I recently read an interesting article in Boat U.S. Magazine which focused on flares. Many of us carry a set of expired flares onboard in addition to new flares which makes you wonder to yourself ,“are these too old?” or “will these out-of-date flares fire off properly if I need to use them?” In conjunction with the Coast Guard the article’s author set off a series of tests to determine exactly how old is too old. After firing off new flares to use as a bench mark, they fired off a series of flares with various expiration dates. The oldest dated back to 1985! After being evaluated for both height and the amount of light emitted, the group determined that flares which are out of date about four years are worth keeping aboard in addition to a new set.
Your prop is arguably one of the most important parts of your engine. However as with many things, if it is not used properly your propeller can potentially present danger. To wrap up my series on propellers, here are a few important safety tips to keep in mind:
1. Your propeller should be inspected on an annual basis, every 100 hours, and after any impact strike. Issues that require further attention should be dealt with immediately.
2. Avoid operating the boat in areas where loose clothing, debris, fishing line or nets are located. This presents a danger if someone were to become entangled in the prop and pulled towards it.
3. Kill switch lanyards and wireless versions such as Autotether, are designed to help prevent propeller strikes, so as usual I will stress the importance of always wearing one!
4. Avoid operating the prop in conditions that may cause damage such as mud, surface penetrating operation or other entanglements. This may cause stress on the prop prematurely. If these conditions cannot be avoided, operate the engine with extreme care as catastrophic failure or disintegration could occur.
I read a very unsettling article recently published by Boating World Magazine. According to the article, a coalition of 54 ethanol manufacturers have formed a group called Growth Energy and are petitioning the EPA to increase the maximum ethanol level to 15%. I described in detail during a previous posting the damage that 10% ethanol has on fuel systems. A 5% increase not only will have a severe impact on marine engines and other non-road vehicles, but raises safety concerns for motor vehicles as well. The article points out that no testing has been done to determine whether it will impact air quality and whether it is even safe for consumers to use.
Please support the NMMA in their effort to make boaters’ concerns heard by clicking here to email the EPA directly.
Our friends at The Police Chief Magazine sent us some great information on funding for us to share with our customers. The American Recovery and Reinvestment Act of 2009, which includes the Edward R. Byrne Memorial Justice Assistance Grant Formula and the Bryne-JAG Competitive Program, are available for state and local agencies to take advantage of. The Edward R. Byrne Memorial Justice Assistance Grant Formula offers a total of $2 billion. To check out the funds allocated to jurisdictions in your state, go to http://www.ojp.usdoj.gov/BJA/recoveryJAG/recoveryallocations.html. The Byrne-JAG Competitive Program offers a total of $225 million. These funds may be used by local and state law enforcement for things such as training, personnel, supplies, and equipment. You can apply directly to the Department of Justice. The deadlines for these grants are approaching fast (5/18), so if your department is interested check out http://www.ojp.usdoj.gov/BJA/recoveryJAG/JAGrecoveryLocal.pdf. Applications must be submitted to the US Department of Justice.
Not wearing a life jacket is like playing “Russian Roulette” with your life.
I'm still amazed by how many people still don't wear lifejackets when on the water. I just read how last weekend the Coast Guard and other rescuers searched the waters about 100 feet from a breakwater in southern California for a man who fell overboard from a small boat. The man was not wearing a lifejacket. Unfortunately stories like this are not that uncommon, boaters and their passengers unexpectedly find themselves in the water all too often. Some survive and unfortunately some do not. This man did not survive. Not wearing a life jacket while boating is like playing “Russian Roulette.”
That's why all Coast Guard personnel are required to wear lifejackets at all times when on vessels under 65' and why all of us at RIBCRAFT always wear lifejackets whenever out sea trialing a RIB. Though we can all swim, not wearing a lifejacket is just an unnecessary risk that we will not take. Chances are if you do go overboard, it will be unexpected, it won't be calm, you might panic, or perhaps you'll be injured and won't be able to manage on your own.
Being in the marine industry and around the water my entire life, I've heard all the excuses for not wearing a life jacket – "I can swim", “they're uncomfortable”, or "too expensive". As I've written in a previous posting, life jackets come in many shapes, sizes, and prices. Many are extremely comfortable and prices can range from as low as $15.00 to about $400.00 for the top of the line inflatable. But, even the most expensive life jacket is of no value if it is not worn.
