US Coast Guard Prevention Blog

Fishing Vessel Safety Advocates For More Than 25 Years.

2012-01-31T10:33:00.000-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Ed McCauley, president, United States Marine Safety Association;
Mr. Richard Hiscock, former member of Commercial Fishing Industry Vessel Advisory Committee; Ms. Kari Guddal, president, Guddal Enterprises LLC; and Mr. Tom Thompson, executive director, United States Marine Safety Association.

In 1983, the U.S. Lifesaving Manufacturers’ Association was formed to promote performance, manufacturing, maintenance, service, and training standards for lifesaving and emergency rescue equipment. It eventually became the United States Marine Safety Association (USMSA).

The association represents all segments of the marine safety industry, including individuals as well as companies involved with safety training, the manufacture, maintenance, promotion of lifesaving and emergency rescue equipment, and classification societies.

The United States Marine Safety Association: A history of support for marine safety:

In 1985, the USMSA supported the Coast Guard with a proposal related to the delegation of its responsibilities regarding factory inspections of life boats and other lifesaving equipment. Equipment and marine safety inspection remains under the purview of the U.S. Coast Guard.

In 1986, the USMSA urged its members to express their support for pending fishing vessel safety bills. As a result, the Commercial Fishing Industry Vessel Safety Act of 1988 was passed.

In 2005, the association organized an international life and fire safety systems and equipment summit that brought together industry leaders from around the world. The importance of developing uniform standards for extended service interval life rafts was brought to the forefront at this summit. The exploration of this topic at the summit galvanized the USMSA membership to play an active role as standards evolved.

Subsequently, the International Maritime Organization published guidance that helped to fill a gap in the International Convention for the Safety of Life at Sea (SOLAS)’s 1974 regulations, which previously lacked any substantial guidance on life raft design and maintenance.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Interventions in the Interest of Safety-- PART 2

2012-01-26T07:48:00.002-05:00

Training, research, and outreach in Maine’s commercial fishing industry.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Ann S.N. Backus, M.S., occupational safety instructor, Harvard School of Public Health.

Mandated Training Part 2
In a parallel effort to establish a more safety-savvy cadre of dive tenders for the hand-harvest industry (urchins, scallops, lobster), the DMR collaborated with the Maine Commercial Fishing Safety Council in 2009 to create a dive tender rule and a DMR online diving safety course for tenders.

Under the rule, those seeking a dive tender license must pass a test and present current first aid and CPR certifications. As of mid-June 2010, forty people had been issued dive tender licenses through this process.

In the most recent three years, there was a 19 percent incidence rate of diver deaths recorded in the USCG First District. With dive tenders now presumably alert to unsafe diving situations and able to recognize divers in distress, we hope to see a reduction in Maine’s contribution to this rate.

Research and Outreach
The Harvard Education and Resource Center (ERC) is currently one of the hubs for research and outreach activities that engage Maine’s fishing industry. In 1999 the Harvard ERC launched a lobsterman entanglement study along the Maine coast in collaboration with the Centers for Disease Control/National Institute of Occupational Safety and Health Alaska Field Station in Anchorage, Alaska.

Additionally, Mary Davis, Ph.D., of the Tufts University Department of Urban and Environmental Policy and Planning, and Ann Backus, M.S., of Harvard collaborated on a study titled “Safety and Compliance in the Maine Commercial Fishing Industry” that was funded by NOAA and the Maine Sea Grant. This study investigated the current level of safety preparedness in the industry from the equipment and training perspectives.

Future Direction
Fishing safety is—and has to be—a joint effort of government, industry, and private players. I would like to acknowledge those mentioned here and all others who are participating in building an infrastructure that will drive and support a culture of safety in Maine.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Interventions in the Interest of Safety-- PART 1

2012-01-24T15:22:00.005-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Ann S.N. Backus, M.S., occupational safety instructor, Harvard School of Public Health.

Maine’s Commercial Fishing Industry
Maine Department of Marine Resources (DMR) and the National Oceanic and Atmospheric Administration estimated more than 233 million pounds of live fish landed in 2008 by Maine commercial fishermen included: the American lobster, accounting for 30 percent of the catch; the Atlantic herring for 28 percent; and the cultured Atlantic salmon for nine percent.

In terms of dollar value, the American lobster catch accounted for 68 percent of the $362 million industry in Maine in 2008, cultured Atlantic salmon accounted for 17 percent, and the value of the Atlantic herring catch was only two percent of the total catch.

High Dollar, High Risk
The average price per pound for lobster was at an all-time high of $4.43 in 2007 and has dropped each of the succeeding years in spite of (or perhaps because of) major increases in landings in 2008 and 2009.

Fatality rates in the lobster fishery are also of great concern. In terms of casualty data, from 1993 to 2010, according to U.S. Coast Guard First District statistics:

29 percent of the deaths were in the trawler industry,
24 percent were in the lobster fishery,
6.7 percent were divers.

If we look at deaths by fishery in the last three years we see that:

37 percent were trawler industry deaths,
11 percent were lobster fishery deaths,
19 percent were diver deaths.

Mandated Training
In 1995, the Maine DMR supported the apprentice license requirement and apprentice program that became effective in 1996. In November 2006, the Maine Commercial Fishing Safety Council recommended that fishing vessel drill conductor training be part of the apprentice program. Under this program, those wishing to become lobstermen must complete an apprenticeship that requires 1,000 hours of lobstering and complete an accepted Coast Guard fishing vessel drill conductor course and a first aid course. To date, almost 900 apprentices have completed the program.

PICTURED: John McMillan and

Coast Guard commercial fishing safety examiner Paul Smith-Valley teach escape techniques using an egress trainer at the 2010 Fishermen’s Forum, Rockport, Maine. Photo courtesy of Ms. Ann Backus.
In Part 2 we will find out more about Maine’s commercial fishing industry.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/procee dings/subscribe.asp.

Survival Through Education: National Marine Fisheries Service observer safety training.

2012-01-18T10:35:00.003-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Petty Officer 3rd Class Colin White, public affairs specialist, U.S. Coast Guard Thirteenth District.

National Oceanographic and Atmospheric Administration (NOAA)’s National Marine Fisheries Service (NMFS) observers work to collect at-sea scientific data required for the conservation and management of marine resources within the United States’ exclusive economic zone.

The U.S. Coast Guard and NOAA share a mutual interest in fishing vessel safety and National Marine Fisheries Service observer safety. As part of the NMFS observer program, it is mandatory that all observed fishing vessels pass a Coast Guard commercial fishing vessel safety examination and that all observers participate in marine safety training demonstrating competency in emergency response skills.

The Training
Observers are trained over a three-week period. For two weeks they learn how to collect catch and by-catch data from U.S. commercial fishing and processing vessels. In the final week, they are introduced to required vessel safety equipment, the use of personal survival equipment, and survival techniques in the water.

The last day of survival training combines all knowledge and skills the observers-in-training have been taught into a practical in-water exercise. Observers must don their immersion survival suits in less than 60 seconds, demonstrate the proper water entry method, inflate and enter a life raft from the water, display the heat escape lessening posture, initiate methods of arrangement to better signal possible rescuers, and enter a mock Coast Guard helicopter rescue basket.

Putting the Training into Practice
Aboard the Alaska Ranger.
The Alaska Ranger flooded and sank 180 miles west of Dutch Harbor, Alaska, on March 23, 2008. The crew and NMFS observers abandoned ship at night into frigid waters, facing 15-foot seas and 30-knot winds. Fortunately, an NMFS observer aboard, Jayson Vallee, activated a personal locator beacon, providing the Coast Guard critical search and rescue information. He attributed his success and ultimate survival to his training.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Coast Guard and the Alaska Marine Safety Education Association Partners in fishing vessel safety.

2012-01-17T11:37:00.006-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. David Belliveau, U.S. Coast Guard Fishing Vessel Safety Division.

Fishing vessel casualties were on the rise in the 1980s and 1990s. So, the U.S. Coast Guard concluded that in conjunction with writing and implementing new regulations, implementing an aggressive fishing vessel safety training program would help reduce fatalities.

The Coast Guard sought assistance from other organizations to provide products and services to enhance the training infrastructure for commercial fishermen in Alaska and throughout the U.S. In 2001, USCG awarded a contract to the Alaska Marine Safety Education Association (AMSEA).

AMSEA focused its training on practical information delivered in a hands-on format. The initial training focused on cold water safety and survivability and was presented to school children, commercial fishermen, and the general boating public in remote areas of Alaska.

Its courses have expanded and now include training for:

fishing vessel drill conductors,

fishing vessel marine safety instructors,

fishing vessel crew survivability,

fishing vessel stability awareness,

fishing vessel examiners,

fishing vessel inspection techniques.

To date AMSEA has trained approximately 9,500 fishing vessel drill conductors, more than 1,000 vessel marine safety instructor trainers, 114,300 school children, and 55,000 members of the general public.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

AMSEA’s Port-Based Safety Training PART—2

2012-01-13T10:47:00.006-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Jerry Dzugan, executive director, Alaska Marine Safety Education Association.

Accomplishments
The first Marine Safety Instructor Training (MSIT) course was held in Sitka, Alaska, in 1986. Since that time, more than 1,000 instructors from American Samoa to Maine, and from Florida to Northwestern Alaska, have been certified to train commercial fishermen.

Almost 10,000 fishing emergency drill conductors have been trained in more than 1,000 workshops since 1990. In addition, over 180,000 fishermen and other mariners have also been provided with hands-on safety training in custom courses on different topics.

The National Marine Fisheries Service Observer Training Program
The National Marine Fisheries Service Observer Training Program uses the MSIT training as the basic qualifications for their instructors. “AMSEA training” has become synonymous with marine safety training in many parts of the country.

Results
The National Institute of Occupational Safety and Health has documented that a mariner is one and a half times more likely to survive an emergency at sea if he has taken safety training. Additionally, the majority of instructors teaching marine safety to commercial fishermen in the U.S. have now been trained in AMSEA’s Coast Guard-accepted MSIT course.

Due in part to these efforts, in the last 20 years the average number of fishing fatalities in Alaska fell from 38 per year to an average of 11.2.

PICTURED: Floyd Tomkins splits wedges wrapped in cloth to fix one of several flooding problems in AMSEA’s flooding control trailer.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

AMSEA’s Port-Based Safety Training PART--1

2012-01-10T11:33:00.005-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Jerry Dzugan, executive director, Alaska Marine Safety Education Association.

Commercial fishing has been a mainstay for all of the communities on the emerald-green island of Kodiak, which rises out of the Gulf of Alaska about 25 miles from its mainland, about 200 miles from Anchorage.

Unfortunately, plane fare to Anchorage to take fishing vessel safety training would cost around $600. Fortunately for Kodiak fishermen, they do not have to travel to take safety training, since it has been brought to them for years.

History
Individuals from the University of Alaska Sea Grant/Marine Advisory Program and Coast Guard air stations in Alaska pulled together resources from their own agencies, and flew out to remote fishing ports to teach marine safety workshops.

The non-profit group Alaska Marine Safety Education Association (AMSEA) was formed to address the high fatality rates in boating activities. Core principles of AMSEA’s safety training program:

the training had to be meaningful, relevant, and hands-on,
it had to be delivered to their homeports when fishermen were not fishing, additionally, the training needed to be low- or no-cost to effectively include even small fishing ports that did not have a steady cash economy.

Program Basics

Initial efforts focused on four areas.
First, new information needed to be incorporated in a cold weather-relevant marine safety manual on cold water survival.

Second, marine safety instructors needed to be trained so remote fishing ports could have their own local training resources.

Third, an inventory of marine safety training gear such as immersion suits, life rafts, wearable lifejackets, etc., had to be established so this gear could be procured, maintained, and sent to instructors in these ports.

Finally, these instructors would need support staff to help acquire funding, promote safety workshops, maintain training gear, coordinate classes, and perform other duties.

PICTURED: AMSEA instructor Steven Campbell explains to commercial fishermen how to form a human raft in pool exercises. USCG photo.

In Part 2 we will explore the AMSEA’s training accomplishments and results.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Proceedings Winter 2011-12 online!

2012-01-05T08:29:00.002-05:00

The current edition of Proceedings (Winter 2011-12 Enhancing Global Supply Chain Security) is available online at http://www.uscg.mil/proceedings.

This edition’s highlights include the DHS Secure Supply Chain Initiative, International Port Security, Multi-Agency Strike Force Operations, Securing Certain Dangerous Cargoes, and Area Maritime Security Plans.

Better Safe Than Sunk—Part 2

2011-12-30T09:55:00.015-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine.

Safety Training Modules
Most of the training sessions included an at-sea rescue demonstration by a Coast Guard helicopter team and an opportunity to look at the helicopter and speak to the team.

A half-day course consists of an introduction with a short video of vessels sinking and comments from the U.S. Coast Guard safety program officer.

Immersion Suit Module
In this module, participants don immersion suits, jump in the water, swim/float to a raft, and climb in.

Life Raft Module
In this module a trainer displays the contents of a raft, explaining each item and its utility. A raft deployment demonstration using a volunteer participant clearly illustrates the length of rope incorporated into the raft’s housing and the force of the deployment.

Flares and Firefighting Modules
Participants have the opportunity to shoot off a variety of flares and sample the rations kept in the raft. The firefighting module includes practicing a mayday call and extinguishing fires.

Picture 1: Two fishermen participate in the firefighting module.

Damage Control Module

The damage control module offers fishermen a chance to stem the sudden outpouring of water mimicking actual flooding conditions. A trainer also demonstrates stability issues using vessel models.

Picture 2: A fishing vessel stability demonstration.

First Aid Module
Training sessions include a first aid module that addresses basic issues such as how to handle trauma and bleeding.

Handling Immersion Suits
When the safety training courses began, approximately 30 percent of the immersion suits brought to the courses by fishermen failed.

Failures included:

malfunctioning zippers;
dried-up neoprene that cracked when unfolded;
extraneous lights or whistles that were improperly tied to the suit, resulting in tears or holes;
suits too large or too small for their owners;
suits so old that the seams ripped when tried on.

Those who had never attended formal training learned that:

The immersion suit is harder to get on than you think. Getting into the raft with the suit on can be challenging. Having your own suit is important.

Picture 3: Instructor Tom Toolis and Dana Collier (not pictured) lead an immersion suit demonstration while U.S. Coast Guard members serve as lifeguards. All pho- tos by Dr. Madeleine Hall-Arber.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Better Safe Than Sunk—Part 1

2011-12-29T14:21:00.013-05:00

Better Safe Than Sunk—Part 1

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Dr. Madeleine Hall-Arber, Center for Marine Social Sciences, MIT Sea Grant College Program and Dr. Karina Lorenz Mrakovcich, Department of Science, U.S. Coast Guard Academy.

When the New Bedford, Mass.-based commercial fishing vessel Northern Edge sank on December 20, 2004, only one of the six-person crew survived. Reports explained he was the only one to have participated in fishing vessel safety training.

Soon after, New Bedford’s mayor Fred Kalisz visited the head of NOAA Fisheries in Washington, D.C., to discuss improving safety. Subsequently NOAA Fisheries committed to providing $100,000 toward safety training in New Bedford.

