersion suit, or a so-called \"dry\" suit, you may still be wet. But stay calm: there are things you can do to improve your situation:

covering – plastic sheeting or bags, for example, if suitable clothing is not available.

ill

become wet inside. Having checked that there are no other survivors able to reach the raft, close the covers as soon as you can, before your hands get too cold.

.

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reduce body heat loss through evaporation.

l craft will also conserve body

heat – but ensure craft stability is not compromised.

does make a difference! While you wait \"Stay warm; stay alive\" should be your motto. 5 The survival phase: in the water

Because of the greater body heat loss in water, you are always better off out of the water than in it – despite how this may feel at first – and you are better off partially out of the water if you cannot get out of it entirely.

After the initial responses have passed and you have regained control of your breathing, you should:

floating objects. If you were unable to prepare yourself before entering the water, button up clothing now. In cold water you may experience violent and distressing shivering and numbness. These are natural body responses that are not dangerous. You do, however, need to take action as quickly as possible before you lose full use of your hands.

by shore, craft,

or other floating object onto which you can hold or climb. Staying calm and still conserves heat.

critical to heat loss. Not using your arms to swim means that you can keep them folded over your torso to assist in insulation.

towards it. The wind will bring it in your direction. Once upwind of a liferaft, for

example, you are unlikely to be able to reach it. Keep checking the object's location and your progress towards it. If you decide that you cannot reach it, stop swimming, stay calm and stay still.

rving heat. Try

to float as still as possible, with your legs together, elbows close to your side, and arms folded across your chest. This position – which may only be fully achievable if you are wearing a lifejacket or dry suit – minimizes the exposure of the body surface to the cold water.

against spray while drifting in the water.

-coming waves, with the legs acting like a

sea anchor. If you have to, paddle gently to maintain a back-to-wave position. Although this may increase heat loss, you need to protect your airway from wave

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ther survivors if you can: it helps location and rescue.

your survival time. Your will to live does make a difference!

6 The rescue phase: guidance for those engaged in search and rescue Search may have to come before rescue. Remember to:

searching.

prepare recovery methods for a variety of possible scenarios while

searching. See the IMO's guidance on recovery, A Pocket Guide to Recovery Techniques.

Rescue

Recovery from the water:

ncluding side-splash

– waves generated or reflected by the hull.

of their fingers and arms may not be possible, and lifting an arm to take hold of a rope can induce sinking and drowning unless they are wearing a lifejacket. soon.

-horizontal body

position. Lifting a hypothermic person vertically can induce cardiac arrest. In a

relatively high lift – up to the deck of a ship or into a helicopter, for example – use two strops or loops (one under the arms, the other under the knees) or other means of near-horizontal recovery: see the Pocket Guide to Recovery Techniques.

– as it may be if alongside a vessel

of any size, even in calm conditions, because of side-splash – recover by the quickest method possible.

vivor slightly head-down during transport to a place of safety. In a fast

rescue craft, for example, this will mean laying the survivor with his feet towards the bows.

in the craft during its recovery.

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Recovery from survival craft:

pse on recovery. This is especially likely in

survivors who have been adrift for a long time.

7 Treatment of people recovered from cold water

Check for vital signs. Is the casualty breathing? Are they unconscious (unresponsive) or conscious?

Begin appropriate First Aid as described below. See also the flow diagram in the appendix.

Always obtain medical advice as soon as possible, even if the casualty has not been in cold water for long, and is conscious. Free advice may be obtained from a Telemedical Assistance Service (TMAS), which can be contacted via a Rescue Coordination Centre (RCC). Unconscious casualty

Adopt standard First Aid procedures. If not breathing:

training.

minute, with two rescue breaths every 30 compressions. every two minutes to avoid exhaustion.

none is imminent; and if there are still no signs of life after 30 minutes, stop CPR but treat the casualty in accordance with the advice in section 9 below. receive medical advice.

If breathing but unconscious:

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ommon in seawater drowning.

breathing and/or heart rate may indicate the onset of drowning complications – and in a severely hypothermic person cardiac arrest can occur at any time.

against evaporative heat loss enclose in a large waterproof bag or sheeting. Conscious casualty

Short exposure (less than about 30 minutes): survivor is shivering

although shivering dramatically, will recover fully if they remove their wet clothing and are insulated with blankets, etc. If their exposure has been relatively short, 30 minutes or so, they can be re-warmed in a hot bath, or seated in a shower2 – but only if shivering and while being supervised for early signs of dizziness or collapse associated with overheating.