Too often in our own harbor we see people not wearing life jackets and what's most shocking is most of the marine professionals in our waters, even those who are there to rescue us if something bad happens, aren't wearing lifejackets either.
It's a simple thing that really works. As I've said before, you wouldn't get in your car without buckling your seatbelt, so why get on a boat without a lifejacket?
In honor of National Safe Boating Week, May 17th-24th, all of us at RIBCRAFT remind you to exercise caution while boating and to wear a lifejacket any time you’re on the water. Visit the National Safe Boating Week website for more information on how safe boating can improve your time on the water.
Here's something I read this morning that I thought was worthy of passing along. We all should keep our eyes out for anything unusual on the water.
As boating season approaches, the Bush Administration wants to enlist the country's 80 million recreational boaters to help reduce the chances that a small boat could deliver a nuclear or radiological bomb somewhere along the country's 95,000 miles of coastline and inland waterways. According to an April 23 intelligence assessment obtained by The Associated Press, "The use of a small boat as a weapon is likely to remain al Qaeda's weapon of choice in the maritime environment, given its ease in arming and deploying, low cost, and record of success."
While the United States has so far been spared this type of strike in its own waters, terrorists have used small boats to attack in other countries. The millions of humble dinghies, fishing boats and smaller cargo ships that ply America's waterways are not nationally regulated as they buzz around ports, oil tankers, power plants and other potential terrorist targets.
This could allow terrorists in small boats to carry out an attack similar to the USS Cole bombing, says Coast Guard Commandant Adm. Thad Allen. That 2000 attack killed 17 American sailors in Yemen when terrorists rammed a dinghy packed with explosives into the destroyer. "There is no intelligence right now that there's a credible risk" of this type of attack, Allen says. "But the vulnerability is there." To reduce the potential for such an attack in the United States, the Department of Homeland Security has developed a new strategy intended to increase security by enhancing safety standards.
Part of safe boating, regardless if you're the marine patrol, fire department, or even a recreational boater, is to always be careful on the water and take the necessary steps to be ready for anything that may happen. Today, I want to talk about things to think about should someone fall overboard and how to get a person back in the boat.
Obviously, the easiest and best way to deal with a Man Overboard (MOB) situation is to never have someone fall into the water in the first place. As skipper, to prevent a MOB you must be sure that everyone onboard is seated and knows how important it is to always hold on even at slow speeds, you must drive the RIB in such a way that minimizes sudden unexpected movements and accidents, and that you never venture out in conditions that aren't appropriate for your boat or those on board. Surprisingly, most MOBs occur at slow speeds when crew or skipper isn't paying attention.
So, if after taking all of these precautions you still have a MOB situation – what do you do? As I mentioned, most likely it will happen when you're moving slow, so if that's the case immediately shout "man overboard" so everyone is aware and turn the boat towards the person so that the engine is away from them. If you're moving fast, then immediately and safely slow down.
It's important once you begin maneuvering towards the victim to go as slowly as possible to minimize the chances of any additional accidents. Have someone onboard continuously point at the person in the water until you have moved the boat alongside the victim.
As you gain control of the vessel and begin the MOB procedure it's a good idea to issue a Mayday Call to the Coast Guard. They are there to respond and won't mind the precaution – they can always downgrade or cancel the call if you recover the person safely. What wouldn't be good is to call the Coast Guard after several minutes of unsuccessfully trying to retrieve the victim. Doing so would only increase the seriousness of the incident. Additionally, even if you've safely recovered the victim it's possible they may need medical attention, so having the Coast Guard on their way is a very good thing.
As you begin to approach the victim, you have two options to consider based on the conditions; Into the Wind or Beam On.
Into the Wind
Approach from about 4-5 boat lengths immediately downwind from the victim, carefully adjusting your throttle between neutral and forward so that your forward momentum is minimal. With this method, your goal is to bring the victim onboard over the windward bow. Once close, put the boat in neutral and drift alongside the victim, grab hold of them, and move the person along the boat to where you will be able to recover them. This approach works well for vessels with the operator's position forward, with good visibility at the bow, and in large seas so that waves to be taken head on. The only challenge with this is that it is easy to "lose" the victim under the bow.