A Sea Change
Ultimately more than 1,200 fishermen attended basic hands-on safety training in Massachusetts between 2005 and 2010. All of the sessions were judged useful and clearly presented. The main suggestions were for slightly longer sessions to allow even more hands-on training, particularly for first aid and fire extinguishing.

Two attendees suggested using a more realistic setting for the firefighting simulation; one suggested a vessel and the other an enclosed space. Another recommendation: Add CPR training to the first aid module.

Workshop trainer Ted Williams explains life raft use.

The Take-Aways
The safety project managers found that direct communication with vessel owners and captains by someone they respect is crucial. Crewmember participation was frequently dependent on the captain’s and/or owner’s encouraging or requiring attendance. Timing is also very important, since it is challenging to attract attendance during active fishing periods, but should be available when safety is still on fishermen’s minds.

The workshops also developed “risk knowledge” among participants so that they began to see safety preparation and training as potentially life-saving rather than simply another bureaucratic requirement. Additionally, the significant level of participation in the safety training by the Northeast fishing industry suggests increasing optimism among fishermen about their ability to survive accidents at sea.

A U.S. Coast Guard at-sea rescue demonstration

In part 2—safety training up close and personal.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Lessons Learned: A Turn for the Worse-- Part 4

2011-12-28T15:04:00.011-05:00

A routine passage turns tragic.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Carolyn Steele.

Findings of the Coast Guard Investigation
The Coast Guard investigation cited the failure of both vessels to determine that a risk of collision existed, as well as inadequate communication between the vessels as they approached each other in a meeting situation as factors contributing to the collision. The investigation ruled out mechanical failure and weather as possible culprits.

Lessons Learned
This was an avoidable tragedy. If commonsense precautions had been taken and well-known rules followed, a young woman’s life would not have been lost.

The following are lessons to be learned to avoid such a casualty:

All mariners should bear in mind that fatal accidents can and do happen in clear, calm weather; letting your guard down can be an invitation to disaster.
When you are on the water, make sure to use your eyes and ears because radio contact alone does not guarantee that you will avoid a vessel on collision course with you.
The purpose of a lookout is to detect, assess, and manage risk—most of all, a risk of collision. Night sailing with only a single helmsman/lookout on watch is an invitation to disaster, particularly if you are not using radar, or are unfamiliar with the waters.

Always keep in mind the fundamental principles of the U.S. Coast Guard International and Inland Navigation Rules.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Lessons Learned: A Turn for the Worse-- Part 3

2011-12-22T08:48:00.006-05:00

A routine passage turns tragic.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Carolyn Steele.

Tragedy strikes the crewmembers
The yacht’s bilge alarms went off, and the vessel began to creak loudly. The captain told the cook to get over to the tender. He then tried to cast off the tender’s line from the yacht’s stern, but at that moment, the yacht sank from under him—throwing him into the water.

As the cook was swimming toward the tender and the mate was reaching out to her, the tender was pulled out from under him, sinking rapidly as the yacht slipped off the bow of the cargo ship. The captain and the mate found each other in the water, but they lost sight of the cook, who had either been dragged underwater by the towline between the yacht and the tender, or been struck by the tender and dragged underwater as the yacht sank.

Rescue
A crewmember on the cargo ship threw the survivors a life ring with a strobe light, and lowered a lifeboat. At 4:25 a.m., a Coast Guard rescue boat arrived and recovered the mate and the cook, both found floating in the water. They moved the cook into the rescue boat, and immediately began administering CPR. The captain of the yacht was brought aboard the cargo ship.

At 5:03 a.m., the rescue team arrived at Sector Long Island Sound with the yacht’s mate and cook. An ambulance took them to Yale-New Haven Hospital, where the cook was pronounced dead. The mate was treated for mild hypothermia and released. Another Coast Guard rescue vessel was sent out to transport the captain, who had minor injuries, from the cargo ship to Sector Long Island Sound.

The cargo ship suffered no damage as a result of the collision. The sailboat sank, and was a total loss.

In part 4 we will reveal the results of the investigation.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Lessons Learned: A Turn for the Worse—Part 2

2011-12-20T13:24:00.008-05:00

A routine passage turns tragic.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Carolyn Steele.

Pre-collision: Aboard the Yacht

On Sept. 19, 2006, the Essence, a 92-foot sailboat, was anchored in Newport, R.I., preparing to depart for Greenwich, Conn., on a southwesterly course. There were three people aboard: a captain, a mate, and a cook.

Earlier in the day, the mate had been ill with flu-like symptoms and had gone to Newport Hospital, where he was prescribed an antibiotic and a decongestant. He was asleep when the vessel departed Newport at 6 p.m.; the captain was at the helm. The yacht was equipped with two VHF radios, two radar units, a chart plotter, and a GPS unit.

When the vessel departed Newport, one VHF radio was on monitoring channel 16. The other unit, the Automatic Radar Plotting Aid was off; there was no radar reflector set. The vessel was motor sailing; both engines were engaged and the mainsail was set. All lights were working properly.

At 2 a.m., on September 20th, the mate began his watch, and the captain went below to the main salon on the port side to get some sleep. Shortly afterward, the mate noted a vessel ahead, which he believed was about 10 miles away. As he approached, he saw a ship’s green light and two white lights; his first impression was that the ship was on a path to cross his bow from port to starboard. He had visual contact; he did not use the yacht’s radar to track the cargo ship’s movements.

An approaching vessel
At 4:04 a.m., the mate called to the larger vessel on VHF. The pilot on the cargo ship acknowledged him after his second call, and the mate told the pilot that the cargo ship’s port light was out. The mate on the yacht believed he was looking at the bow of the cargo ship, and adjusted his course slightly—approximately 10 degrees to starboard—to show the ship his port side, and to make what he believed would be a port-to-port passage.

The pilot on the larger vessel then called over the radio and asked if the yacht was going to stay clear. After assuring the cargo ship’s pilot that he would do so, the mate made an abrupt 70 to 90 degree turn to starboard without changing speed. Less than 30 seconds later, the two vessels collided.

Post-collision
The captain of the yacht was awakened by the explosive sound of the cargo ship’s bow breaking though the hull of the yacht. The smaller craft was now pinned to the bulbous bow of the cargo ship. The yacht’s captain ran to the pilothouse, where he discovered both other crewmembers awake and uninjured.

All three donned life jackets, but because of the impact site and the collapsed mast and rigging, they could not reach the life raft. The yacht had been towing astern a small 14-foot rigid hull inflatable tender, but the tender’s line had looped so tightly beneath the yacht’s hull that it could not be removed. The captain told the mate to swim over to the tender and use it as a rescue boat. Once aboard the tender, the mate found that he could not start the engine.

In part 3 we will present the results of the collision.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Lessons Learned: A Turn for the Worse—Part 1

2011-12-15T13:09:00.011-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Carolyn Steele.

Lessons learned from USCG casualty reports are regularly featured in Proceedings of the Marine Safety & Security Council magazine. These articles explore marine incidents and the causal factors, outline the subsequent U.S. Coast Guard marine casualty investigations, and describe the lessons learned as a result.

A routine passage turns tragic.
The pre-dawn hours of Sept. 20, 2006, were clear and calm as cargo ship M/V Barkald set out from Bridgeport, Conn., into Long Island Sound. The pilot was familiar with this ship and crew, having piloted the vessel twice before. The cargo of coal had been unloaded, the anchor heaved, and the ship rode high in the water as she began her voyage. No one could have predicted impending tragedy—a sailboat impaled upon the cargo ship’s bow, and a life lost.

Pre-collision: Aboard the Cargo Ship
At 10 p.m. on Sept. 19, 2006, the captain arrived aboard at Bridgeport. He and the pilot discussed the intended route through the sound, which would have the ship transit north of Stratford Shoals.

Around 2:30 a.m. on September 20, the cargo ship left the anchorage. By 3 a.m., the ship was clearing Stratford Shoals and was brought up to full speed of 15 knots.

A radio call came at 4:04 a.m. The person on the radio referred to “the vessel off my port side.”

At that time, the pilot, who did not respond, was at the port radar; after the call, he went over to the windows on the starboard side of the ship. Both the pilot and the second mate stated that they saw a sailboat’s green and white lights, and both estimated that the smaller vessel was about 1,000 feet off their starboard bow.

Just seconds after the first call, they received a second. After this brief radio exchange, the pilot saw the yacht make a 10-degree course change to starboard, which brought the two vessels even closer together. The pilot responded on the radio, asking if the smaller vessel intended to stay clear of his ship. The yacht’s helmsman assured him that he would stay clear. The pilot then went out to the starboard bridge wing to watch the yacht make what he thought would be a close starboard-to-starboard passing.

Moments later, the pilot saw the yacht come suddenly hard to starboard, crossing in front of his ship. The pilot immediately called to stop the engines, but it was too late. The yacht collided with the cargo ship’s bow, which struck the yacht’s port side at nearly midship.

The cargo ship’s speed at the time of impact was 15knots, and the yacht’s speed was eight knots, making a closing speed of 23 knots. The immediate response aboard the cargo ship was to contact the yacht, call the Coast Guard, and lower a lifeboat.

The story continues in Part 2.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Fish Safe!

2011-12-13T11:22:00.009-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Gina Johansen, Program Manager, Fish Safe BC

“What do you know about fishing?”
Many fishermen live in small fishing communities. They and their neighbors are often fourth-generation fishermen.

At a recent strategic planning session, the first question from the audience to the facilitator (whose only job was to make sure we got through the agenda) was:

“What do you know about fishing?”
If you have an inspection system that does not allow fishermen to use their knowledge of the vessel or have input into what procedures they should have in place, you will undermine their ability to take ownership of a safety program.

So how do we inspire fishermen to incorporate safety aboard? They have to be involved in the development and delivery of education and training programs, and they must be convinced that incorporating safety into their fishing operations will benefit them.

Fish Safe
The Fish Safe BC program uses real fishermen in all aspects of program development and delivery. By providing a forum to discuss safety concerns and work on solutions, regulators are better informed on the realities of fishing, and fishermen provide insight on how to make regulations relevant and effective.

Safest Catch

We recently launched the “Safest Catch” program, which trains fishermen as safety advisors. These advisors provide one- or two-day onboard workshops to their peers, providing tools and direction to the master and crew on how to develop their own safety procedures, emergency drills, and safety equipment orientation.

Pictured: On top, Captain Tim Joys aboard the Sena II takes his crew through an abandon ship drill. On bottom right, Fishermen participate in the stability eduction program. Photos courtesy of Fish Safe.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The North Pacific Fishing Vessel Owners’ Association Vessel Safety Program

2011-12-08T10:47:00.016-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Leslie J. Hughes, Director of Government and Industry Affairs, North Pacific Fishing Vessel Owners’ Association Vessel Safety Program

Crew Safety Training Program
Since 1985, the North Pacific Fishing Vessel Owners’ Association has provided Coast Guard-approved safety training classes to nearly 40,000 mariners. Using hands-on practice to dramatize and enliven the information, the crew safety training program offers shipboard and classroom exercises.

Training includes:

Standards of Training, Certification and Watchkeeping (STCW) basic safety training, including personal survival techniques (12 hours), personal safety and social responsibilities (4 hours), firefighting (16 hours), and first aid/CPR (8 hours);
STCW basic safety training refresher course (24 hours);
STCW medical care provider (32 hours);
STCW medical person in charge (40 hours);
emergency drill instructor workshop (8 hours);
drill instructor for small boat operators (8 hours);
onboard drill safety orientation (8 hours);
proficiency in survival craft (limited) (16 hours);
HAZWOPER (24 hours and 8-hour refresher);
shipboard damage control (8 hours);
shipboard watertight door and hatch maintenance (4.5 hours);
OSHA compliance workshop (8 hours)

“Safety and Survival at Sea” Series
Videotapes/DVDs are designed to complement hands-on training classes for:

medical emergencies at sea,
safety equipment and survival procedures,
fire prevention and control,
fishing vessel stability.

All but the stability DVD are also available in Spanish.

Pictured above: Students work as a team to control flooding in damage control classes during NPFVOA vessel safety training. Photo courtesy of NPFVOA.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Lessons Learned —Failed Assumptions Lead to a Fatal Sinking at Sea—Part 2

2011-12-07T08:50:00.009-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Krista Reddington, technical writer.

Man Overboard!
Two able-bodied seamen were looking for a way to help the chief mate up to the emergency deck. Moments later, one able-bodied seaman fell overboard from the ladder leading to the stack deck. Another able-bodied seaman yelled “man overboard,” prompting the captain to notify the Coast Guard of a situation that was becoming increasingly perilous.

The tug Independence was able to relay the mayday message of the floundering vessel to the parent company via the company’s emergency number. By this time, the chief mate had stopped breathing and the second mate began CPR.

The First Rescuers Arrive
The assistant engineer found the chief mate lying at the foot of the ladder with no pulse and, as he arrived in the wheelhouse, he was informed that an able-bodied seaman had fallen overboard. Crew members attempted to pull him back aboard the vessel, but all attempts failed.

Coast Guard Helicopter 6553 arrived. While hoisting the able-bodied seaman from the water, the crew notified Sector North Carolina that the tug was sinking quickly. The helicopter crew determined they did not have enough fuel to rescue the rest of the tug crew and dropped a 20-person life raft prior to departing the scene.

The tug Justine Foss arrived on the scene just after 1:00 a.m. and waited for the crew to abandon the ill-fated tug. Nearly an hour later, the rescue vessel reported seeing the crew of the other tug mustered on the bow, but the captain never gave the order to abandon ship.

Washed Overboard
Several crewmembers were standing at the forwardmost part of the bow when the tug, severely trimmed by the stern, pitched with the bow straight up. One able-bodied seaman was thrown into the water, while another able-bodied seaman and the chief engineer fell from the bow, landing on the superstructure before entering the water. A large wave washed the second mate into the water. The crew of the Justine Foss was able to locate the able-bodied seaman that had fallen into the water, but it was too late.

The captain, assistant engineer, and ordinary seaman were on the fender of the tug when a large wave washed them into the sea. They remained together for about 20 minutes, until the crew of the other tug was able to pull them aboard.

What went wrong

Communication Problems—Although the chief engineer was conducting ballasting operations without communication with the wheelhouse, additional ballasting operations were ordered by the captain. The chief engineer was not informed of this and continued to report to the second mate, who then failed to report the procedures to the captain.
Failure to Practice Good Seamanship—The investigation found several instances where the captain failed to make timely decisions that could have saved the lives of his crewmembers.
Failure to Follow Regulations—A grave mistake was made in allowing the engineers to stop pumping ballast water out of the #18 port ballast tank and start pumping into the #18 starboard ballast tank. At the angle the tug was listing, the ballast pump sea suction was not submerged, and therefore was pumping only a minimal amount of water into the #18 starboard ballast tank, which assured that the vessel would not right itself. Further, the #4 and #5 port and starboard fuel tanks were cross-connected. If they had not been it would have allowed for hydrostatic balancing, making it possible that this casualty may not have occurred.

The Aftermath
Following its investigation, the Coast Guard recommended disciplinary action against the captain of the tug. As a result, a suspension and revocation action was initiated against his license for negligence, misconduct, and a violation of law or regulation. Additionally, the Coast Guard recommended a review against the second mate for negligence and possible incompetence as well as a review against the assistant engineer for misconduct.

