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SAR - Beredskapskonferansen 2009
- 1. Redningstjeneste i Nordområdene - utfordringer og erfaringer Tore Hongset Hovedredningssentalen Nord-Norge
- 6. Helse DNMI Kystverket Frivillige org Forsvaret Sivilforsvaret Politi Brann Telenor Statens kartverk Nasjonalt redningssamarbeid
- 7. S2: Samarbeid og Samvirke HRS
- 8. Hovedredningssentralenes ansvar: Å berge og sikre menneskeliv
- 9. Organisasjon 21 lokal redningssentral (LRS) JRCC South Norway (HRS SN) 7 lokal redningssentral (LRS) JRCC North Norway (HRS NN) Politi- og justisdepartementet
- 11. HRS ORGANISASJON Politi- mester SJØ Helse RådgivereLiason Andre seksjoner etableres ift kompleksiteten på hendelsen, f.eks pårørendesenter Den Kollektive Redningsledelse (Daglig ledelse) (Operativ seksjon) Daglig organisasjon Kyst-verket DSB Telenor LUFT AVINOR Avd. Dir & Inspektører Presse Vakthavende RL Redningsledere
- 12. HRS-enes ansvars-område 65 0 0 0 30 0 Svalbard HRS Nord- Norge HRS Sør- Norge Barentshavet 82 0 Nordsjøen Bodø Stavanger
- 13. Hvem og hva finner vi i Nord?
- 15. Aktører i Nord Fiskeindustrien Transport, frakt Turisme Fastboende Vitenskapelige ekspedisjoner Olje og gass
- 16. Dårlige lysforhold halve året Ekstreme værforhold; polare lavtrykk etc.. Pakkis, drivis, isfjell, skruis, nedising av konstruksjoner… Få SAR-ressurser sammenligned med SRR-arealet Store avstander mellom “ sivilisasjoner” Kommunikasjonsutfordringer Noen karakteristika for Nord…
- 19. “ Jo nærmere jo bedre..!”! Sysslemannen på Svalbard: => min. 200m fra brefronten!
- 21. Hendelser ”Nordpå” pr 15 august
- 37. Station North 8136N 01640W
- 39. Point of no return 80.50,46N 003.38,46W 280NM from ENSB Refueling at Station North 8136N 01640W At 23:18 UTC
- 43. 11.5 hrs – 1206 Nautical miles
- 46. RCC-er i Arktis MRCC Murmansk
- 49. COSPAS/SARSAT Cospas-Sarsat systemet formidler nødsignaler og posisjonsdata fra en nødpeilesender til Mission Control Centers ( MCC) HRS NN fungerer som MCC med ansvar for videreformidling av C/S data til SPOCs i vårt MCC- ansvarsområde. Pr. desember 2007 hadde nødpeilesendere bidratt i forbindelse med å redde flere enn 24.700 personer i mer enn 6.760 hendelser
- 50. GEOSAR LEOSAR
Hinweis der Redaktion
- Introduce my self; JRCC Co-ordinator – JRCC NN Just outside this building and 700NM due north from here Main subjects for this brief will be to introduce you to the Norwegian SAR services – how we are organised and how we utilize our resources. I will then focus closer on the challenges we experience connected to SAR in the High North I will also – if time permits – run through a selection of Norwegian SAR assets, and finally show a recent SAR case
- The Norwegian SAR Service, organisation and resources Actors and Factors in the North Some SAR experiences
- It is worth noticing, that the chief of Police in respectively the city of Bodø and Stavanger is the head of the JRCC
- Poengtere de to nivåene; den strategiske ledelse og den taktiske ledelse.
- A part from this fellow, who by the way died an untimely death the 10th of june in 2002 What and who do we find in the Artctic regions?
- Due to cunning political manouvers many years ago, the Norwegian area of interest is large. Fisheries zones and a strong foothold at Svalbard are vital. As previously shown on the slide, the Norwegian Search and Rescue Region Borders up to Iceland, Russia, Great Britain, Denmark Sweden and Finland The area of national interest is 2.100.000 km 2 The maritime area of responsibility of JRCC North Norway is roughly 870 000 square kilometres The Key items for this area is shown; Large territory Long Distances Small population Arctic islands Oil and gas activity – which demands activity almost regardless of weather conditions Fragile environment
- These are the actors that we find as customers in the Arctic They have in common that they do their thing in what sometimes can be a harsh environment, far away from ”civilisation” Some are experienced with the Arctic challenges, some are not As a curiosity, I can memntion that the gas carrrier in the right hand corner is the first deliverance of Norwegian nature Gas to the USA, from the Gas field SnowWhite outside Hammerfest. 21. feb 2008 The trip over took 12 days.