Beam On
Approach from upwind, stopping the boat side to the waves which will allow the boat to drift sideways onto the victim. Once alongside, grab hold of them and move the person along the boat to where you will be able to recover them. This method works well for boats where the victim could be "lost" under the bow. There is also less of a chance of driving over the victim and it provides some shelter to them as well. The downside is the boat may roll quite a bit in rough conditions and there is a risk that the boat will be blown over the person.
Recovery
Once you have possession of the victim, how do you get them back on board? It can be much more challenging than you think, especially if the victim has been in the water for a long time or is unresponsive. The beauty of a RIB is that you most likely will be able to simply drag them over the side – especially if there are a couple of people onboard to help. I recommend pulling them in so that they are facing away from your. This keeps their feet away from the boat and if they have an inflatable lifejacket it keeps it out of the way. If you're alone and unable to pull them up and over the tube, you could deflate a section of the tube and then roll them in. There are also items like cradle systems that can assist in recovery. It's always good to think about how you will actually recover someone before heading out so that you can have the proper equipment on board to assist you.
When you get the victim on board, the danger may not be over. They may be hypothermic or need other medical attention. It is a good idea to get to shore ASAP to have the individual checked out.
Having someone go overboard is one of the most serious situations you can face on the water. First and foremost, prevent it, but if you make sure you have a plan in place to insure you can respond.
The information in this posting is intended only as a guide. It is strongly recommended that you attain professional boat operator's training. Some of the information for this posting was gathered from RIB International and Paul Glatzel.
Most of us I'm sure associate wearing a PFD with being uncomfortable, dorky, a novice boater, or someone who can't swim. They're not fashionable, they're hot to wear in the summer or in warmer climates, and they just get in the way. For these reasons, I think many boaters don't wear them. Unfortunately, the majority of boating fatalities and drownings could have been prevented by simply wearing a PFD. We all think we're great swimmers, excellent boaters, or that it could never happen to us – but the truth is it can and we should be ready.
Whether you're a marine patrol officer, sailing coach, or a recreational boater, there are some great life jacket options out there that are comfortable, subtle (no more orange horseshoe) and non restrictive, and even fashionable. Some are no bigger than a small pouch that you wear like a belt, others are inflatable that stay deflated in a small harness that you wear around your neck, and then there are vests that are designed for children and sporting activities like kayaking and sailing, that don't hinder movement.
Belt Pack Inflatables:
Belt pack inflatables are great for adults who can swim well enough that they can keep their heads above water with the aid of a vest-style PFD. The catch with the belt packs is you have to be able to manually activate the inflation valve by pulling a lanyard. You can get these with an automatic inflation device, but the belt packs don't keep the head above water should you be unconscious – they simply help to keep you afloat.
Harness Inflatables:
A harness style inflatable offers much better protection as it will help hold your head above water. They are made of a lightweight nylon that consists of a yoke-style collar around your neck. Some are lined with a wetsuit like material around the collars for added comfort. Just as important as the great safety factor of these, the harness style inflatables are cool in hot climates and are often hardly noticeable when wearing. What's more they don't restrict movement. Most marine patrol officers wear this style of PFD for just this reason. Harness inflatables are also great because many come with a stainless steel eye ring that allows the wearer to clip themselves to the boat if out in rough weather.
INFLATABLE PFDs ARE NOT DESIGNED FOR CHILDREN.
Vest PFDs:
For children and for sports where you're in the water (skiing & wakeboarding), or near to the water (sailing, kayaking), a vest PFD does not require inflation to work and is designed to say in position when the person falls in to the water. This offers incredible support and insures the person floats properly. The good news is that these are designed allow for full body movement. Once you've got one on you hardly notice you're wearing it.
Always Wear One
Wearing a PFD is so important – it should not be overlooked. You wouldn't think of getting into a car these days without buckling up – wearing a life jacket should be no different. Most drownings occur after the victim accidentally falls overboard. In most cases the victim is only a short distance away from the boat or help, but often people can't get there quick enough.
It's good practice to always wear a PFD and secure the kill switch lanyard to you whenever out on your boat – especially when boating alone.