For more information:
Full article is available at http://www.uscg.mil/proceedings/summer2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Lessons Learned —Failed Assumptions Lead to a Fatal Sinking at Sea—Part 1

2011-12-01T11:11:00.003-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Krista Reddington, technical writer.

Lessons learned from USCG casualty reports are regularly featured in Proceedings of the Marine Safety & Security Council magazine. These articles explore marine incidents and the causal factors, outline the subsequent U.S. Coast Guard marine casualty investigations, and describe the lessons learned as a result.

The Voyage Begins
Early in the morning of January 18, 2006, the uninspected tug Valour sank into the chilly, wind-blown sea off the coast of Wilmington, N.C. Three crewmembers aboard the vessel lost their lives in the incident. Several factors contributed to the sinking of the tug; unfortunately, almost all can be attributed to human error.

On January 17, 2006, the chief mate noticed the vessel was listing slightly to port and ordered the assistant engineer on watch to pump 15 minutes’ worth of ballast into the #18 starboard ballast tank. Nearly five hours later, the captain took over the watch and ordered the chief engineer to pump the #18 starboard ballast tank dry. At 10:30 p.m., the chief mate entered the wheelhouse to inform the captain of the slight starboard list that was consistent with the vessel’s stability letter; the wind and waves pushing the tug and barge due north may have increased this natural list.

Between 11:00 a.m. and 11:15 p.m., the second mate and captain noticed the tug had first begun to level, then list to port, then roll to port. The captain contacted the chief engineer to determine what actions were being taken at the time and ordered him to pump out all ballast. The captain sounded the general alarm at 11:20 p.m., and crew was informed via the public announcement system that there was an emergency in the engine room and to assist the chief engineer as necessary. At this point, the vessel was listing approximately 15 degrees to port in the increasingly rough waters.

Miscommunication Leads to Mistrust
At 11:30 p.m., the captain radioed the tug Independence, which was approximately 30 miles away, to report they had taken on water but the engineer was working on it. As the captain sent a “mayday” transmission to the Coast Guard, the chief mate went below to retrieve his survival gear. On his way, he fell down the ladder from the wheel house to the stack deck passageway. The captain heard a noise and rushed from the wheel to investigate. He found the chief mate lying on the deck where he had landed.

The second mate immediately went to assist the chief mate while the captain returned to the wheelhouse. He notified the Coast Guard that the tug had an injured crewmember and may require a helicopter. The second mate found the chief mate dazed, with his legs awkwardly folded and apparently broken; he was clutching his chest and said he could not feel his legs and was having trouble breathing.

The story continues in part 2.

For more information:
Full article is available at http://www.uscg.mil/proceedings/summer2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

USCG Auxiliary Commercial Fishing Vessel Examiners

2011-11-29T09:07:00.001-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Matthew Hooper, USCG Marine Safety Transportation Specialist.

The Coast Guard Auxiliary was established by Congress in 1939 and today is comprised of nearly 30,000 members. These men and women volunteer more than two million hours annually.

Auxilarists perform hundreds of commercial fishing vessel safety exams annually. Nationwide, approximately 25 percent of all exams are performed by auxiliary examiners.

Prospective examiners may attend a week-long training course, must complete a “personal qualification standard,” and pass an oral and practical examination to demonstrate the appropriate knowledge. Once qualified, auxiliary commercial fishing vessel examiners join the ranks of those who work diligently to improve fishing vessel safety.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Online Commercial Fishing Vessel Safety Information

2011-11-23T11:07:00.006-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by ENS Amy Downton, U.S. Coast Guard Reserve

The official United States Coast Guard Fishing Vessel Safety Division homepage is unrestricted and open to the public.

Homeport Helpful Hints
For navigating around the United States Coast Guard Homeport portal:

Missions—information about the U.S. Coast Guard’s efforts in marine safety, marine security, and environmental protection.
Port Directory—public information directory for each U.S. Coast Guard port area.
Library—U.S. Coast Guard marine safety, marine security, and environmental protection regulations, policy, forms, and publications.

Creating a personal Homeport user account allows users to customize content to access area-specific information by port or interest.

Users may also sign up for USCG text message alerts.

How to Register for a Homeport Account
1. From the Homeport homepage click the “register” link in the upper-right corner of the screen.
2. Read the list of requirements, then click “ok.”
3. If you meet the requirements, complete the Homeport registry form.
4. If you wish to receive USCG alerts by SMS/text messaging, check the box.
5. Select “primary Captain of the Port zone” from the drop-down menu.
6. To add one or more COTP zones, check the box or see “adding other COTP zones to the registration form.”
7. If applicable, select a value under “committees.” For the Safety Advisory Committee, enter your title, role, and associated subcommittee.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Coast Guard Authorization Act of 2010

2011-11-22T12:18:00.002-05:00

New requirements for commercial fishing industry vessels—Part 3.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CAPT Eric Christensen, Chief, U.S. Coast Guard Office of Vessel Activities; Mr. Jack Kemerer, Chief, U.S. Coast Guard Fishing Vessel Safety Division

Classing of Vessels
The act amends 46 U.S.C. §4503 to make it applicable to fishing and fish tender vessels in addition to fish processing vessels, requiring survey and classification of a fishing vessel that is at least 50 feet in overall length, built after July 1, 2012, and operates beyond three nautical miles. It also requires the vessel to remain "in class" and have the appropriate certificates on board.

Other Provisions
Title 46 U.S.C. §4502 is amended by also adding requirements for the Coast Guard to establish a Fishing Safety Training Grants Program and a Fishing Safety Research Grant Program. The grants will be awarded on a competitive basis, and the federal share of the activities costs cannot exceed 75 percent.

Title 46 U.S.C. §4508 is amended by renaming the Commercial Fishing Safety Advisory Committee and reauthorizing it until September 30, 2020. The committee is expanded to 18 members and will continue to represent groups with expertise, knowledge, and experience regarding the commercial fishing industry.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Coast Guard Authorization Act of 2010

2011-11-17T10:52:00.006-05:00

New requirements for commercial fishing industry vessels—Part 2.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CAPT Eric Christensen, Chief, U.S. Coast Guard Office of Vessel Activities; Mr. Jack Kemerer, Chief, U.S. Coast Guard Fishing Vessel Safety Division

Examinations and Certificates of Compliance
Dockside safety examinations at least once every two years are now mandatory for vessels operating beyond three nautical miles. Voluntary exams will continue to be promoted for vessels operating inside three nautical miles.

Individuals authorized to enforce Title 46 may remove a certificate from a vessel operating in a condition that does not comply with the provisions of the certificate. And, if the vessel does not have the required certificate on board, or if the vessel is being operated in an unsafe condition, it may be ordered to return to a mooring and remain there until the certificate is issued/reissued or the condition is corrected.

Training for Operators
A new provision applicable to vessels operating beyond three nautical miles requires individuals in charge of the vessel to pass a training program covering, among other things, seamanship, navigation, stability, fire fighting, damage control, safety and survival, and emergency drills. Refresher training is required every five years.

Construction Standards for Smaller Vessels
Vessels built after January 1, 2010 and less than 50 feet overall in length must be constructed in a manner that provides a level of safety equivalent to the standards for recreational vessels established under 46 U.S.C. §4302. Note: “overall in length” means the horizontal distance of the hull between the foremost part of the stem and the aftermost part of the stern excluding fittings and attachments. This is different from “registered length.”

Loadlines
The act amends 46 U.S.C. §5102(b) making assignment of a loadline a requirement on fishing vessels 79 feet or greater in length that are built after July 1, 2012. Further, fishing vessels built on or before July 1, 2012 that undergo a substantial change to the dimension of or type of vessel completed after July 1, 2012, or a later date set by the Coast Guard, must comply with an alternate loadline compliance program.

The list continues in part 3.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Coast Guard Authorization Act of 2010

2011-11-15T12:28:00.007-05:00

New requirements for commercial fishing industry vessels—Part 1.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CAPT Eric Christensen, Chief, U.S. Coast Guard Office of Vessel Activities; Mr. Jack Kemerer, Chief, U.S. Coast Guard Fishing Vessel Safety Division

Parity for All Vessels
Uniform safety standards are established for all vessels, particularly those operating beyond three nautical miles of the baseline of the territorial sea and coastline of the Great Lakes. In Title 46 U.S.C. §4502(b)(1) “documented” is deleted, so there will no longer be different standards for federally documented and state-registered vessels operating on the same waters.

Replacing Boundary Line with Three Nautical Miles
Title 46 U.S.C. §4502(b)(1)(A) is amended by replacing “Boundary Line” with “three nautical miles from the baseline from which the territorial sea of the United States is measured or three nautical miles from the coastline of the Great Lakes.”

Survival Craft
All fishing industry vessels operating beyond three nautical miles are required to carry survival craft that will meet a new performance standard for primary lifesaving equipment. Title 46 U.S.C. §4502(b)(2)(B) is amended by replacing “lifeboats or liferafts” with “a survival craft that ensures that no part of an individual is immersed in water.”

Records
A new provision requires that the individual in charge of a vessel operating beyond three nautical miles maintain a safety logbook—a record of equipment maintenance and required instruction and drills.

The list continues in part 2.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Champion’s Point of View

2011-11-09T13:52:00.004-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by RADM Kevin S. Cook, U.S. Coast Guard Director of Prevention Policy

The Coast Guard Authorization Act of 2010 was four years in the making and contains provisions that will expand the Coast Guard’s authority and involvement with commercial fishing vessels. Among its provisions, it requires fishing vessels operating more than three nautical miles beyond the baseline to be examined at least once every two years.

Up until now, the Coast Guard’s Fishing Vessel Safety Program has relied on voluntary dockside exams. Much of our effort involved conducting outreach and convincing fishing vessel owners to accept a safety exam.

But with implementation of the Authorization Act, fishing vessel owners now will have to seek out examiners.

Our aim is to reduce the number of fishing vessel casualties and fatalities. We do not want the commercial fishing industry to continue to be the most hazardous occupation in the country.

Join me in making prevention of casualties on commercial fishing vessels a priority and a reality.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Assistant Commandant’s Perspective

2011-11-08T16:02:00.002-05:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by RADM Paul Zukunft, U.S. Coast Guard Assistant Commandant for Marine Safety, Security and Stewardship.

A recent Department of Labor finding indicates that the fatal injury rate for fishers and fishing-related workers, at 200 per 100,000, is the highest of any occupation. That number stands in sharp contrast to the fatal injury rate for all workers at 3.3 per 100,000, and necessitates a call for action. The Coast Guard 2010 Authorization Act provides one additional vehicle to improve fishing vessel safety.

The following blog posts include a summary of the fishing vessel safety provisions in the Authorization Act, which notes their impact on the industry and outlines tentative plans for implementation. Although many of the articles in the Proceedings fishing vessel safety issue were written before the Coast Guard Authorization Act was signed, the information is still timely, relevant, and vital to addressing fishing vessel safety issues.

Let’s make it our goal in the next commercial fishing safety edition to celebrate a significant decrease in commercial fishermen injured or lost in their profession.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Fishing vessel meets a mysterious end in the Bering Sea—Part 3

2011-10-27T15:27:00.004-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

ROVs Provide Eyes Under Water
Early in the morning on July 18, 2001, the ROV located the sunken vessel under 400 feet of water approximately 200 miles northwest of St. Paul, Alaska.

As the vehicle surveyed the wreck, it found that the aft starboard door in the processing space was open and the guillotine closure for the starboard discharge chute was more than half open.

Unraveling a Mystery
Because there were no survivors or surface evidence to reveal what happened, the Coast Guard’s Marine Safety Center conducted an analysis that suggested the vessel likely flooded rapidly through the open door in the bulkhead of the processing space, galley, and engine room, through non-watertight doors.

It is likely that the vessel lost all positive stability between one minute forty seconds and two minutes forty seconds, and sank in as few as four minutes six seconds after the progressive flooding began.

Recreating the Tragedy
The layout of the vessel increased the likelihood of the progressive flooding from the processing space. The door leading from the processing space to the aft deck was far outboard on the starboard side, which would have reduced the heel angle at which water would enter the processing space.

The doors leading forward into the galley and engine room were also located on the starboard side. The angle to starboard caused by the inflow of water through the aft door combined with the free surface effect inside the processing space would cause the water to spill forward into the galley, into the engine room, and eventually into the fish hold.

Likely causes of progressive flooding into the processing space:

a wash-up hose was left on or the water supply from the plate freezers may have caused the processing space to flood internally,
the processing space could have flooded by boarding seas flooding from the aft deck,
the space could have flooded through the open aft door if the vessel had rolled to starboard by at least 23 degrees.

No matter the means by which the water entered the processing space, the subsequent stability would have been reduced and the flooding continued until the vessel sank. Had the processing space been weathertight, the vessel would not have sunk.

For more information:
Full article is available at http://www.uscg.mil/proceedings/summer2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Fishing vessel meets a mysterious end in the Bering Sea—Part 2

2011-10-27T08:06:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

A Call for Help
The Coast Guard received an Emergency Position Indicating Radio Beacon (EPIRB) notification from the Arctic Rose via telex at 3:35 a.m. on April 2.
Air Station Kodiak launched a C-130 at 4:00 a.m. to begin the search for the missing vessel and continued to try to contact it, without success.

Shortly before the C-130’s arrival on scene at 7:30 a.m., it contacted the
Alaskan Rose via VHF radio. The mate told the C-130 crew that he had not heard a “mayday” from the sister vessel and altered his own vessel’s course to intercept the EPIRB.

As they traveled the 11 miles south to the EPIRB position, the mate continued, unsuccessfully, to try to hail the other vessel on VHF radio.

Captain Recovered
Approximately one hour after receiving the Coast Guard transmission, the Alaskan Rose entered a debris field and the crew spotted the captain of their sister ship in the water.

The mate donned an immersion suit and swam to the captain. The crew threw a ring buoy to the mate and hoisted him and the captain aboard, where they administered CPR, to no avail.

When his body was recovered, the captain was fully clothed, wearing boots, but his immersion suit was filled with water. The cause of death was later determined to be salt water drowning.

A Desperate Search
For the next 36 hours, the crew of the rescue vessel searched for survivors. Several miles south of the debris field, they came across an inflatable life raft belonging to the vanished fishing boat, but it was empty.

As there was nothing for them to recover on the surface, the Coast Guard conducted two expeditions using a remote operated vehicle (ROV) to collect data for the marine board’s investigation.

Continued in part 3.

For more information:
Full article is available at http://www.uscg.mil/proceedings/summer2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Fishing vessel meets a mysterious end in the Bering Sea—Part 1

2011-10-25T11:18:00.007-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Krista Reddington, Technical Writer

In late March 2001, the F/V Arctic Rose departed Dutch Harbor in Unalaska, Alaska, with a crew of 15 and made several trawls in an area of the Bering Sea known for producing small amounts of yellow fin sole.

On March 31, the vessel took on 3,591 gallons of fuel and an unknown amount of water, but did not offload cargo at the last port of call—St. Paul, Alaska. The vessel then sailed to the Zemchug Canyon Bering Sea fishing grounds to participate in the flathead sole season, which opened on April 1.

