This is an important question for those who go on the water with only two people aboard. No matter the size of the boat or where you travel, what would you do if the other person becomes incapacitated by injury or illness? What if the other person aboard is a child or unable to take charge if something happens to you? If you become a crew of one, you also will have to deal with the illness or injury to the other person – a complicating factor, adding to the stress of the situation. Both people on a two-person boat should be able to operate the boat and get it home or to a safe place if something happens. It’s a good idea to practice with one person operating the boat while the other stands by, and for both people to take charge regularly to keep their skills up. For larger boats you can find on-the-water instruction specifically designed to teach skills for getting home safely, if you’re not the primary boat operator. The more you both know about operating and navigating the boat, the happier and safer a two-person crew will be.
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Rule 7 of the Navigation Rules says that you “shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists.” If there’s any doubt, assume that there IS risk of collision, and take the appropriate action as required under the Navigation Rules. Take systematic collision bearings on the other vessel; if the bearing doesn’t change over time, risk may exist. It’s sometimes difficult to judge the potential for collision when one or both vessels are moving quickly, when you approach a large vessel or a tow, or when you are close to the other vessel. AIS and/or radar can help, but also use your eyes. For the text of Rule 7 see www.navcen.uscg.gov/?pageName=navRulesContent.
Safety lessons. After boating accidents, investigations are conducted and reports are issued. Government authorities, such as the Coast Guard, the department of transportation marine division, and/or the police may be involved. Private groups, such as committees of boating experts, race committees, and organizations involved in sail and powerboat racing and cruising may also conduct investigations. Their reports give details and useful information, providing safety guidance for all boaters.
Reading about accidents may give the impression that boating is a particularly dangerous sport, but remember that safe days on the water usually are not reported in the press. Thirty-eight foot sailboat Low Speed Chase capsized during the 58-mile Full Crew Farallon Islands Race, San Francisco, California, April 14, 2012. Five lives were lost, the first time for a fatality since this race series began in 1907. During the race, Low Speed Chase sailed over a relatively shallow area (28 ft.) along a lee shore and was capsized by a series of large waves and driven on the rocks. Seven of the eight crew were thrown into the water and five persons died. The investigating panel held that the “failure of seamanship in negotiating shoal waters on a lee shore” was the direct cause of the incident. “If the crew of Low Speed Chase had sailed in deeper water, they could have prevented the tragedy.” In addition to the primary cause, there were other safety issues which “may have mitigated the outcome.” 1. "Inadequate personal safety gear in use for offshore conditions.” 2. “Communication difficulties and discipline among the entire fleet” [of racing sailboats] 3. “Race management protocol flaws creating uncertainty around search and rescue efforts.” [above quotes from pp. 4-5, Farallones Report] Recommendations of the panel. There were four factors that may have increased the survival chances: 1. staying with the boat on the rocks 2. higher buoyancy lifejackets 3. water activated lifejackets 4. thigh or crotch straps on inflatable lifejackets The use of harness tethers is also discussed extensively in the report. Take the time to read the very comprehensive full report, the excellent footnotes, and the appendices. There are many details applicable to sail and power boats, whether cruising or racing. Especially note Appendix D, pp. 35–39, for very good information about the behavior of waves in shallow water. Appendix E has Capsize Incident Details from Survivors; Appendix G includes Medical Reports, Injuries to Crew, Survival (with analysis and recommendations); Appendix H discusses Vessel Damage, with photos; Appendix I covers Race Organization/Communications; Appendix K summarizes the responses from race participants to a post-race questionnaire. These appendices are very instructive and interesting. Find the US Sailing summary of the accident and the link to full report at http://media.ussailing.org/Latest_News/2012/USS_Farallones_Report.htm Many boaters know that “Mayday” means grave or imminent danger to human life or the vessel, but what does “Pan Pan” (repeated three times in succession) mean? It indicates an urgent situation that is not as serious as a Mayday. Examples of where a Pan Pan call may be used include a non-life-threatening medical emergency, a vessel aground or dragging anchor (but not in immediate danger), loss of engine power in a shipping channel, etc. The purpose of a Pan Pan call is to alert the Coast Guard and other listening stations that a vessel is in difficulty and requires or may require assistance. It’s better to issue a Pan Pan and cancel it if you resolve the problem, than wait until you’ve got a Mayday situation on your hands. See Mariner’s Guide pp. 298-299 for advice on how to make and cancel a radiotelephone Pan Pan call.
Here I’m talking about boats in the approximate 8-18ft/2.5 to 6m range, such as canoes, kayaks, dinghies and small rowboats with or without an outboard. An excursion could be a long ride from the big boat to shore or to another boat, a trip up a river or creek, a ride out to a nearby island or fishing spot, or any trip that takes you away from immediate aid if something happens to you or the boat. The farther you take the boat from land or nearby vessels, the better it should be equipped.