Picking up where we left off in my last posting, if you take too much of an angle to the waves and/or find yourself perpendicular to them, then you are operating in a "Beam Sea".
In a beam sea, you can actually operate at a pretty fast speed. Just be absolutely certain to keep an eye out for breaking waves and either increasing or decreasing your speed accordingly steering for clearer water behind the breaking wave. Breaking waves can be very dangerous and can easily capsize a boat if the operator is not paying attention.
If you find yourself unable to escape a breaking wave you have a couple options. You can turn into and ride it much as I described for a "Head Sea" or turn away from it and run in front of it. Doing this seems to make sense, but it could also be much more dangerous unless you can be sure you can out run the amazing speed these waves can reach.
Going with the waves brings us to the next type of sea condition, the Following Sea or heading down wind (going in the direction of the wind/ waves). Traveling in a following sea can be quite deceiving and seem very comfortable as you will be traveling the same direction as the wind and waves which results in a very calm feeling. However, it can be extremely dangerous should a breaking wave catch the RIB from behind. If it does, there's potential the wave can turn the boat sideways to the waves which could set the boat up for a capsize at the next one.
Waves can move surprisingly fast, up to almost 30 knots, which means that your speed through the water could be very low. For example, if you're moving at 20 knots and the waves are traveling at 18 knots, your actual speed through the water is only 2 knots. If you add this low speed to the prop having problems getting any clean water to bight into in the churned and confused water from breaking waves, steering can be rendered virtually useless. This is one reason why it's important to insure your RIB has adequate power before venturing out in rough conditions so that you have the needed power to outrun the waves.
The way to operate in a following sea, is to ride the wave by staying behind the crest or break. As it begins to break, power up so that you sit on the back of the next wave. Whenever running in a following sea, it is essential that you keep a vigilant look out behind so that a wave doesn't catch up and surprise you. Be careful, because you're not always going to feel like you're moving very fast in a following sea, but you potentially will be, so you want to be careful not to power through the breaking wave too early as it's easy to launch off the crest of the wave into the giant hole on the other side and dive into the back of the next wave – stuffing the bow.
When this happens, a dramatic loss of speed results which leaves the boat exposed to the waves from behind again. Also, if the boat stuffs, there's a good chance those on board will be tossed forward and the boat will be filled with water.
Portions of the above advice were excerpted from RIB International (Dec/Jan 06/07)
When driving in rough water, the most important thing to do is to match your speed and direction to the water conditions through adjusting your throttle and steering accordingly. Though it may be a blast to keep the throttle on and wave jump, eventually you and the boat will get tired of it. Just as important however, if the prop is continuously leaving and re-entering the water the efficiency of the boat to make quick headway is greatly reduced.
There are several conditions that operators need to know how to handle. The first is driving upwind to weather or in a "Head Sea".
To do this it's important to first be sure your trim is adjusted all the way down in order to keep the bow down. This will minimize the amount of lift off the wave but also promote the best entry through the water which promotes optimal performance of the V hull to cut through the water.
Long Wavelengths
Now, if you're driving in very large waves with some distance between them (distance between waves = wavelength) I've outlined some helpful tips. Once your trim is adjusted, you want to approach each wave so that you are driving up the face of it carefully easing off on the throttle as you approach to the top so as to not launch off the crest or top. Then, drive down the wave speeding up so that the bow will raise as the next wave approaches.
As you do this, you'll find the ride to be pretty fast and amazingly smooth. Driving into a head sea is actually all about throttling ON and OFF as you make your way through the waves.
Short Wavelengths
With shorter wavelengths or short sharper chop the above method can prove almost impossible to accomplish so try using what I call the "Sailing Method" where you literally "Tack" upwind by driving the RIB at 30º to 45º to the waves. What this does is increase the perceived wavelength which allows the operator to adjust the throttle as described above. Though this will add distance to your trip the improved comfort and safety will be well worth it.