The vessel Alaskan Rose, owned and operated by the same company, was fishing within 10 to 15 miles of the Arctic Rose. The captains spoke late in the evening of April 1, when Arctic Rose’s captain expressed his irritation at the garbage that had been left in the processing space, clogging the chopper sump pump.

In a discussion of the day’s events between the Arctic Rose captain and the other vessel’s mate around 10:30 p.m., the captain did notreport any mechanical problems or other concerns, and the problems with the sump pump had been resolved. The mate later testified that he last saw the Arctic Rose on radar around 11:59 p.m.

Vessel Versus Nature
A forecast from the National Weather Service (NWS) called for a gale warning, with seas building to 16-24 feet by the morning of April 2. The NWS typically generates forecasts that are conservative in nature to compensate for the lack of data buoys and weather stations in the region. Because of the cautious nature of the forecasts, fishermen tend to discount them.

However, a “hindcast” that examined the actual weather in the vicinity of the sunken vessel, showed that a weather “triple point” occurred at the vessel’s last known position. This a frontal system where a cold, warm, and occluded front join together, and is usually associated with severe weather. It is likely that the vessel experienced these three distinct weather patterns in a short period of time.

The story continues in part 2.

PICTURED: National Weather Service surface analysis for 4 a.m. on April 2, 2001. The red star indicates the approximate position of the Arctic Rose. Graphic courtesy of the National Weather Service.

For more information:

Full article is available at http://www.uscg.mil/proceedings/summer2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Vessel adrift in fog leads to tragedy—Part 3

2011-10-20T16:22:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

The Coast Guard cited violations of Inland Navigation Rules by the operators of the towing vessel, including:

Rule 5—Every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.
Rule 19(c)—Every vessel shall have due regard to the prevailing circumstance and conditions of restricted visibility....

In addition to possible violations of rules 5 and 19c, the Coast Guard cited possible violations of the following Inland Navigation Rules by the operator of the recreational vessel:

Rule 9(b)—A vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway.
Rule 23(c)(i)—A power-driven vessel of less than 12 meters in length may in lieu of the lights prescribed in paragraph (a) of this rule exhibit an all-round white light and sidelights.
Rule 35(b)—A power-driven vessel underway but stopped and making no way through the water shall sound at intervals of not more than two minutes two prolonged blasts in succession with an interval of about two seconds between them.

Lessons Learned
Employ a designated lookout. As this story illustrates, radar alone cannot take the place of human eyes and ears when a vessel is pushing ahead nearly 1,000 feet of barges at night in heavy fog.

Both the captain and the pilot were well aware that visibility was a problem: They later told investigators that they could not see either riverbank 1,000 feet away. As seasoned professional mariners, they should have been aware that both the large visual and the radar blind spots further diminished their ability to see.

Practice good seamanship. Fundamental principles of good seamanship apply to all mariners, regardless of vessel or crew size. Boaters should have at least one person aboard who is alert at all times—to do otherwise risks your own and other boaters’ safety. Boating without proper equipment is also extremely dangerous, particularly at night, in inclement weather, and on busy commercial waterways.

No one from the smaller vessel’s crew survived to be held accountable, so the licensed crewmembers on the towboat shouldered most of the blame for the accident. Certainly they made errors, for which they were censured.

However, those on the unlit vessel—drifting slowly into the path of an oncoming barge in the foggy darkness of that July morning—made many mistakes as well. Unfortunately, they paid the ultimate price for their lapse in judgment.

For more information:
Full article is available at http://www.uscg.mil/proceedings/spring2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Vessel adrift in fog leads to tragedy—Part 2

2011-10-19T14:17:00.009-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Coast Guard Investigation
The Coast Guard’s investigation determined that the center lead barge in the tow collided with the recreational vessel, rolling the smaller boat. Tragically, the swamping of the boat, combined with the force of the collision with the tow, drowned all six men aboard.

Problems on the towboat
Visibility: Fog in the area limited visibility to less than half a mile, so the pilot activated the towboat’s automatic fog signal. The captain and the pilot testified that they were unable to see either riverbank at a distance of approximately 1,000 feet.

Blind spot: The captain was serving as the sole lookout from the pilothouse at the time of the collision, and the towboat’s empty barges were riding high in the water, making it harder to see objects in front of them.

Radar clutter: Open hopper barges can cause radar signals to bounce off the inside plating, producing a “cluttered” image that can make the tow appear larger than it is. This effect can obscure radar contacts that fall within the oversized image.

The lack of a forward lookout and radar clutter on the towboat notwithstanding, the condition of the recreational vessel and its crew significantly contributed to the tragedy.

Problems on the recreational vessel
Lights: Investigators determined that the recreational vessel did not have any navigation lights on at the time of the collision.

Sound-producing mechanism: There was no fog signal in place aboard the vessel. The boat was equipped with a conventional horn; however, as fog absorbs sound, it was unlikely that this would have been heard even if it had been used.

Radar: The vessel was not equipped with VHF radio or radar, and had no radar reflector.

Overload: The recreational vessel’s loading exceeded the maximum weight rating recommended by the manufacturer by approximately 229 pounds, which would have decreased both the vessel’s radar signature and its visibility.

Unanchored vessel: The anchor and line were found inside the vessel when it was recovered, revealing that it was adrift at the time of the collision.

Situational awareness: The victims may have had severely diminished situational awareness at the time of the collision. The men had been out all night, and two of them had been on the water for approximately 16 hours, so fatigue may have been a factor.

Lifesaving apparatus: No one aboard the recreational vessel was wearing a personal flotation device at the time of the accident.

In part 3, we will highlight the Coast Guard’s conclusions.

Caption: The towboat’s empty barges were riding high in the water, making it
hard to see objects in front of it.

For more information:

Full article is available at http://www.uscg.mil/proceedings/spring2010

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Vessel adrift in fog leads to tragedy—Part 1

2011-10-18T11:39:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Carolyn Steele, Technical Writer

A cry in the dark
In the foggy pre-dawn darkness of July 12, 2001, the captain of the towboat M/V Elaine G heard a cry from the dark water of the Ohio River. It was 5:25 a.m., and the vessel was traveling at a speed of six knots, pushing 14 empty hopper barges along that stretch of river in Kentucky.

The captain sounded the general alarm, brought the engines to all stop, and maintained position in the river while the crew searched for the source.

At 5:50 a.m., having failed to find anyone in the water, the captain backed the 998-foot tow onto the Kentucky bank and contacted Coast Guard Group Ohio Valley by VHF radio, and reported that the tow was stopping to investigate.

Crewmembers discovered two seat cushions floating in the water between the starboard and center strings and the port and center strings of the barges. After the fog lifted, more items were found floating in the water, including two paddles, a plastic bucket, and a ball cap.

The Indiana Department of Natural Resources arrived first on the scene at 8:00 a.m., followed by the Coast Guard Marine Safety Office (MSO) Louisville investigators. The MSO investigators determined that only the tow and a nearby recreational vessel could have been involved in the incident.

Sad discovery
On July 18, 2001, a 17-foot recreational vessel was recovered approximately three miles away. It was found floating awash in a vertical position with the stern down.

The body of a man was found under the starboard side steering console, and a large dog was found under the port side console. Over the next three days, the bodies of five other men were recovered from the Ohio River in that vicinity.

Damage to the Vessels
The initial investigation revealed damage that told a decisive story. While the towboat itself sustained no damage, when they examined its string of barges, investigators observed scrape marks on the bow rake of the center lead barge. These marks, which began at 42.5 inches above the waterline and extended down approximately 20 inches, were consistent with the damage found on the recreational vessel.

The recreational vessel had scrapes in an 80-degree pattern on the port gunwale beginning approximately 19 inches from the stern and continuing forward three feet and four inches further. This was believed to be the initial contact point with the rake of the center lead barge.

A similar pattern of 85-degree scrapes appeared on the port transom top, indicating a slight twisting motion around the time of the initial contact. The windshield was shattered and bent to starboard, and part of the forward handrail was missing, compressed, and bent at a 75-degree angle. The starboard forward handrail, also partially missing, was bent forward and down, puncturing the hull coaming at the bow.

In part II we will outline the subsequent Coast Guard investigation.

For more information:
Full article is available at http://www.uscg.mil/proceedings/spring2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

USCG Proceedings NEW DIGITAL EDITION now online

2011-10-18T11:31:00.003-04:00

Proceedings now offers an online digital edition that can be read from laptop and desktop computers as well as mobile devices, including:

iPad, iPod Touch, iPhone, Blackberry Torch and Playbook, and most Android-powered phones and tablets.

Go to www.uscg.mil/proceedings and click on the cover picture to view.

Nautical Deck Queries Answers Part—2

2011-10-17T08:39:00.006-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Deck Queries Answers Part—2.

1. A star is observed at lower transit. The line of position derived from this sight is_____.

A. on the prime vertical
Incorrect answer.
B. a latitude line
Correct answer. A sight taken when a body is either due north or due south of the observer, while transiting the observer’s meridian, yields a line of position extending in an east-west direction. This is a parallel of latitude when plotted.
C. a longitude line
Incorrect answer.
D. of no special significance
Incorrect answer.

2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?

A. two white lights in a vertical line
Incorrect answer.
B. a white light over a red light in a vertical line
Incorrect answer.
C. two red lights in a vertical line
Incorrect answer.
D. all of the above
Correct answer. Annex II of the Navigation Rules defines additional signals for fishing vessels fishing in close proximity. The annex includes signals for trawlers and states: “Vessels of twenty meters or more in length when engaged in trawling, whether using demersal or pelagic gear, shall exhibit:

(i) when shooting their nets: two white lights in a vertical line
(ii) when hauling their nets: one white light over one red light in a vertical line
(iii) when the net has come fast upon an obstruction: two red lights in a vertical line.”

3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.

A. admeasure over 100 GT
Incorrect answer.
B. be 79 or more feet in length
Correct answer. As per 46 CFR 69.69, on request of the vessel owner, an International Tonnage Certificate (1969) is issued for a vessel measured under this subpart that is 79 feet or more in registered length and that will engage on a foreign voyage. The certificate is issued to the vessel owner or master and must be maintained on board the vessel when it is engaged on a foreign voyage.
C. engage in intercoastal or international trade
Incorrect answer.
D. be issued a certificate of inspection
Incorrect answer.

4. Wages due a seaman may be attached by the court for the__________.

A. payment of any fines imposed by the court
Incorrect answer.
B. payment of back taxes to the IRS
Incorrect answer.
C. support of a spouse
Correct answer. As per 46 USC Sec 11109(a), wages due or accruing to a master or seaman are not subject to attachment or arrestment from any court, except for an order of a court about the payment by a master or seaman of any part of the master’s or seaman’s wages for the support and maintenance of the spouse or minor children of the master or seaman, or both.
D. all of the above
Incorrect answer.

To see the questions to these Nautical Deck Queries click here.

Full article is available at http://www.uscg.mil/proceedings/articles/91_DeckAnswers.pdf.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Nautical Engineering Deck Questions Part—1

2011-10-11T11:51:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Deck Questions Part—1.

1. A star is observed at lower transit. The line of position derived from this sight is_____.

A. on the prime vertical
B. a latitude line
C. a longitude line
D. of no special significance

2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?

A. two white lights in a vertical line
B. a white light over a red light in a vertical line
C. two red lights in a vertical line
D. all of the above

3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.

A. admeasure over 100 GT
B. be 79 or more feet in length
C. engage in intercoastal or international trade
D. be issued a certificate of inspection

4. Wages due a seaman may be attached by the court for the__________.

A. payment of any fines imposed by the court
B. payment of back taxes to the IRS
C. support of a spouse
D. all of the above

Stay tuned to see the answers to these Nautical Deck Queries.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Nautical Engineering Queries Answers Part—2

2011-10-07T09:36:00.008-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Queries Answers Part—2.

1. Amortisseur windings are installed in a synchronous motor to __________.

A. reduce eddy current losses
Incorrect answer. To reduce eddy current losses, the core of the synchronous motor stator is built up from many thin steel sheets that are insulated from each other with a coating of varnish.
B. produce a higher power factor
Incorrect answer. To adjust the power factor of a synchronous motor, a DC exciter varies the amount of current to the rotor field windings. Low values of field current result in less hold-in strength and a lagging (lower) power factor. Conversely, high values of field current result in greater hold-in strength and a leading (higher) power factor.
C. provide a means for starting
Correct answer. The amortisseur winding is a squirrel-cage winding consisting of copper bars embedded in the rotor pole faces, and is used to start and accelerate the synchronous motor to near synchronous speed.
D. eliminate arcing between
Incorrect answer. Any arcing would occur at the DC exciter circuit breaker when opened. To prevent this, a “field-discharge resistor” converts the energy stored in the magnetic field of the rotor to heat energy that is harmlessly dissipated to the atmosphere.

Note: Synchronous motors are utilized in applications in which constant speed is essential, or where the power factor of a system must be maintained at a high level. Large machines that are in continuous service for long periods of time operate more efficiently when driven by synchronous motors.

2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents. One of the acceptable means is by the use of a/an __________.

A. manually operated ball
Incorrect answer. 46 CFR 56.50-85(a)(7)(i) states: “A ball check valve where the ball float, normally in the open position, will float up and close under the action of a submerging wave.” A ball float check valve that will float up and close under the action of a submerging wave is an automatically operated valve.
B. automatically operated
Correct answer. 46 CFR 56.50-85(a)(7)(ii) states: “A hinged closure normally open on the outlet of the return bend, which must close automatically by the force of a submerging wave …”
C. permanently installed
Incorrect answer. A permanently installed canvas hood over the vent would prevent proper venting of the ballast and/or fuel oil tank under normal operating conditions.
D. corrosion-resistant wire screen I
ncorrect answer. A corrosion-resistant wire screen is a permeable material, and would not prevent the entrance of water into the ballast and/or fuel oil tank from a submerging wave or other source.

3. A continuous blow is used to __________.

A. regulate the density or salinity
Correct answer. A continuous blow, as the term implies, is the continuous removal of water from the boiler via a tapped connection close to the boiler water surface. A continuous blow allows for the regulation of the salinity of the boiler with minimal loss of water and heat from the boiler.
B. remove scum from the surface
Incorrect answer. A surface blow is used to remove scum and light solids from the surface of the boiler water via a tapped connection at the boiler water surface.
C. permit air to escape while
Incorrect answer. Venting of the boiler through the “aircock” permits the escape of air from a cold boiler when raising steam. The “aircock” is a high-pressure globe valve installed at the highest point of the steam drum.
D. remove sludge from the bottom
Incorrect answer. A bottom blow is used to remove heavy solids and sludge via a tapped connection at the bottom of the water (mud) drum.

Note: Boiler blowdown is the removal of water from a boiler to control boiler water parameters within prescribed limits to minimize scale, corrosion, and carryover.

4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?