2 The bath or shower should be at a temperature of 39-41°C (102-106°F). Much less than this and the survivor's body will continue cooling, even if the water feels \"warm\". If you do not have a thermometer, dip your bare elbow in the water: the heat will be tolerable at about the correct temperature, but not above it.

Alternatively, for survivors who are shivering and alert, physical exercise will speed up re-warming.

Long exposure (more than 30 minutes) and/or survivor is not shivering

ion and exposure to wind.

– enclose in blankets and/or plastic, including

head (but not face), neck, hands and feet.

-horizontal or half-sitting position (unless dizziness develops,

when a horizontal attitude would be best).

-minute

intervals for the first 15 minutes and then, if no change, at 15-minute intervals. (An increasing breathing and/or heart rate may indicate the onset of drowning

complications – and remember that in a severely hypothermic person cardiac arrest can occur at any time.)

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-horizontal or

horizontal position.

– but no alcohol.

If the survivor's condition deteriorates, refer to the treatment procedure for the unconscious patient, above.

8 Treatment of people recovered from survival craft

Occupants who were exposed and dry for short durations (2 to 3 days), and are fully alert, may require treatment for mild hypothermia as described above for conscious immersion survivors.

Occupants who are wet and cold and less alert will require to be recovered in a semi-horizontal position and should be treated in the same way as immersion casualties at the same level of alertness. Warm sweet drinks should be provided.

Obtain medical advice. Free advice may be obtained from a Telemedical Assistance Service (TMAS), which can be contacted via a Rescue Coordination Centre. 9 The apparently dead

What to do with people recovered apparently dead, showing no signs of life and extremely cold to the touch, is a very difficult question.

In all probability they will indeed be dead, especially if there are witness reports from other survivors that they have been in that state for many hours.

If, however, there are no such witness reports, the assumption must be that they may be alive but suffering from extreme hypothermia; that is, the heart may still be working but at a very reduced level of activity such that the pulse cannot be felt and the eye pupils are widely dilated.

Always obtain medical advice as soon as possible. Free advice may be obtained from a Telemedical Assistance Service (TMAS), which can be contacted via a Rescue Coordination Centre.

The apparently dead should be:

compartment, and well insulated.

o allow it to

compensate, by itself, for the major internal fluid changes that occurred during the slow protracted cooling it endured.

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mperature at hourly intervals for 12 hours.

If there is no change and there are still no other signs of life, then it can be assumed that the casualty is dead.

monitoring and recording at 15-minute intervals, including checking for pulse and breathing.

section 7 above. 10 Summing up

This guide has briefly explained how your body responds to cold, what you can do to help ward off its harmful effects and, finally, how to aid people recovered from the water or from survival craft.

Let's sum up with some important reminders about survival. Follow them, for your life may one day depend on them.

Plan your emergency moves in advance. Ask yourself what you would do if an emergency arose. Where is your nearest exit to the deck for escape? Where is the nearest available immersion suit, lifejacket, SART, emergency location beacon and survival craft? How would you quickly get to your foul weather gear, insulated clothing, gloves, etc.?

Know how your survival equipment works. The time of the emergency is not the time to learn.

put on many layers of clothing to

offset the effects of cold. Wear an immersion suit if available.

Put on a lifejacket as soon as possible in an emergency situation – and adjust it correctly.

try to board the survival craft dry without entering the

water.

Take anti-seasickness medicine as soon as possible.

try to enter the water gradually.

initial response to immersion in cold water will only last a few minutes: rest

until you regain control of your breathing. (This initial response will not always occur, but is more likely with lower water temperatures/less protection.) Try to get as much of your body as you can out of the water.

Only swim to a safe refuge nearby if the

likelihood of early rescue is low and you are confident that you can reach it. Swim on your back, using only your legs if you can.

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If trying to reach a floating object swim downwind of it, letting the wind bring the object to you.

float in the water

with your legs together, elbows to your side, and arms across your chest. If you are not wearing a lifejacket, do not wave to attract attention. You will lose buoyancy if you have no lifejacket.

Force yourself to have the will to survive. This can make the difference between life and death. Keep your mind occupied and focus on short-term objectives.

Do not over-exert yourself during the rescue process: let the rescuers do the work – they are in a better condition than you.

do not relax too soon.

Advance knowledge, planning, preparation and thought on your part can be the most significant factors in your survival – or in treating others who have been exposed to the cold.

Familiarize yourself with the contents of this guide.

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