The combination of the deep V hull and the inflatable tube give a RIB its outstanding sea-keeping abilities. The tube acts like a giant shock absorber absorbing most of the impact forces thus reducing the stress on the boat and crew. Additionally, the tube contributes to a far more stable ride than other types of boats by significantly reducing any lateral movement. This allows a RIB to carry a deeper V hull than hardsided boats which contributes to a smoother ride in rough conditions. Not only does a RIB handle seas way beyond what other types of boats of its length could handle, it's far less likely to take on water. And, if it does, a RIB doesn't trap it and has the ability to get rid of the water quickly if necessary through a low transom and high capacity deck drains. What's more, with the incredible buoyancy provided by the tube a RIB is far more capable of supporting large amounts of water on deck without sacrificing stability.
All of these qualities describe a Really Incredible Boat (RIB)!
Looking at the video I posted the other day of the woman and her passenger getting thrown from the boat, I am reminded just how much I like the RIBCRAFT pod seats.
First, a pod seat is RIBCRAFT's version of a jockey seat. At first glance most people's reaction is that they don't look comfortable. Some people at boat shows have made such bizarre comments as it looks like an old fashion lunch box or even a mailbox. To an extent I would agree with that initial impression, however, they are anything but uncomfortable and more important they do what their meant to do – keep you in the boat.
A RIB is the ultimate performance boat and though they are designed to go through anything safely, we passengers aren't without help. I like to equate a pod seat to a bucket seat in a high end sports car. You don't see large bench seats in a Porsche 911 or an Aston Martin – that would be ridiculous. If you did, you wouldn’t make it through your first turn on a country road without being instantly flung against the passenger door. Well, the same holds true with a RIB. Though a leaning post is more "mainstream" and accepted in the boating world, a pod seat offers the same support as the contoured seats of a sports car.
Pod seats provide optimal support and comfort in heavy seas and at high speeds. With a high backrest and high density conforming rounded cushion seat, the pod seat anchors the individual into the seat and allows the operator to use their legs to absorb the wave impacts while providing full support to the lower and upper back. Additionally, with a high backrest, the pod seat allows the individual to stand, using the backrest just like a leaning post except with a pod seat they have the ability to use the inside of their legs to brace against the pod base which is conveniently located between the knees through tight turns. The height and width of the pod seat is designed to comfortably fit between your legs, which takes advantage of the fact that we all stand with our legs a shoulders width apart on a boat for balance. This allows the individual to use their knees to steady or brace themselves against the pod seat cushion to provide additional support?
Had the driver of the speed boat been sitting in a pod seat, I'm sure she would have stood a better chance of staying with the boat. For those of you who have pod seats (or don't) what do you think?
Incredible Video - Should Have Worn the Kill Switch!
Take a look at this incredible and somewhat frightening video. The commentator says the two should have buckled up, but more importantly the driver should have been wearing his kill switch. I'm scared to know what happened to the people after falling out of the boat.
Though this accident didn't happen on a RIB, it could happen on one if you take a tight turn at high speeds. Like this speed boat, a RIB is designed for high speed maneuvers but us people aren't. That's why you should always wear a kill switch while boating.
As we head into the summer months, the busy season for marine patrols, sailing programs and recreational boaters, it’s important to remember when operating your RIB (or any boat for that matter) that you wear the kill switch lanyard. For those who think it’s too constricting to wear one, here are a few pictures that show someone sitting and standing – all while having the lanyard attached.
Here are a few pictures showing what can happen when a lower unit comes in contact with a submerged log at 40 mph! Luckily everyone on board was fine. It just goes to show the importance of having a TowBoat US or SeaTow membership. Even the best maintained boat or a brand new RIBCRAFT isn’t immune to freak accidents like this. With a towing membership, you have the piece of mind knowing that you’ll make it home safely.
No - this isn't the latest in outboard jet technology!
In honor of National Safe Boating Week, May 19-25th, all of us at RIBCRAFT remind you to exercise caution while boating and to wear a lifejacket any time you’re on the water. Visit the National Safe Boating Week website for more information on how safe boating can improve your time on the water.
There are loads of boating safety courses offered throughout the country, for all kinds of boaters, of all experiences, ages, and professions. Many volunteer organizations, private companies, and state boating agencies offer classes. These courses cover cover virtually all aspects of boating safety, from boat handling to reading the weather, to courses created specifically for kids or those designed for Coast Guard personnel and first responders. Below is a partial list of just some of the many courses offered:
BoatEd
Online boating safety courses with online certification test for various states
BoaterExam.com
Online boating safety courses with certification for various states
Boatsafe
Online Basic Boating Certification Course approved by the National Association of Boating Law Administrators (NASBLA).