A. centrifugal purifier system
Incorrect answer. The centrifugal purifier filtering system is a “sump”-type filtering system. The purifier is supplied lubricating oil from the engine sump, purifies same, and then discharges the clean oil back to the engine sump.
B. bypass system
Incorrect answer. In a “bypass”-type filtering system, a portion of the oil discharged by the lube oil supply pump is continuously passed through filter(s) and then discharged back into the sump. To ensure that sufficient oil is supplied to the engine bearings, the amount of oil passed through the filter(s) is limited through the use of a flow-restricting orifice.
C. shunt system
Correct answer. In a shunt-type filtering system, oil taken from the engine sump by the lube oil supply pump is discharged first into a strainer, then through a filter and cooler, and finally to the high-pressure discharge (supply) manifold. To ensure that an adequate flow of oil will be delivered to the engine at all times, the filter and strainer are fitted with pressure relief valves.
D. batch system
Incorrect answer. The “batch” system of filtering lubricating oil is a reclamation process performed periodically. When the engine oil has become too contaminated, it is drained and the system refilled with fresh oil. After the drained oil has been permitted to settle, any water or contaminants are removed through filtering and/or centrifuging. After the reclamation process is complete, the oil is stored for reuse.

To see the questions to these Nautical Engineering Queries click here.

Full article is available at http://www.uscg.mil/proceedings/articles/90_EngineeringAnswers.pdf.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Fall 2011 Search and Rescue is available online!

2011-10-05T14:12:00.005-04:00

The current edition of Proceedings (Fall 2011 Search and Rescue) is available online at http://www.u scg.mil/proceedings/. This edition highlights search and rescue agencies, partners, and the Good Samaritans who work alongside Coast Guard responders to improve response time to distressed boaters/sailors all around the world.

This issue is very exciting for Proceedings, since changes have been made to the way readers will view our editions. This edition officially kicks off our digital viewing option, which is more reader-friendly. To view our digital edition, click on the Fall 2011 headline icon, the magazine cover, or the link beneath the magazine cover to be directed to the digital magazine. We hope you enjoy this new edition and new format!

Nautical Engineering Queries Questions Part—1.

2011-10-05T11:52:00.004-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Queries Questions Part—1.

1. Amortisseur windings are installed in a synchronous motor to __________.

A. reduce eddy current losses
B. produce a higher power factor
C. provide a means for starting
D. eliminate arcing between the stator and the rotor

2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents.
One of the acceptable means is by the use of a/an __________.

A. manually operated ball check valve
B. automatically operated hinged closure
C. permanently installed canvas hood
D. corrosion-resistant wire screen

3. A continuous blow is used to __________.

A. regulate the density or salinity of boiler water
B. remove scum from the surface of boiler water
C. permit air to escape while raising steam in a cold boiler
D. remove sludge from the bottom of the water drum

4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?

A. centrifugal purifier system
B. bypass system
C. shunt system
D. batch system

Stay tuned to see the answers to these Nautical Engineering Queries.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Yes We CAN! The Citizens’s Action Network Part—2.

2011-10-04T11:09:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Judy Darby, Program Coordinator, U.S. Coast Guard Auxiliary, District Eight.

The success of the Citizen’s Action Network program is proportional to the number of members in the network, the extent of their training, and their familiarity with their particular waterway. A member’s contribution is not dependent on his or her ability to confront a situation or fix a problem, but on the ability to report appropriate information to the Coast Guard investigator.

CAN members might be called upon to aid search and rescue efforts, verify radio calls and flare sightings, and note unsafe vessel operation, aids to navigation equipment outages/abnormalities, suspicious activity, and marine pollution.

After training, a member receives the Coast Guard sector communications emergency number to be used for reporting purposes. CAN reporting uses the acronym “LAST” to describe the information to be reported:

location of the incident,
activity,
size and identification information of the vessel involved in the incident,
time, date, and conditions at the scene of the incident.

As well-trained members are best prepared to aid Coast Guard watchstanders, the committee provides a CAN observers’ manual that instructs members as to the order in which the watchstander will ask for pertinent information and terminology that will be used.

See Part 1 here.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Yes We CAN! The Citizens Action Network Part—1.

2011-09-27T10:37:00.006-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Judy Darby, Program Coordinator, U.S. Coast Guard Auxiliary, District Eight.

The area of District Eight encompasses the New Orleans metropolitan area north to the Red River and west to Lafayette, La. Within this area, there are thousands of acres of sparsely populated marshland and swamp near the cities of Baton Rouge, Port Fouchon, Lafayette, Morgan City, and New Iberia.

Citizen’s Action Network (CAN) USCG Auxiliarists worked to launch a small committee of citizens who volunteer to help the U.S. Coast Guard save lives and property, report oil spills, and protect wildlife, in an effort to improve area maritime security.

The committee focused its early recruiting efforts on auxiliarists who live, work, and recreate on the water, and on large entities with permanent water presence and an interest in adding another layer of security. These partners include:

The Greater New Orleans Expressway Commission—which manages the Lake Pontchartrain Causeway, a double span that stretches 24 miles entirely over open water from Jefferson Parish to St. Tammany Parish in the New Orleans metropolitan area.

NASA/Michoud Assembly Facility—located on an 800-acre tract in East New Orleans, the facility has direct access to the Intracoastal Waterway.

The Lake Pontchartrain Basin Foundation—This non-profit foundation had partnered with the Coast Guard in environmental efforts.

Recruitment Efforts
Recreational boaters, fishermen, and waterfront homeowners were reached through vendors who display tri-fold Citizen’s Action Network information brochures and application forms at checkout counters.

Anyone interested in joining can now fill out the form online and send it directly to the local CAN coordinator, who verifies that the applicant contact information is correct and vets the applicant for program participation.

Stay tuned for Part 2.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Understanding Acrylonitrile

2011-09-22T13:57:00.003-04:00

This "Chemical of the Quarter" excerpt is from the U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine, by LCDR Gretchen Bailey, Marine Inspector, U.S. Coast Guard Hazardous Materials Standards Division

What is it?
Acrylonitrile is a colorless to pale yellow volatile liquid that is soluble in water and used in common solvents. Technical-grade acrylonitrile is more than 99 percent pure and always contains a polymerization inhibitor.

Acrylonitrile is a reactive chemical that polymerizes (converts one compound into another) spontaneously, either when heated or in the presence of a strong alkali. I

How is it shipped?
Acrylonitrile is typically shipped as a liquid in low-pressure tank railcars, as liquid in tank barges, or by truck as liquid in non-pressure liquid tanks.

Why should I care?
Shipping concerns.
Acrylonitrile is a polymerizing cargo that can become explosive when heated or involved in a fire. This product has a very low flash point—30 degrees Fahrenheit—and using water to fight the fire may be inefficient. When this cargo is heated or burned, it may produce a toxic vapor of hydrogen cyanide gas, so it is essential to keep a safe distance during a fire. Additionally, its vapor is heavier than air and has been known to travel a considerable distance to an ignition source, then flash back to the spill.

Health concerns.
It is very toxic by ingestion, inhalation, or absorption through the skin. Symptoms of poisoning will begin with irritation of the eyes, limb weakness, difficulty in breathing, dizziness, and impaired judgment. If the degree of poisoning increases, the symptoms will progress to cyanosis, nausea, collapse and loss of consciousness, irregular breathing, convulsions, and respiratory arrest.

Because it is lighter than water, acrylonitrile will form a light surface sheen when spilled on the water. Sorbent booms, pillows, and other containment tools will be contaminated and must not be handled without appropriate personnel protective equipment. However, due to its moderately high solubility, acrylonitrile will quickly dissolve into the water column.

Fire or explosion concerns.
Acrylonitrile is flammable and has the capability to explode. This happens when the cargo is heated, causing a polymerization reaction, which is highly exothermic. If the cargo is involved with a fire, the fumes from the cargo are a poisonous gas and should be avoided.

It is essential for emergency responders to wear self-contained breathing apparatus and rubber overclothing (including gloves), and to combat the fire from a safe distance or protected location. The most efficient way to extinguish the fire is with dry chemical foam, alcohol foam, or carbon dioxide. With water, use spray or fog; do not use straight stream.

What is the Coast Guard doing about it?
Acrylonitrile is categorized as a “Subchapter D” cargo, regulated in 46 Code of Federal Regulations Part 30.25. This cargo is carried in tank barges and ships that are required to be inspected by the Coast Guard.

Required design and construction standards for these vessels include:
· being double-skinned,
· having spacing between the hull and the inner tank wall,
· employing individual tank manifolds and pumps to avoid cross-contamination,
· utilizing a separate tank venting facility,
· being capable of internally circulating the tanks,
· being capable of being ventilated.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Coast Guard Auxiliary: Helping yourself while helping others.

2011-09-21T14:45:00.006-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by AUX Gary Nordlinger, The Coast Guard Auxiliary.

Each year the Coast Guard invests millions of dollars training auxiliarists in areas such as leadership, seamanship, public affairs, website design, instruction, and facilitation. Like active duty Coast Guard personnel, auxiliarists undergo background checks as part of their enrollment process to determine their suitability for service.

Auxiliarists are trained to Coast Guard standards and regularly serve alongside the active duty in various capacities and at venues ranging from cutters to command centers, medical facilities, and Coast Guard headquarters.

Accomplishments: In 2009, USCG Auxiliarists donated more than 4.5 million hours to public safety and support of the U.S. Coast Guard. Public outreach programs are among our most important activities, and span a wide range of missions, as noted below.

Vessel safety checks: Auxiliarists conduct about 100,000 complimentary vessel safety checks each year on recreational craft to make sure safety equipment is in working order and sufficient in quantity and the vessel is seaworthy.

Public education classes: Each year thousands of boaters complete auxiliary courses on boating skills, seamanship, navigation, sailing, and other related topics.

Marine dealer visits: Auxiliarists make tens of thousands of visits each year to businesses selling boats and boating-related products to stock public displays of boating safety literature and publicize upcoming boating safety classes.

Public affairs: In 2009 alone, auxiliarists devoted more than 180,000 hours staffing booths at boat shows, giving presentations to civic and educational organizations, and reaching out to the news media and boating public regarding boating safety and maritime security.

Legislative outreach: Auxiliarists maintain close relationships with state legislatures, state boating administrators, and other public and non-profit organizations.

Coast Guard recruiting: Hundreds of auxiliarists support Coast Guard active duty recruiting efforts and also visit high schools to encourage students to consider applying to the Coast Guard Academy.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Return on Investment: The value of the U.S. Coast Guard Auxiliary.

2011-09-20T12:13:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CDR David Chareonsuphiphat, Director, Northern Region Auxiliary
U.S. Coast Guard District Eleven Prevention Division.

The Coast Guard Auxiliary is made up of more than 30,000 volunteers who donate their time and effort as well as their boats, aircraft, and radio facilities to the U.S. Coast Guard. Over 4,000 vessels, 240 aircraft, and 2,600 radio facilities have been accepted for use annually to aid the Coast Guard in carrying out its many missions.

In an average year the Coast Guard Auxiliary:

provides 4,500,000 volunteer hours to the U.S. Coast Guard,
saves 800 lives,
assists 13,000 people in distress,
protects $92,000,000 in property,
conducts 132,000 vessel safety checks,
conducts 2,000 commercial fishing examinations,
conducts over 86,000 marine dealer visits,
provides 4,000 vessel facilities to the Coast Guard,
provides 240 air facilities to the Coast Guard,
conducts 16,600 public education sessions and teaches 2,800 boating safety courses.

The Coast Guard injects approximately $17 to $18 million annually into the Coast Guard Auxiliary, which includes the fuel and maintenance allowance for auxiliary facilities, Coast Guard schools for auxiliary training and education, active duty and civilian staff to manage auxiliary program offices, personal protective safety equipment, and damage and disability claims associated with surface and aviation patrols.

What Do Auxiliarists Do? Auxiliarists perform a wide range of duties, including recreational boating safety, vessel safety, commercial fishing vessel examinations, private aids to navigation verifications, program dealer visits, and marine safety education.

So What Does the Coast Guard Get? The value of volunteer time is calculated annually by an organization called the “Independent Sector,” which is a leadership forum of charities, foundations, and corporate giving programs. The 2009 value of a volunteer hour: $20.25.

In 2009, the auxiliary provided more than 4.5 million volunteer hours to the Coast Guard, which comes to approximately $91 million dollars in labor, using that independent estimate. Put another way, the Coast Guard Auxiliary’s labor hours in 2009 are equivalent to 2,186 full-time Coast Guard employees.

Continuing the math and factoring in the value of property saved, the return on investment ranges from 970 percent to 1,200 percent for the years 2006 to 2009, or up to $12 for every dollar spent.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Personal Watercraft Industry’s Model Legislation

2011-09-14T08:34:00.005-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Maureen A. Healey

Executive Director, Personal Watercraft Industry Association

The personal watercraft (PWC) industry supports strong boating laws and their strict enforcement, as well as mandatory boater education for operators.

To do our part, the industry encourages state lawmakers to enact industry-backed model legislation that encourages all states to set a minimum age of 16 to operate a PWC (18 for rentals) and requires all personal watercraft operators, regardless of age and experience, to pass a boater education course.

In addition, the industry advocates for personal watercraft use only during daylight hours; laws against reckless operation; and rules regarding operation within 100 feet of shore, anchored boats, piers, or swimmers.

For more information visit http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The boating accident investigation Tiger Team: Mysteries solved Part—3

2011-09-08T06:24:00.004-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Sailboat Sinking

Incident: In one very complicated and high-profile case, the Tiger Team was called in to assist a state investigator and the Coast Guard investigation team. This incident involved a university sailboat that sank very quickly while participating in a regatta, resulting in one fatality.

Investigation: Core samples of the hull were sent to a lab for analysis, the use and maintenance records of the boat were scrutinized, the design and construction plans of the boat were examined, and witnesses were questioned.

Conclusion: The Tiger Team found a weakened keel-to-hull connection, which led to the catastrophic failure of the keel.

TOP TO BOTTOM: Sailboat after the accident, with keel missing. The sailboat before the accident, with keel in place.

See Part 1 and Part 2 for more information on Tiger Team investigations.

For more information, visit http://www.uscgboating.org/.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The boating accident investigation Tiger Team: Mysteries solved Part—2

2011-09-07T08:21:00.007-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Poker Run Collision

Incident: In another incident, two high-powered cigarette boats competing in a “poker run” at high speed collided, resulting in five fatalities.

One boat was heading east on one leg of the poker run and the other was heading west on another leg of the run. The boats were about to meet on opposite courses when one of the boats turned hard to port, spun around, and ended up dead in the water on the same course and directly in front of the other boat. The following boat collided with it in an extremely powerful collision that practically destroyed both boats. The lone survivor of the crash could provide no details as to the cause of the crash.

Investigation: Because of the difficulty in determining the cause of the accident, the Tiger Team was called in to assist. Both boats were recovered and it was found that the engines of the boat that had veered violently had ripped out of the bottom of the boat. The investigation also revealed that the hydraulic steering system had a small leak in it, but this alone may not have been enough to cause the violent swerving.

Conclusion: After careful examination, the Tiger Team expert found that the owner of the boat that had swerved had made some modifications to the trim tab system that were not strong enough for their purpose. The starboard trim tab assembly likely failed catastrophically, causing the starboard side of the boat to rise out of the water and swerve violently to port into the path of the oncoming boat. This theory was supported by one witness who stated that he saw the starboard bottom of the boat rise out of the water.