- Absence of daylight – of course, on this time of year, there is sun 24 hrs, so that argument is not viable as a challenge when it comes to SAR anyway Weather is always of great importance, since it greatly affects activity and options Weather phenomenons such as polar lows are extremely hard to predict, and will often produce a surprising shift of weather for a vessel or for that matter, an aircraft. Ice – Ice covers planned routes, it delays, it destroys, it hinders, it conceals, it is in all ways unpractical for anyone who wants to cross a distance on water. SAR resources; If one takes the whole Arctic as an area and spread the designated SAR resources evenly over the areas where one normally find the customers mentioned above, previously, one will find that the SAR layer will be thin and very stretched. For instance, the Norwegian Coast Guard vessels operate not only within Norwegian SRR, but in the entire Norwegian interest sphere; which means that they are somewhere On the 2.100.000 km 2 surface. To illustrate that, of thre ships sailingk one could have one I Dublin, one here in Malmö and one in Monaco. The chances for them being in the vicinity of the next distress incident is … well.. Distances between relevant positions are long. With relevant positions I mean places where some kind of civilisation is found – where one can find infrastructure such as an airfield, a health care establishment, fuel installations, harbour areas for loading/unloading Communications is a constant worry for actors in the Arctic, although satellite communications does ease this a bit.
- Fryseskipet Petrozavodsk; 11.mai Based on the experiences we have, these are the main reasons for distress situations in our waters / our area. As you can see, almost of the distress categories are common and could happen anywhere on the planet What differs them from distress situations further south, is that ice and cold weather can create the situation and also causes trouble solving the problem. Regarding evacuation from site/camp, I will return to a recent example later on
- When a distress situation occurs, the first point will be to alert someone in order to tell about your problem and get help. In certain areas, calling or help is not necessarily easy, since one has to rely on technology solutions that might not cover your needs. The primary concern for the RCC is to know where you are. Then we would like to know what is going on and who is experiencing the situation. KLIKK FREM TIL DISTRESS BEACONS JRCC NN is also a MCC for Cospas/Sarsat. When we receive a distress message from an EPIRB in our own SRR, we will first Identify the distressed subject Establish contact with the distressed subject in order to check out the situation so that we can implement the right measures If we are unable to get in touch with the vessel, we still have to act, but the accuracy will inevitably be less than if we had the opportunity to get first hand information from the master. One of the facts we want to know, is if there are vessels in the area that are under way to assist the distressed. If they are not visible on for instance AIS due to lack of coverage or no obligation to carry AIS, we are initially clueless to whether there are other vessels in the vicinity, before such information comes streaming in via coastal radio, the military or other sources
- In areas where glaciers extend out into the sea, the seabed can alter its depth in a very short time, even far out from the ice edge. This may cause groundings for ships unaware of this, planing to approach the ice edge as far as possible based on the sea map. They do so in order to create spectacular pictures
- In august 2007 – on a nice summer day – a Russian tourist ship on a Svalbard cruise closed in on the glacier Storbreen (the great Glacier) in Hornsund The ship was approximately 30 meters away from the glacier when it suddenly calved. Huge masses of ice dropped into the water, and also hit the ship. The ship listed heavily several times due to waves and direct hit bythe ice masses, and 23 passengers were hurt Luckily, the ship itself was not severly damaged, and was able to transport the passengers in to Longyearbyen. But this could easily have gone much, much worse.. If the ship had been hit by more ice and started to sink, slowly or rapidly, the scenario would have been quite something else to handle. Flight time for the Super Puma is roughly one hour + 1 hour readiness time. Pick up capacity is 12-14, maybe able to cram in 15-17 For the next slides, I would like to say a few words about where we find our arctic incidents
- As you can see, the incidents do follow the pattern of activity; Most being along the coastal routes of the mainland, and also following the routes of the fisheries. Zooming up a bit, I`ll focus on the northern part of the sea incidents
- Fastland – Bjørnøya ca 225NM Sydspissen Svalbard – Bjørnøya ca 134 NM Ressurser: SeaKing Banak LN-OMX LYBN Tilfeldig forbipasserende Kystvakt, med / uten SeaLynx Andre fartøyer i nærheten av hendelsen Type hendelse, type fartøy; ikke alle kan benyttes alltid Ytterst til Høyre: Medevac; SydSpissen Svalbard – stedet = 330 NM Hopen – Stedet = 220NM Bjørnøya – Stedet = 344 NM
- NSSR SAR helo utplassering Operational range 180 - 200NM evacuating one patient Bjørnøya – bensinstasjon 3 Kystvaktfartøyer; om de er utstasjonerrtt i norsk SRR, vil det være f.eks utplassert i Longyearbyen; Kirkenes og Brønnøysund Men – er de utplassert i øk. sone: 2.100.000 NM, er det ett fartøy i Reykjavik, ett på Andøya og ett i Bergen.. I`ll like to walk you through an incident from last week:, evacuation a of person with Appendicitis;
- Utflydd distanse 1206 NM; dvs 603 NM hver vei; noe som betyr å hente pas i Oslo – Tromsø Evt Oslo – St Petersburg
- The planned flight distance from Longyearbyen to the position is the same distance as from Malmö to Monaco, or almost Amsterdam - Madrid
- The basis of the Rescue services is to save lives. An individual in distress in the Arctic might meet some challenges that reduces the chances of survival, and if some of these challenges can be met, it will gain us all. I have summed up some points at the end: Increased risk for something to happen Humans have lower perseverance under arctic conditions Communication in the Arctic might be challenging Locating the distress message or distress beacon might take some time Infrastructure (health care, airfields, etc) is sparsely distributed SAR assets are seldom calibrated to meet distress situations with many people (tourist ships, cruises..) SAR assets are few and operates on long stretches