Commander Bob
An award winning website that advances boating education
States Courses
Many individual states offer boating safety courses. NASBLA’s online director provides contact information for various state boating agencies.
US Coast Guard Auxiliary
Local flotillas offer a variety of safety courses – basic boating classes and advanced navigation courses.
U.S. SAILING
Programs offer powerboat handling instruction for sailing instructors and race committee volunteers.
The United States Coast Guard requires that a sound producing device, such as an air horn, be carried onboard as part of the boat’s basic safety equipment.
The navigation rules require sound signals be made under certain circumstances. Meeting, crossing, and overtaking situations are examples of when sound signals are required. Additional, recreational vessels are required to sound signal during period of reduced visibility.
Any vessel less than 39.4 feet must carry a whistle or horn or some other means to make an efficient sound signal to signal your intentions or to signal your position in fog or at night.
Can you imagine the damage that could have been caused if this was a hard sided boat?
Photo Credit: Peter Morris
Here’s an example of just how important wearing the kill switch lanyard while operating a powerboat is. Had the operator of this boat only had his lanyard on, this accident would have been avoided. Luckily in this instance, no one was hurt.
Wearing the kill switch lanyard is essential in preventing accidents like this one. If the operator had the lanyard clipped to his belt or lifejacket when he fell overboard, the lanyard would have triggered the kill switch, which in turn would have immediately stopped the engine and the boat would have come to a stop.
The lanyard is a very simple, yet extremely effective safety precaution that all boat operators should wear while on the water – just like a lifejacket. However, if you don’t like the idea of having something attached to your wrist or belt, there are some new high tech kill switch lanyards that are based on wireless technology. Check it out! Regardless of what you choose – I recommend that whenever you’re on a boat by yourself (even if you’re out with others) be sure to connect the safety lanyard.
Coach boats, safety boats, and spectator boats are becoming more and more prevalent at sailing regattas. It’s essential for those of us who operate them to remain alert and aware of our surroundings at all times. We need to not only be mindful of where we’re heading, but also of our wake and their effects on other boaters – most importantly the sailors.
I read an article this morning on the Scuttlebutt newsletter (a great daily sailing e-newsletter) with a disturbing heading “Coach Boat Accident” – obviously I read more. It talks about a recent accident at a Laser regatta in Spain in which a sailor got their hand jammed between two Lasers as a result of two coach boats speeding past their tow line. It goes on to talk about a horrific accident in Greece back in August of 2002 when a boardsailor was run over by a coach boat. Click here for a link to the article. These two instances should make us all take pause.
There’s no doubt that RIBs make excellent coach boats because of their stability, soft forgiving sides, and performance, but we must remember that they don’t make the operator invincible. When operating a RIB, or any powerboat, at a regatta (or anytime on the water for that matter) move about the course carefully and slowly making sure to always look around you. Having run and coached at countless regattas myself, there is very rarely a need to go faster than headway speed – let’s face it, most of the time a slow but steadily moving powerboat will always get from Point A to Point B faster than a sailboat.
A RIB is not much different than owning a four wheel drive SUV. Just because you’re in an SUV during a snow storm doesn’t mean you should speed down the road at full speed – the roads are still slippery and all the four wheel drive in the world isn’t going to stop you any faster. Likewise –the safety and performance of a RIB doesn’t offer any additional safety to other boaters if you’re speeding around and not paying attention to who else is out there. Like the SUV in snow – just because a RIB can handle chop and rough weather better than a hard sided boat, doesn’t mean you should push it and stop exercising good judgment.
Please remember to always stay alert and be aware. For those of us in the industry, this just points to another good example of the need for boating safety and boat handling education.
Coast Guard approved fire extinguishers are required on boats where a fire hazard could be expected from the engines or fuel system. Extinguishers are classified by a letter and number symbol. The LETTER indicates the TYPE FIRE the unit is designed to extinguish (Type B extinguishers are designed to extinguish flammable liquids such as gasoline, oil and grease fires). The NUMBER indicates the relative SIZE of the extinguisher (the higher the number, the larger the extinguisher).