In part 3 readers will read about the investigation behind a fatal sailing event.

For more information
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The boating accident investigation Tiger Team: Mysteries solved Part—1

2011-09-07T08:09:00.009-04:00

Four Perish Due to Carbon Monoxide Poisoning

Incident: A boat ran up on the shore of a lake with all four aboard dead from carbon monoxide (CO) poisoning. The boat was traveling in rain at night and the operator had put a canvas over it, leaving a small opening above the helm. He was found dead at the helm; three passengers sleeping in the stern died in their sleep.

Investigation: It appeared that a “station wagon effect,” in which a boat creates a vacuum behind it that tends to pull exhaust fumes into the boat, could have been the cause. However, the canvas appeared to be placed in such a manner that it would have prevented or mitigated this effect.

Conclusion: Upon further investigation by the Tiger Team expert, at the probable speed the boat was running, the angle of the boat would have been such that the opening in the canvas at the helm created a “venturi effect.” This formed a lower pressure within the boat that drew CO through every small opening in and around the canvas and created a death zone within the boat.

In part 2 readers will find out about a Poker Run collision.

For more information
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Marine Experts on Call\The boating accident investigation Tiger Team

2011-09-01T16:29:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Phil Cappel, chief, Recreational Boating Product Assurance Branch
U.S. Coast Guard Office of Auxiliary and Boating Safety

The widespread use of the Internet by the news media has provided the capability to conduct nationwide searches of online news articles regarding boating accidents. This capability allows the USCG Boating Safety Program to monitor boating accidents and identify if there are any trends of accidents in a particular area, with a particular type of boat, or during a particular type of boating activity.

It also affords our Product Assurance Branch the means to follow up with the media contact or the accident investigating official. The Product Assurance Branch was particularly interested in:

accidents in which boats less than 20 feet in length sank,
carbon monoxide poisoning incidents,
propeller injury incidents,
any accident where a defective product was suspected to have contributed to or directly caused the accident.

On January 23, 2003, the on-call, fast-response team of marine experts was established. This team quickly came to be known as the accident investigation “Tiger Team.”

Results Right off the Bat
Within its first few months the team investigated an accident involving a near-sinking of a boat less than 20 feet in length that led to a recall of several thousand boats that did not have the required amount of flotation.

The team also solicited State Boating Law Administrators to identify appropriate accidents for follow up, and offered to assist state boating accident investigators. This began what would become a productive partnership.

Appreciation of Efforts
Tiger Team investigations have resulted in recalls of boats that were not in compliance with the federal safety regulations or boats containing defects that were identified as causing a substantial risk of injury to the public.

Additionally, the Tiger Team has assisted accident investigators in making determinations of the causes of accidents that otherwise may have gone unresolved. (See the “Mysteries Solved” posts coming soon.)

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Recreational Boat Manufacturer Factory Visit Program Brings Substance to Style

2011-08-31T15:52:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Luke Woodling, Digital Content Manager, Water Sports, Bonnier Corporation.

Visit Program. The Coast Guard’s Recreational Boat Manufacturer Factory Visit program affords water ski and wakeboard boat manufacturers the peace of mind that boats coming off their assembly lines are as safe as possible, which is particularly reassuring in a market that is so family-focused.

What do the Manufacturers Think About the Program? Dan Gasper, the director of research and development at Malibu Boats, said “It’s comforting to know that you’re building by those specifications, because you know the boat will be safe. Safety is what they’re all about.”

“It’s not as if they print these regulations and run,” added Bill Snook, chief engineer at Nautique Boats. “They come in and look over our shoulder and see what we’re building. There is peace of mind in that.”

Results. The Coast Guard’s regulations and factory visit program do more than just instill confidence—they also enable water ski and wakeboard boat manufacturers to focus on innovation.

Resources that would have to be dedicated to developing and carrying out safety protocols are instead freed up to design everything from state-of-the-art dashboards to more functional towers and ballast systems.

“Without the Coast Guard’s support, we’d have to put more of our resources into solving problems and making sure that we’re building a safe product,” Snook said. “Now all we have to do is follow the specifications—buy this part and assemble it in this way. We don’t have to invent any of that. All we have to do is follow what they specify, and we know we have a much better and safer product.”

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Recreational Boating Safety Outreach.

2011-08-30T15:19:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Alston Colihan, Technical Writer

The Office of Auxiliary and Boating Safety administers a variety of educational outreach programs to help reduce the numbers of boating accidents, fatalities, injuries, and property damage involving recreational boats. Some examples include:

The Boat Factory Visit Program
Requires recreational boat manufacturers to self-certify compliance with U.S. Coast Guard safety standards.

The credibility of that certification process is maintained by:

visits to domestic boat manufacturing plants to educate boat builders,
the authority to assess penalties against boat builders who are willfully non-compliant.

This program requires the manufacturer or importer to certify that each of its boats complies with federal safety standards. The Coast Guard does not require specific procedures to determine compliance, so the manufacturer may employ a third-party certification service, use an independent laboratory, or use the company’s in-house technical staff.

National Marine Manufacturers Association Yacht Certification Program
Offers member manufacturers’ boat inspections by third-party inspectors to certify compliance with Coast Guard safety standards and voluntary American Boat and Yacht Council standards.

Educational Efforts: New boat manufacturers are provided with a “Boatbuilder’s Handbook” CD, which contains information regarding the laws, regulations, and safety standards applicable to builders of recreational boats; copies of compliance guidelines and explanations for test procedures for each of the safety standards; and a variety of references concerning boat manufacturing, compliance testing, and the recreational boating product assurance program.

Visit Schedule: The Recreational Boating Factory Visit Program employs “compliance associates,” most of whom were former inspectors in the Coast Guard commercial vessel safety program.

The visit schedule is as follows:
annual visits to manufacturers whose boats are subject to most of the standards;
biennial visits to manufacturers whose boats are subject to some of the standards;
manufacturers of other boats that are excepted from the standards, such as canoe and kayak manufacturers, are visited at least once every three years.

These visits ensure that manufacturers understand the safety standards, know how to comply with them, and can inspect any boats under construction for compliance. In addition, boat manufacturers are also made aware of voluntary safety standards such as those published by the American Boat and Yacht Council.

Product Assurance Enforcement: The Coast Guard is exploring better coordination between the boating safety program and local Officers in Charge, Marine Inspection in the enforcement of civil penalties for recreational boat manufacturer violations.

The Recreational Boating Safety Visitation Program
Formerly known as the Marine Dealer Visitor Program, the program’s goal is to build long-lasting relationships with the recreational boating safety community as a whole.

PICTURED: A compliance associate inspects a boat’s wiring harness.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Case for Mandatory Recreational Boating Education

2011-08-25T11:37:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Fred W. Poppe, Vice President, of National Boating Federation.

A recent Coast Guard study indicates that fewer boating fatalities occur in states that have implemented requirements for boat operators to be educated in a more rapid timeframe.

Thus, the course for future reduction in accidents, injuries, and fatalities is clear:

Every state should enact mandatory boating education for all recreational vessel operators.
The National Boating Federation, its member organizations, and their delegates continue to be involved in efforts to pass mandatory boating education laws in their states. In addition, members participate in and contribute to 42 national, regional, and international maritime organizations through the federation’s executive committee members and member delegates.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

US SAILING Encourages Boaters to Wear Life Jackets

2011-08-24T11:27:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Richard Jepsen, US SAILING

In the early 1980s, the United States Yacht Racing Union (now US SAILING) began a program of youth training and studied the statistics on the risks of boating.

It took seriously the statistical findings that pointed to enhanced safety for wearers of life jackets who found themselves unexpectedly in the water. As a result, the organization decided to start training youth to wear life jackets as part of sailing right from their first time away from the dock.

Put It On—US SAILING’s training program guidelines requires students, instructors, and instructor trainers to wear life jackets while aboard all boats while underway or on a mooring.

The common theme at US SAILING is that promoting life jacket wear from the beginning of an individual’s boating career creates better “buy-in” and dramatically increases the likelihood he or she will wear a life jacket while boating.

The Hanson Rescue Medal—the organization also maintains statistics on person-in-water rescue attempts and funds a rescue award called the Hanson Rescue Medal to encourage boaters to report rescue attempts in detail to help gather data on real-life incidents.

Not surprisingly, a brief perusal shows that successfully rescued sailors almost always were wearing a life jacket.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

What is the best life jacket on the market? The one you will wear.

2011-08-24T11:24:00.004-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Dorothy Takashina, Personal Flotation Device Manufacturers Association

The Personal Flotation Device Manufacturers Association, comprised of life jacket and life jacket component manufacturers, continually works to improve standards and test methods by subsidizing independent studies and volunteering with industry work groups.

Wear It—Don’t Stow It!— Recreational boaters use life jackets classified by the Coast Guard as Type I, Type II, or Type III.

Type I has a minimum of 22 lbs. buoyancy. The bulky Type I life jacket is classified as “offshore” and is designed for survival in rough, open water where quick rescue is unlikely.

Type II has a minimum of 15.5 lbs. buoyancy and more stringent performance requirements than Type I, such as righting (turning many wearers face-up in the water). Type II is suitable for a wide variety of boating activities in calm inland waters where fast rescue is likely.

Type III life jackets also have a minimum of 15.5 lbs. buoyancy but do not have the more stringent standards required of Type II jackets. Type III jackets are generally considered the most comfortable for continuous wear and the most suitable for active water sports.

Inflatable Life Jackets—The first inflatable life jackets were U.S. Coast Guard-approved in 1996 and are gaining in popularity. They come in several variations, but basically work the same way: A gas-tight bladder is folded into a durable cover until the life jacket inflates or is inflated by firing a CO2 cylinder.

Inflatable PFDs may also be classified as Type I, II, or III:

Fully inflated Type I and Type II life jackets have a minimum of 34 lbs. buoyancy. Both types are suitable for off-shore use in open, rough waters, and for general boating and coastal cruising due to their slim design. Righting action is faster with the higher buoyancy of Types I and II. Type I inflatable PFDs have highly visible coloring, enhancing rescue.

The Type III inflatable life jacket has a minimum of 22.5 lbs. of buoyancy and is required to have righting ability.

All inflatable life jackets require re-arming and periodic maintenance.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

U.S. Army Corps of Engineers Life Jacket Policy Test: More wear? More lives saved.

2011-08-18T10:46:00.010-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Lynda Nutt, U.S. Army Corps of Engineers, Manager, National Operations Center for Water Safety

Despite the national reductions in recreational boating-related casualties following the Federal Boating Safety Act of 1971, U.S. Army Corps of Engineers (USACE) recreation managers struggled to minimize serious injuries and fatalities occurring on their waters throughout the 1970s and 1980s.

By 1985, the corps was using aggressive water safety educational campaigns and key visitor assistance initiatives led by park rangers in local communities, parks, and on the water to warn the public of open water recreation risks and encourage safer behaviors. While all these efforts had a dramatic effect on reducing the numbers of fatalities, they still averaged 170 each year.

In 2007, USACE Maj. Gen. Donald T. Riley tasked personnel to conduct a policy test to measure the effect of adopting a mandatory life jacket policy. In 2008, USACE moved out with its policy test in the Pittsburgh and Vicksburg Districts.

Vicksburg Findings Impressive
Vicksburg officials reported that the initial public reaction to the life jacket policy was mixed. However, rangers were able to gain significant compliance without having to issue one citation over the course of the recreational summer.

Observation data supported that a cumulative wear rate of nearly 71 percent on the Vicksburg test waters. Comparatively, nearby “control” lakes, where policy wasn’t introduced, were still showing only six percent wear rates.

Pittsburgh Results Disappoint
Since 1990, Pittsburgh District policy mandated that life jackets be worn by all non-swimmers and occupants of vessels under 16 feet. Unfortunately by the end of the “test” recreation season, it had achieved only a 3.7 percent cumulative wear rate on the test lakes in this region, while nearby control lakes in Ohio showed wear rates of more than seven percent.

Clearly, the policy had become stale after nearly two decades with no new emphasis on promotion or enforcement. The policy was also limited in scope, applying only to craft less than 16 feet, while the majority of boats on these test lakes were greater in size. It was also noted that Ohio boating safety officials were engaged to a much greater degree in the National Safe Boating Council’s “Wear It!” campaign to encourage voluntary life jacket wear.

Future Efforts

USACE officials have documented four lives saved on the Mississippi lakes specifically tied to the policies implemented during the first test season.

“These victims stated that they would not have worn a life jacket if it hadn’t been for the policy,” said Michael Ensch, chief of the USACE Operations Division. “In each case, the situations were challenging enough that survival without the life jacket was questionable.”

The USACE will continue the tests in the Pittsburgh and Vicksburg Districts and will evaluate data collection in monitoring wear rates. In addition, impact on staffing/budget requirements and capabilities, and public, stakeholder, and congressional reactions will also be monitored and evaluated. All findings will be forwarded to USACE leadership for action.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Safe Paddle Sports

2011-08-17T16:04:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Jeremy Oyen, Director of Safety Education, Instruction, and Outreach, American Canoe Association

The American Canoe Association offers online resources to paddlers of all abilities and levels, including:

11 safety brochures (four translated into Spanish),
4 safety pamphlets,
4 safety posters,
8 safety and stewardship videos.

Additional information and training is available for classroom and on-water education. The goal is to reduce the number of accidents and fatalities by emphasizing the need for education even for those who do not consider themselves “paddlers,” but might use a canoe, kayak, or raft to participate in other outdoor activities.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

U.S. Coast Guard Recreational Boating Safety Specialists—Part 2

2011-08-16T13:42:00.018-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Regional Emphasis

USCG First District

In the 1st District, paddlesport safety is a huge concern.

Many fatalities occur on whitewater or in colder coastal waters as paddlers take advantage of the seasonal changes. The RBS specialist works with the Coast Guard Auxiliary, outfitters, retailers, and other paddling organizations coordinating training seminars to enhance safety awareness and risk-based decision making.

USCG Fifth District

The 5th District specialist serves as Executive Secretary of the Virginia Recreational Vessel Subcommittee and manages the Coast Guard Outreach Innovation Center, which contains a variety of boating safety outreach materials and displays for RBS partners.

USCG Seventh District
Due to a year-round boating season and a high population of seasonal residents and tourists, the 7th District specialist travels around the district with a Boating Advisory Trailer Public Awareness Kit. Also known as the “Bat-Pak,” this rolling boating safety classroom provides hands-on recreational boating safety training.

USCG Eighth District
The 8th District specialist serves as the district boating under the influence and Boating Safety Strike Team program manager. The strike team supports state marine patrol efforts during annual high-profile marine events such as Cincinnati’s “Tall Stacks” and provides surge capability on waters popular with exuberant boaters, such as the Lake of the Ozarks.

USCG Ninth District
The 9th District’s specialist coordinates joint training for marine patrol officers, collaborates on annual district boarding and BUI guidance, and is a contributing writer for Mid-America Boating, a regional newspaper for Great Lakes boaters.