In addition to whatever comfort items you take, such as food, drinking water, fishing gear, extra clothing, etc., have lifejackets for everyone aboard and proper navigation lights for the boat’s size, if you’ll be out after dark. An outboard powered boat should have an air horn to comply with the Navigation Rules for power-driven vessels, and it’s also a good emergency signaling device. Comply with any equipment rules set by your state or country. The following supplies fit in a small carrying bag or box: duct tape, spare pieces of rope and light line, WD-40® or similar, a sharp knife, a basic first aid kit, a survival blanket, a simple tool kit or a multi-tool, and anything you may need for the outboard. The boat should have an anchor of suitable size and a length of anchor rode approximately three times longer than the prevailing depths where you will travel. Can you row the boat in a breeze, against a current, or if the motor dies? Having an anchor may be very important if you can’t! For some excursions you may wish to include a handheld VHF radio and/or a mobile phone (if within coverage range). Sometimes this is a difficult decision because there’s a schedule to keep. The skipper may feel obliged to get to another location because a person aboard has a flight from there, friends are waiting, the boat must get back to the charter company, etc. The decision to turn back or stand on shouldn’t be primarily influenced by any schedule, real or imagined. It should be based on a careful assessment of the factors affecting safety first and comfort second. The more experience you have, the better you’ll be able to make an informed decision that’s right for your boat and its crew. Each situation is different, even in waters you’ve traveled before. Getting out of the harbor and into open water may be uncomfortable, but when the boat is out in deep water things may change for the better. In some cases, it may be more difficult or even dangerous to get back into the harbor if you turn around than it was getting out. If the weather turns unfavorable while you’re en route, the decision should consider what the conditions may be at the destination or at an alternate harbor, and how far you have to go. Have you determined a “point of no return” where a decision must be made? If everyone is seasick or someone is injured, that could be an important factor. If you’re not completely confident in the ability of the crew or the boat to cope with difficult conditions, that could affect your decision. Take the time to consider the options, but ultimately it’s the skipper’s choice and responsibility. There’s no shame in turning back – it’s often the most seamanlike decision to make.
If you have a VHF-digital selective calling (DSC) radio aboard have you read the radio’s manual for the use of this important piece of communication and safety gear? Does the radio have an integral GPS or must it be interfaced with an existing GPS on your boat? Do you have an MMSI number? How do you make a distress call? Find out the answers to these and other important questions about the features on a DSC radio. Consult articles in boating magazines or websites, or read DSC radio and DSC radio distress call on pp. 151-152 of the Mariner’s Guide.
Recently I’ve been looking at the boating clothing people are wearing (it's been raining) and thinking about its visibility if someone fell overboard. In an April 12, 2012 post I commented on the desirability of wearing brightly-colored upper body clothing while aboard. What I am seeing rather frequently this summer is dark blue or black foul weather jackets with bright green hoods. OK, the hoods are visible when they are on the wearer’s head, but what if a person falls overboard and the hood blows off or fills with water and comes off? Maybe I’m making too much of this, but I’m happy when my crew wears bright colors on their entire upper body (and they look better in the photos, too.)
You hear some boaters saying that their boats are really safe because they’ve got all the latest safety gear and lots of it. Governments can legislate mandatory equipment for boats and a boat can have all the latest extra gear, but, as you know, that’s no guarantee that the people and the vessel will be safe. Make a list of the safety gear aboard your boat, make sure it’s in good condition, and then practice with it
Safety lessons. After boating accidents, investigations are conducted and reports are issued. Government authorities, such as the Coast Guard, the department of transportation marine division, and/or the police may be involved. Private groups, such as committees of boating experts, race committees, and organizations involved in sail and powerboat racing and cruising may also conduct investigations. Their reports give details and useful information, providing safety guidance for all boaters. Reading about accidents may give the impression that boating is a particularly dangerous sport, but remember that safe days on the water usually are not reported in the press. Rambler 100 racing yacht capsize, 2011 Fastnet Race. Rambler 100, a 100ft super maxi ocean-racing sloop with a professional crew of 21, lost her canting keel on August 15th at 1740 local time, shortly after rounding Fastnet Rock in the Irish Sea. The vessel capsized in less than 60 seconds, leaving no time for crew members to take anything with them or activate distress signals. 18 people went into the water, including four without lifejackets (because they were below decks off watch). Winds were southerly at 20-25kn and gusty, with 6.5ft/2m choppy seas, and a water temperature of 57°F/14°C. Initially, three people were able to climb onto the overturned hull, and subsequently 13 more people managed to join them. Five crewmembers wearing lifejackets tied themselves together and floated away, drifting three hours before rescue. Two Personal Locator Beacon (PLB) distress beacons were activated on the overturned vessel. The crew was unsuccessful in hailing or signaling to three large racing yachts that passed to leeward of them as close as 300-400m. No lives were lost and only one person required hospital treatment (for hypothermia). Everyone was safe ashore in less than three hours, a testament to the professionalism of the Irish Coast Guard, the Baltimore RNLI lifeboat rescue teams, Rambler 100’s skipper, and the well-trained crew. While this incident occurred on a super maxi ocean racer, accidents can happen on a small boat. Here’s a summary of the basic lessons from this event that are applicable to many boaters and their vessels.
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AuthorPriscilla Travis spends more than 110 days each year on the water, takes photos, and writes about nautical topics. Archives
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