Approved extinguishers required for boats are hand portable, either B-I or B-II classification and have a marine specific mounting bracket. Extinguishers should be mounted in an easily accessible position, away from areas where a fire could likely start. Though that sounds simple enough, the actual markings found on the units can be confusing because they can be approved for several different types of hazards. For instance, an extinguisher marked “Type A, Size II, Type B:C, Size I” is a B-1 extinguisher. The easiest thing to do is to look for the label that says “Marine Type USCG”.
How Many Do I Need?
Good question if I say so myself. Well, the number of extinguishers required on a recreational boat is based on the overall length.
Less than 26’ = One (1) B-I extinguisher required
26’ to less than 40’ = Two (2) B-I or One (1) B- II
If the boat has an internal fire suppression system installed below deck for the fuel or engine compartment, the required number of extinguishers may be reduced to the following.
Less than 26’ = None (0) Only if fix suppression system installed on vessel
26’ to less than 40’ = One (1) B-I Only if fix suppression system installed on vessel
It’s always important to check the most current USCG regulations. To do so, please visit the USCG Safe Boating website.
In addition to USCG approved PFDs, Visual Distress Signals are required on all vessels used on coastal waters, the Great Lakes, territorial seas, and any body of water that connects them that is 2 miles wide or wider.
Boats greater than 16’ in length must carry day and night visual distress signals that are approved by the United States Coast Guard, are functional, and readily accessible. The most common are pyrotechnic devices, such as flares. All Pyrotechnic devices must:
- A minimum of three pyrotechnic devices are required. That is, three signals for days use and three signals for
night use. Some signals meet both day and night use requirements.
- Be marked with an expiration date. Expired signals may be carries as extra equipment but can not be counted
toward meeting USCG requirements.
- Pyrotechnic devices should be stored in a cool, dry location, if possible.
- A watertight container that is red or orange and marked “DISTRESS SIGNALS” or “FLARES” is recommended.
USCG Approved Pyrotechnic Visual Distress Signals
-Pyrotechnic red flares, hand-held or aerial
-Pyrotechnic orange smoke, hand-held or floating
-Launchers for aerial red meteors or parachute flares.
The following are just a few of the variety and combination of devices which can be carried in order to meet the requirements.
- Three (3) hand-held red flares (day and night)
- One (1) hand-held red flare and two (2) parachute flares (day and night)
- One (1) hand-held orange smoke signal, two (2) floating orange smoke signals (day)
and one (1) electric distress light (night only)
As we prepare to get back on the water in the colder climates and for those who are on the water year round it’s important to not overlook a critical component of a RIB: the safety equipment. Just as we routinely service the engine, inspect the tubes, and bottom paint as needed it’s essential that all safety equipment is kept up to date and safely stored onboard.
Over the next week or so, I will cover some of the basic safety equipment required by the U.S. Coast Guard as well as other items that though not required are a good idea to always have on board.
So – the first thing that is A MUST are PFDs (Personal Flotation Device). Every recreational boat must carry one wearable PFD (Type I, II, II or Type V) for each person on the boat. Any boat 16’ and longer must also carry one throwable PFD (Type IV).
All PFDs must be Coast Guard approved, in good and serviceable condition, and the appropriate size for the intended user. To put it simply, the best lifejacket is one that you’ll wear so it’s important that you select the ones to keep on board that you’d actually want to wear.
Other basic PFD requirements from the USCG:
- PFDs must be readily accessible
- You must be able to put them on in a reasonable amount of time in an emergency
- Should not be stowed in plastic bags, in locked compartments, or have other gear stowed on top of them
- Throwable devices must be immediately available for use
- Inflatable PFDs must have a full cylinder and all status indicators on the inflator must be green.
- USCG approved inflatable PFDs are allowed for people 16 years or older
- Children under the age of 13 must wear a USCG approved lifejacket unless they are below decks or in an enclosed cabin.
For more information, visit the United States Coast Guard safe boating website at www.uscgboating.org.
I was catching up on some reading the other day and was flipping through the November issue of PropTalk, a great publication that focuses on power boating in the Chesapeake, and came across a nice little article on a Coast Guard Auxiliarist using his RIBCRAFT 5.85 for patrols, A Day On Patrol With the USCG Auxiliary, by Art Pine.