USCG Eleventh District
In the 11th District, the RBS specialist participates in the “Wear It California!” life jacket campaign. Supporting several booths at various marinas in “the Delta,” where the Sacramento and San Joaquin Rivers meet, inflatable life jackets are distributed to anyone who signs a pledge to wear it when on the water.

The RBS specialist also participates in the Tri-State Boating Safety Fair at Lake Havasu, Ariz., assisting officers from Arizona, California, and Nevada with life jacket trade-in.

USCG Thirteenth District
The 13th District’s specialist manages the district recreational boating policy. In addition, he or she is a member of the Washington State Drowning Prevention Coalition, the Washington State Parks Boating Safety Council, and is an advisory member to several boating advocacy groups.

USCG Fourteenth District
The 14th District recreational boating safety specialist oversees the CG-4100 report of boarding forms and coordinates a variety of safe boating events and activities related to the annual National Safe Boating Week observance.

USCG Seventeenth District

This specialist is perhaps the most unique. The 17th District RBS specialist deploys RBS teams to the Arctic to raise boating safety awareness and instill best practices among the regional Native American tribes. In addition, he or she employs boating education and safety teams around the state, oversees the CG-4100 report of boarding forms, and coordinates boarding officer and boarding team member training.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Visit Part 1 here for more information on U.S. Coast Guard Recreational Boating Safety Specialists.

U.S. Coast Guard Recreational Boating Safety Specialists—Part 1

2011-08-11T13:23:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Frank Jennings, Jr., Recreational Boating Safety Specialist, Ninth Coast Guard District and Mr. Bruce R. Wright, Recreational Boating Safety Specialist, Seventh Coast Guard District

While the Coast Guard headquarters’ Boating Safety Division functions at a strategic level, recreational boating safety (RBS) specialists are assigned primarily to district prevention division staffs.

Myriad Duties
Recreational boating safety specialists each serve as the principal Coast Guard liaison to individual state boating law administrators and their staffs. This regular contact may involve discussions of unclassified Coast Guard operations within the state; emerging recreational boating issues, boating casualty investigations, or joint operations planning; or local boaters’ complaints.

Recreational boating safety specialists also coordinate and host workshops and professional training programs, serve as the Coast Guard’s “ambassadors” to RBS partners, such as municipal water safety agencies, local safe boating coalitions, the Red Cross, and the U.S. Power Squadrons, and hold active memberships in organizations including the National Safe Boating Council, National Water Safety Congress, and International Association of Marine Investigators.

Jurisdiction
In addition to liaison duties, these specialists are responsible for the district recreational boating safety cooperative agreements the Coast Guard maintains with each state and territory, which delineate the responsibilities shared by the state and Coast Guard on waters of concurrent jurisdiction.

Special Efforts
One overarching safety message continues to be the importance of wearing a life jacket when boating. However, because boating constituencies and activities vary from district to district, the message may require slight modification to reach localized user groups.

Stay tuned for U.S. Coast Guard Recreational Boating Safety Specialists—Part 2.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The National Water Safety Congress

2011-08-10T14:18:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Cecilia Duer, Executive Director, National Water Safety Congress

Established in 1951 as one of the first non-profit water safety organizations, the National Water Safety Congress is a non-governmental organization dedicated to promoting boating and water safety.

Its efforts include:

publishing the Water Safety Journal, course curriculum for “Cold Water Boot Camp USA,” “Beyond Boot Camp: Rescue, Recover, Re-warm,” and the “Multiple Use Waterway Management Guide;”

establishing a personal watercraft instructor/cold water immersion/first responder trainer certification program;

completing a life jacket national wear rate validation study;

providing grants for boating and water safety projects.

Leadership
The NWSC executive director serves as a member of the USCG’s National Boating Safety Advisory Council, Vice Chair of the Strategic Plan Committee, and liaison to the Towing Safety Advisory Council. The executive director is a board member of the partner organization the National Drowning Prevention Alliance and is also the executive director of the Spirit of America Youth Family and Community Boating Education programs.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Marine Inspector Competency and Consistency: Steam Certification Board Guide

2011-08-09T14:25:00.000-04:00

The Vintage Vessel National Center of Expertise (NCOE) and the Office of Traveling Inspectors released the Certification Board Guide for the Steam Portion of the Machinery Inspector-Steam. The purpose of this guide is to provide references, methods to develop questions, and memory keys for the members of Machinery Inspector-Steam Certification Boards. The guide is not an all-inclusive list, but simply a suggested line of questioning.

This is the first training product of its kind. There are plans to produce similar Certification Board Guides by this and other NCOEs for additional types of certifications.

Note: The technical content of the guide was created through the collaboration of the CGHQ Traveling Inspection Staff and the Vintage Vessel National Center of Expertise (VVNCOE) in Duluth, MN, including Mr. Eugene Walroos, Chief Engineer, Ret.; Mr. Stephen Petersen, CWO4 Naval Engineer, Ret.; and CWO4 Andrew Adolphson. Final review and consultation was provided by the National Centers of Expertise Training Support Staff, Yorktown, VA.

The National Safe Boating Council

2011-08-09T10:22:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Virgil Chambers, Executive Director, National Safe Boating Council

The National Safe Boating Council is a coalition of organizations working together to promote safe boating. Membership consists of more than 330 U.S. and Canadian organizations, with approximately 35 percent composed of for-profit organizations and 65 percent non-profit organizations as well as local boat clubs, foundations, and law enforcement agencies.

Outreach
Each year, in partnership with the National Water Safety Congress, the NSBC produces the International Boating and Water Safety Summit, a venue for training professionals and volunteers within the recreational boating safety community.

Additional NSBC member-requested programs include boating safety instructor training and “Boating Safety Sidekicks” for children.

National Safe Boating Week
Each year since 1952, boating safety organizations and advocates across the country organize to promote safe boating. During this National Safe Boating Week (the week before Memorial Day), organizations address topics including alcohol and boating, boater education, and life jacket wear.
The current nationwide "Wear It!" campaign urges recreational boaters to wear life jackets at all times, as it has been estimated this could reduce drowning by as much as 90 percent. A large component of the campaign is educating people about USCG-approved items.

Close-Quarters Boat Control
The NSBC’s newest training program focuses on maneuvers and techniques for enforcement officers and safety patrol boat handlers to operate power boats, using factors like wind and current to assist in boat placement.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

40th Anniversary of the Federal Boat Safety Act of 1971

2011-08-05T16:34:00.001-04:00

Next Wednesday, August 10th, is the 40th anniversary of the enactment of the Federal Boat Safety Act. In 1971, there were 5,510,092 numbered (registered) boats and 1,582 boating deaths. In 2010, there were 12,438,926 registered boats and 672 boating deaths. These results are directly tied to the successes of the Federal Boat Safety Act of 1971.

Read more about the Recreational Boating Safety at www.uscgboating.org, and in the Fall 2010 and July/September 2003 editions of Proceedings of the Marine Safety & Security Council.

The Non-profit Organization Grant Program

2011-08-03T11:11:00.003-04:00

Partnering to improve boating safety—Part 2.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Recent Successful Applications

2005
Navigation Lighting on Barges. National Water Safety Congress. The towboat/tugboat/barge industry expressed an interest in determining a manner to light their barges while under tow.

2006
Boating and Water Safety Summit. National Safe Boating Council/National Water Safety Congress. A multi-year initiative to conduct conferences to impact the safer use of water resources through improved public education and more efficient means of transferring information among waterways managers, user groups, and individuals.

Development of Risk-Based Assessments. Underwriters Laboratories. Developing a risk-based compliance approval methodology for life jackets.

National Estimates of Personal Flotation Device Wear Rates. JSI Research. A multi-year effort to measure the effectiveness of initiatives to increase life jacket wear.

Staged Collisions. National Association of State Boating Law Administrators (NASBLA). Staged boating collisions for boating safety accident investigation training.

2007
BUI Detection and Enforcement Training Seminars. NASBLA. Primary objectives: Review and distribute an updated BUI curriculum package for marine officers and produce regional BUI officer training seminars.

Cold Water Boot Camp USA. National Water Safety Congress. Goal: Reduce fatalities by targeting immersion in cold water as a specific issue.

“Paddle Safe, Paddle Smart.” American Canoe Association. Moving “Paddle Safe, Paddle Smart” lessons from an extra-curricular option into the regular classroom.

2008
Inflatable Life Jacket Testing for Children 16 Years and Under. Foundation for Recreational Boating Safety and Educational Awareness. Goal: Determine if and under what circumstances children and adult non-swimmers using automatic inflatable life jackets reduce their risk of drowning.

Personal Flotation Device (PFD) Point of Purchase Show Board. United Safe Boating Institute. Show board depicting PFDs for sailing, paddling, skiing, operating personal watercraft, fishing, hunting, and general recreational boating distributed to retail outlets, parks, ranger stations, safe boating booths, and boating safety facilities.

PSA on Dangers of Carbon Monoxide on Boats. Carbon Monoxide Action Group. A nationally televised Public Service Announcement exposing the dangers of carbon monoxide on boats.

“WEAR IT!” National Safe Boating Council. This ongoing campaign encourages life jacket wear.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Non-profit Organization Grant Program

2011-08-03T10:40:00.008-04:00

Partnering to improve boating safety—Part 1.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Donald J. Kerlin, Chief, Program Management Branch and Ms. Linda Gray-Broughton, former Non-profit Organization Grant Coordinator, U.S. Coast Guard Boating Safety Division

The Federal Boat Safety Act of 1971 established the Recreational Boating Safety Federal Financial Assistance Program to permit states to assume a larger share of boating safety education, assistance, and enforcement activities. Of the funds appropriated for these programs, the Coast Guard is authorized to retain up to five percent for grants to national non-profit public service organizations.

The Process
The grant process begins with an announcement through the website http://www.grants.gov/, which includes a listing of suggested topic areas that receive additional points in the scoring process. About $6,000,000 is available for non-profit organizations each year.

Subject matter experts review each application using a “merit review” checklist, which focuses on technical merit, personnel qualifications, and the degree to which a proposal offers potential value and measurements to program goals.

Those applications meeting review standards (60 to 80 per year) are forwarded to the non-profit organization grant review team, which ranks selections based on parameters including:

support of National Recreational Boating Safety Program goals,

probability of project success,

return on investment.

A grantee must be a national non-profit public service organization and the project must have the potential to benefit recreational boating safety at a national level.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Boy Scouts of America promotes aquatic safety.

2011-08-02T14:57:00.001-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Keith Christopher, National Events Director / Sea Scouts National Director, Boy Scouts of America

All aquatic activities comply with Boy Scouts of America “Safe Swim Defense” and “Safety Afloat” programs, which outline mandatory minimum standards that all leaders must be trained in before conducting sanctioned aquatic programs.

Sea ScoutsBoy Scouts of America Sea Scout units, called “ships,” focus on boating skills and promote knowledge of our maritime heritage. Sea Scouts learn to maintain and safely operate a vessel, as well as the meanings of buoys and lights, how to take advantage of wind and tide, and how to drop anchor or approach a dock.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The U.S. Coast Guard Auxiliary expands its safety-related courses.

2011-07-28T09:55:00.001-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazineby Ms. Anne R. Lockwood, Director of Education,

U.S. Coast Guard Auxiliary

For beginning boaters, “About Boating Safely” offers basic safety information and provides knowledge needed to obtain a state safety certificate.

Comprehensive Courses
The premier USCG Auxiliary public education courses are “Boating Skills and Seamanship” and “Sailing Skills and Seamanship.” These extensive safety courses provide up-to-date information on handling boats in all conditions.

Kayakers and Canoeists
Reaching out to one of the fastest- growing audiences in North America, the Auxiliary’s newest course is “Paddlesports America.” The target audience is novice kayakers and canoeists. This five-chapter, four-hour course addresses how to be safe on the water and return home safely.

What if … ?
“Suddenly in Command” is designed for a person who suddenly becomes the helmsman when the boat operator becomes incapacitated. The course is a two- to four-hour seminar, designed to educate a person who becomes suddenly in charge of returning the boat to shore. The target audience ranges from a child out fishing with Granddad to an adult out for a boat ride.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Recreational Boating Mandatory Education Initiatives

2011-07-27T14:36:00.009-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Harry Hogan, U.S. Coast Guard Office of Auxiliary and Boating Safety and Mr. Jeff Ludwig, Regulatory Development Manager, U.S. Coast Guard Boating Safety Division

Executive Secretary, National Boating Safety Advisory Council

To reduce the number of recreational boating accidents, many states have mandated various types of education and licensing for motorized vessel operators. There are five general categories into which the recreational operator boating safety instruction requirements can be grouped.

Under a certain age: requires boat operators under a certain age to complete a boating safety course.

Born after a specified date: requires the boat operator to complete a class if he or she was born on or after a specific date.

Quick phase-in of all operators: several states have mandated boating safety instruction for their entire operator population, or at least up to a specified “grandfathered-in” age. This third group conducted a quick phase-in approach to getting their boaters educated, typically by requiring operators in younger age ranges to take courses first, then incrementally increasing the mandated age range.

Where no requirements exist: several states have no boating safety education requirements.

For personal watercraft operators only: some states have boating safety education requirements for personal watercraft operators only.

Advantages of the Quick Phase-In Policy
In 2006 the Coast Guard sponsored a study of operators involved in fatal accidents, finding that for the period of 1995 through 2005, the median age was 40, which means that in approximately 50 percent of the fatal motorized vessel accidents, the operator was over 40.

Therefore, the states with youth-based or “under a certain age” requirements are not reaching the majority of boaters involved in fatal accidents, and the states with a “born after” cut-off policy will typically have a long wait before they reach boaters who are 40.

Examining Trends

Currently, Alabama and Connecticut are the only states that have required all motorized vessel operators to obtain boating safety instruction for enough years that before/after comparisons are reasonable.

PICTURED: Mandatory boat operator safety instruction is often conducted as classroom-style sessions.

The study used the combined fatal accident rate (or FAR) of Alabama and Connecticut to show that future quick phase-in policy states should expect an approximately 25 percent decline in fatal accident rate. Using data from 2006 through 2008, Alabama and Connecticut have an average combined FAR of 3.9 fatal accidents per 100,000 registered motorized vessels.

This is 32 percent lower than the average fatal accident rate during what was considered their combined phase-in period from 1995 to 1999.

Further examination reveals that Alabama is driving the low fatal accident rate for this recent three-year period. Alabama has more than twice as many registered motorized vessels, at an average of 270,034, compared to Connecticut’s 108,875. Alabama’s average FAR was 3.8 fatal accidents per 100,000 registered motorized vessels during this three-year period, which is 45 percent lower than the average during phase-in.

Conversely, Connecticut had a FAR of 4.0, which was 66 percent higher than the average during phase-in. One possible explanation for Connecticut’s higher fatal accident rate in the past three years is its low number of total fatal accidents (averaging 4.3 per year for the past three years), which can result in major percentage changes with just a few accidents.

Confirming TrendsThe major assumption is that the quick phase-in policy is the primary factor in fatal accident rate reduction. Another assumption is that other states will follow trends that are similar to Alabama and Connecticut’s (or at least Alabama’s).

Full article is available athttp://www.uscg.mil/proceedings/fall2010.

Subscribe online athttp://www.uscg.mil/proceedings/subscribe.asp.