Jim Welday (a RIBCRAFT owner since 2003) has been a member of the Coast Guard Auxiliary for over 14 years. Welday uses his RIBCRAFT 5.85 for patrols. In the past year alone, he has logged more than 300 hours on the boat patrolling the waters of the Chesapeake.
Before purchasing the RIBCRAFT, Welday used a hardsided 21’ bowrider for his patrol duties. As the article mentioned: “This one [RIBCRAFT 5.85] is the ultimate in search and rescue craft. Besides the usual array of safety gear, it’s rigged with Auxiliary patrol signs, red-and-amber flashing strobe lights, a Sampson post for towing, and twin bridles and towlines. Welday can easily top 25 knots in an emergency…”
The article continued recounting an average day on patrol with Welday and highlighted some of his more memorable rescues over the years. The author concluded the article by saying: “Welday’s new boat has proven to be a good choice for his search and rescue efforts. The rigid inflatable ‘works a lot better than conventional boats,’ he [Welday] says, enabling him to ‘get up closer to other boats and talk to people,’ rather than having to shout or use a loud-hailer. “That way, you don’t have to worry as much’, he says.”
If you’re interested in reading more about this, I highly recommend contacting PropTalk for a subscription and a copy of the November Issue. It’s a great magazine that’s not only a good read, but free!
An injured woman was killed a few weeks ago when the rescue boat, a flat bottom airboat operated by a local New Hampshire fire department, sank. Firefighters loaded the woman, who had fallen and hit her head on a dock, into a litter and then strapped it to the boat. The boat, which was being operated at a relatively high speed, began taking on water, capsized and quickly sank.
This is a reminder to all of us that we should never allow the “excitement” of a situation come between caution and good judgment. A litter, stretcher or backboard should never be strapped to a boat with a victim attached. If conditions require that these be strapped down, then the operator of the boat should reduce their speed so that the victim is not thrashed about the boat.
According to experts, airboats are highly susceptible to swamping and then quickly sinking. Airboats are great for conditions where there is little water (shallow swamps and flooded neighborhoods after storms), but in locales where rough water can be found, such as lakes, larger rivers, and the ocean, an airboat is inadequate and dangerous.
RIBs are popular among rescue professionals because of their great stability, unbelievable buoyancy, and excellent ability to handle rough waters. Had this New Hampshire fire department been using a RIB, they most likely wouldn’t have found themselves taking on water and if they had a RIB in most cases will safely function after swamping.
But because anything can happen on the water, it is essential that departments using rescue craft be adequately trained by professionals. The companies below offer great training for rescue professionals:
Ever wonder what happens when you hit that red "distress" button on your VHF radio? Nothing. That is unless you’ve properly registered your radio and vessel through MSSI, the Maritime Mobile Service Industry.
Most VHF radios these days are equipped with a DSC function (Digital Select Calling), which dramatically increases your safety at sea by taking advantage of enhanced communications options. In the event of an emergency your VHF radio can link you to other vessels and rescue facilities and, if you have a compatible GPS unit, can provide the exact location of your vessel at sea, allowing search and rescue efforts to become simply a rescue effort.
DSC technology makes a VHF radio work like a telephone. It allows boaters to send a digital call directly to another DSC-equipped vessel or shore station, much like a person-to-person telephone call. In the event of an emergency, you can push the "distress" button on your VHF and automatically transmit a May Day call, which would include your MMSI number and location if the radio is linked to a GPS receiver to every DSC radio within range. When the Coast Guard receives the MMSI number it will use the information on file (emergency contact number, type of vessel, etc.) to mount a more effective rescue effort.
So - how do you equip your radio's DSC with GPS capabilities? Here's how: You first need to register your safety information and receive your free MMSI number from Boat US, at http://www.boatus.com/mmsi/ . Follow the steps to complete the registration, providing emergency contact names and cell phone #'s, vessel information and registration #'s, etc. You will then receive your free MMSI number, which you will use to program your VHF and GPS. Your owner's manual for each unit will give detailed instructions on how to enter your MMSI number into the VHF and connect the radio to your GPS. The following link from ICOM is very useful in learning how this whole system works. http://www.icomamerica.com/marine/video/
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