PICTURED: The test crash demonstrates the severity of damage that can occur.

Proceedings Summer 2011 Issue Available Online

2011-07-26T14:04:00.008-04:00

The current edition of Proceedings (Summer 2011 – The Marine Transportation System: Value to the nation) is available online at http://www.uscg.mil/proceedings/.

This issue highlights how the Committee on the Marine Transportation System productively rallies interagency policy and activities to support the U.S. marine transportation system.

Additionally, it gives appropriate credit to the committee’s efforts with thousands of key individuals in the maritime industry, and raises awareness of how the marine transportation system directly impacts the nation.

The Boat U.S. Foundation educates boaters through game play

2011-07-26T09:30:00.009-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Chris Edmonston, Vice President, BoatU.S. Foundation for Boating Safety and Clean Water

In 1997, the foundation introduced one of the first NASBLA-approved online boating safety courses. This early foray into online education consisted entirely of text with a few static pictures. Unfortunately, slow download speeds left many users frustrated.

Flash Forward

Today, faster download speeds and improved computer capability allows the course to incorporate many interactive features such as animations and videos.

NavigateIt!

Advanced animations such as the “NavigateIt!” and “DockIt!” games allow students to take the “helm” of a boat and navigate through common boating scenarios. Rules and other boating standards are displayed and reinforced through game play.

Simulator

One recent development is a downloadable boating simulator based on the same technology used by the U.S. and Royal Navies for their training programs.

As with the online animations, a student is presented with numerous scenarios. Points are allotted at the start, and improper boat handling will quickly reduce the final score. Enter a naval restriction zone ... lose points.

Speed through a no-wake zone ... lose points.

While the simulator is a stand-alone product, the foundation is working to integrate it within the basic online boating course, making the online boating course as close as possible to on-the-water training.

For more information:

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Modeling a day trip to “Walrus Island,” the BoatUs simulator challenges the student to navigate safely.

The Vessel Identification System

2011-07-21T08:38:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. W. Vann Burgess, Senior Recreational Boating Safety Specialist and Ms. Kathleen Poole, Western States Grant Coordinator, U.S. Coast Guard Boating Safety Division

Currently 32 states and territories have access to a secure database for all vessels documented by the Coast Guard. The data is accurate to within the last 30 days and can be used to verify ownership of a vessel while a law enforcement officer is on scene, as well as to identify abandoned vessels or vessels involved in an accident or search and rescue case.

Getting More States on Board
The advantages of this type of system are obvious, yet there are still states that are not participating. Some are facing barriers such as state privacy laws, or their system of numbering doesn’t provide a unique identifier for each record. Some states cannot provide the information in a format that can be translated into the system.

Making sure that states and the Coast Guard share as much timely information with each other as possible to protect our nation’s waterways and citizens is a top priority. The Coast Guard strongly encourages those states not yet participating to re-energize efforts to resolve any issues preventing participation and work with the Coast Guard to bring this system up to its full potential.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Operation Dry Water

2011-07-20T14:56:00.010-04:00

From June 26-29, 2009, “Operation Dry Water,” served to illustrate that BUI (boating under the influence) is a nationwide problem, and that law enforcement is taking it seriously. Coordinated activities occurred in 52 of 56 U.S. states and territories where federal, state, and local law enforcement agencies worked side by side to make the weekend a success.

One Sector’s Statistics
U.S. Coast Guard Sector Hampton Roads in Portsmouth, Va., has an area of responsibility that covers a large portion of the Chesapeake Bay and its adjacent coastal and state waters. Sector Hampton Roads’ Operation Dry Water stats:

1,079 dedicated hours
372 U.S. Coast Guard boardings
1,635 boardings by other government agencies
7 arrests for BUI
5 arrests for other crimes discovered during the boarding process
13 recreational vessel voyages terminated

Future Plans

Plans are in place to make Operation Dry Water an annual event. It’s imperative, however, that boaters are aware that law enforcement professionals are serious about BUI, and that the weekend of Operation Dry Water isn’t the only time the laws will be enforced.

For more information:Full article is available at http://www.uscg.mil/proceedings/fall2010

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

A boater’s blood alcohol content (BAC) registers above the .08 legal limit. Photo courtesy of the Arizona Game and Fish Department.

For more information visit http://www.operationdrywater.org/

Safety at public lands and waterways

2011-07-19T08:57:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Lynda Nutt, U.S. Army Corps of Engineers National Operations Center for Water Safety

Federal public land and water agencies have long focused on providing safe and secure recreational opportunities for the more than one billion who visit public lands and waterways every year. But despite educational and regulatory efforts, the growing numbers of recreation-related injuries and fatalities continue to present a challenge.

Who Does What
In an effort to enhance injury prevention and to better manage public risk on public lands and waters, the Bureau of Indian Affairs, Bureau of Reclamation, Bureau of Land Management, National Park Service, Forest Service, U.S. Army Corps of Engineers, U.S. Coast Guard, and U.S. Fish and Wildlife Service formed an Interagency Working Group on Visitor Safety in 2007.

The Centers for Disease Control and Prevention’s Division of Unintentional Injury Prevention assists the group in identifying trends in unintentional injuries and understanding risk factors and prevention.

Common Ground
Despite differences among the missions of each agency, the members find great commonality in their risk management concerns. As part of the key objectives identified in discussions to date, the team will focus on aligning and standardizing policies, tools, data collection methods, and training to benefit visitor injury prevention strategies.

Information exchange and partnership opportunities will also be an important outcome among the agencies as the working group replaces the traditional “agency-by-agency” model with a collaborative approach to achieve a shared objective, improve existing services, or develop an entirely new initiative.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The USCG Marine Patrol Officer Course

2011-07-14T10:58:00.002-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Mike Baron, Recreational Boating Safety Specialist, U.S. Coast Guard Boating Safety Division Program Operations Branch

To meet the requirements of the Federal Boating Safety Act of 1971, the Coast Guard established the National Boating Safety School. Although the course was originally focused on federal requirements and basic boating safety law enforcement techniques, over the years legislation was enacted that required states to take the primary role in their own recreational boating programs.

In support of these new requirements, the Coast Guard launched the National Safe Boating Instructor Course in 1983 with a curriculum focused on training law enforcement officers to conduct boating safety classes for the public while also training fellow marine patrol officers as instructors.

In 2000 the curriculum was updated to include practical field knowledge, training methodologies, and skills, and the course name was changed to the Marine Patrol Officer Course.

Curriculum
The course is two weeks long and is conducted four times each year.
During the first week, students alternate between training methodologies and skills development to develop a training session based on the federal carriage requirements for recreational boating safety. The officers present their training session at the end of the week to the other officers in class and the MPOC staff.

The second week is devoted to field skills. Coast Guard Law Enforcement Academy staff conduct training on boating under the influence regulations and detection, firearms laws, navigation rules scenarios, and water survival techniques. National Association of State Boating Law Administrator instructors conduct training on boating accident response and the reporting process. An instructor and certified marine investigator from the International Association of Marine Investigators conduct classroom training on stolen boat identification, followed by a practical field exercise.

Attendees also practice tactical procedures in “shoot houses.” These scenarios are performed in a mock-up building that resembles a ship as well as aboard a former break bulk freighter-turned-training-platform that is part of the FLETC’s training resource inventory.

Who Attends MPOC
The Marine Patrol Officer Course is open to all federal, state, and local marine patrol officers. As the course curriculum is not designed for senior boating safety officers, the preferred candidate possesses less than seven years of experience in boating safety. The ideal candidate demonstrates good potential to train fellow law enforcement officers or to teach boating safety to the public.

The student’s agency or department is responsible for transportation to and from Charleston, S.C. The Coast Guard provides all training materials, lodging, and meals. To date nearly 3,000 marine patrol officers have graduated.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Legislative Process

2011-07-13T08:43:00.004-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by AUX Christopher Ware, Director, USCGAUX Government Affairs

The Coast Guard Auxiliary has more than 60 legislative liaison officers who track legislative actions on issues including life jacket wear, public education, boating under the influence, and personal watercraft operation.

The Coast Guard also allows Coast Guard Auxiliarists to testify on legislative matters such as life jacket wear, carbon monoxide detection, boating under the influence, and mandatory education for boaters.

Boat Operations and Training (BOAT)
Created in cooperation with the Florida Fish and Wildlife Commission, the U.S. Navy Center for Asymmetric Warfare, the Federal Emergency Management Agency, the Federal Law Enforcement Training Center, and the U.S. Coast Guard Office of Boat Forces, the BOAT program establishes a national standard for the training, qualification, credentialing, and typing of maritime law enforcement and rescue personnel.

Adapted from the U.S. Coast Guard’s boat forces training framework, the BOAT program is comprised of maritime training and management components, including:\

system policy,
the training and qualification process,
boat crew qualification tasks,
program manager roles and responsibilities,
boat crew currency maintenance,
documentation requirements.
Other training modules, including search and rescue, are being developed.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The National Association of State Boating Law Administrators

2011-07-12T08:33:00.005-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Col. Terry West, Boating Law Administrator and Assistant Director, Georgia Department of Natural Resources
President, National Association of State Boating Law Administrators

The National Association of State Boating Law Administrators (NASBLA) is a non-profit organization that works to develop public policy for recreational boating safety. The association addresses its mission by:

fostering partnerships among the states, the Coast Guard, and others;
crafting model boating laws;
maintaining national education and training standards;
providing members with critical knowledge and skills;
assisting in homeland security challenges on our waterways;
advocating the needs of the state boating programs before Congress and federal agencies.

Partnering to Protect Boaters
One major task is to ensure that boating safety funds from the Sport Fish Restoration and Boating Trust Fund are allocated for state boating safety programs.

Safety Standards and Reference Materials
In another effort to promote uniformity and reciprocity among the states, the National Association of State Boating Law Administrators developed boating safety education standards in the 1970s. Working with Penn State University and boating safety partners such as the United States Power Squadrons, U.S. Coast Guard Auxiliary, and National Safe Boating Council, NASBLA adopted the National Boating Education Standards in 1999.

Law Enforcement, Investigation, and Detection Efforts
Through cooperation with the U.S. Coast Guard and the National Transportation Safety Board, NASBLA conducts courses that teach officers how to conduct consistent, thorough accident investigations.

In 2004, National Association of State Boating Law Administrators began teaching boating under the influence (BUI) detection and enforcement courses that cover planning for BUI enforcement, arrest decisions, BUI suspect processing procedures, essential elements of the arrest report, note taking and report writing, pre-trial conferences and presentation of evidence, and proper administration of sobriety tests.

For more information:
Website: http://nasbla.org/.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The United Safe Boating Institute

2011-07-07T08:46:00.003-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Captain William Griswold, USCG (Ret.), President, United Safe Boating Institute

The United Safe Boating Institute (USBI) is an alliance of non-profit organizations united to provide a public service through preparation and distribution of focused boating educational information, funded by grants and/or public, private, and corporate contributions.

It was formed in the late 1980s by members of the Coast Guard Auxiliary, U.S. Power Squadrons, the American Red Cross, the U.S. Sailing Association, and the Canadian Power Squadrons. The American Canoe Association also joined the group a few years ago.

Targeted Initiatives
Safety Tips for Anglers, Hunters, and Campers is our most popular pamphlet. This 16-page publication outlines boating safety, first aid, aids to navigation, and navigation rules, with illustrations covering life jacket use, the dangers of alcohol and hypothermia, and equipment you should have on board.

Which Life Jacket for You? is a poster that displays pictures and brief descriptions of popular life jackets appropriate for use in various boating activities.

Five Tons and No Brakes is a short booklet aimed at houseboat operators. Normally, houseboat renters are not experienced boaters, and this sheet serves to acquaint them with issues they might encounter.

For more information:
Website: http://www.usbi.org/.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

United States Power Squadrons

2011-07-06T08:05:00.004-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Vice Commander Robert Sweet, Senior Navigator, National Educational Officer, United States Power Squadrons

With grant funding provided by the Sport Fish Restoration and Boating Safety Trust Fund, and administered by the U.S. Coast Guard, United States Power Squadrons (USPS) is refining a program that can be delivered across the country to a large number of boaters.

Training the Trainers
The principal challenge is training enough boaters to make a difference. USPS has established a system for training advanced certifiers who can instruct the program. More than 400 individuals have been certified by USPS trainers to administer this program in the past year, and this training continues. The initial program is being tailored to address key risk factors and areas of concern expressed by boaters.

Audience ParticipationThe program includes extensive classroom training to help boaters understand how boats behave in the water and why and how they respond to controls. Animations, videos, and graphics-based text help to explain boat actions and maneuvers.

By the time participants getto the helm on the water, they know what to expect, so their helm time is much more efficient and helps them to quickly ingrain proper techniques.

For more information:

Website: www.usps.org or www.americasboatingcourse.com.

Full article is available at http://www.uscg.mil/proceedings/fall2010

The Recreational Boating Safety State Grant Program—Part 2

2011-07-05T08:03:00.010-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Program Areas:

Administration. A major facet under this category would be states’ boating accident reporting systems, which help the Coast Guard understand the causes of accidents to more effectively address the issues that may prevent them.

Law Enforcement, including accident investigations, stolen vessel investigations, and boater assistance.

Education. In 2008 almost 43 percent of the boater safety certificates issued were the result of an Internet or home study course, while 57 percent of participants attended classroom courses taught by state education specialists, state RBS officers, state volunteers, the Coast Guard Auxiliary, or the U.S. Power Squadrons.

Registration and Titling. Since the Federal Boating Safety Act of 1958, states and territories have had the authority to register and require vessels to be numbered. Revenue from registration fees is used to fund state boating safety programs in many states, and is a source of matching dollars for federal RBS grants.

Navigation Aids. With the increased number of boats on the water, there is a growing need for buoys, signs, and other waterway markers. These “signposts of the water” mark restrictions implemented under marine traffic management and provide important information to boaters.

Public Access. Since the mid-1980s acquisition, development, and maintenance of public access facilities has been an allowable cost for RBS grant funds.

What Have We Accomplished?

Through our efforts and those of our partners, recreational boating fatalities have been reduced from a high of 1,754 in 1973 to 709 in 2008 even though the number of recreational boats nearly doubled (from about 6.3 million to about 12.3 million).

Our partners include:
National Association of State Boating Law Administrators
the Coast Guard Auxiliary

U.S. Power Squadrons

the National Recreational Boating Safety Coalition

National Safe Kids Campaign

Mothers Against Drunk Driving

the American Medical Association
the American Academy of Pediatrics

the National Boating Federation

National Water Safety Congress

U.S. Sailing Association

Boat Owners Association of the United States

the American Canoe Association

For more information:Full article is available at http://www.uscg.mil/proceedings/fall2010

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The Recreational Boating Safety State Grant Program—Part 1

2011-06-30T08:46:00.007-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Gary Jensen and Ms. Lynne McMahan, U.S. Coast Guard Office of Auxiliary and Boating Safety

The Recreational Boating Safety State Grant Program was established in 1973, on the heels of the Federal Boat Safety Act of 1971, to supplement Coast Guard efforts. Although the Coast Guard is statutorily responsible for maritime safety, we are not staffed or funded to maintain an effective recreational boating safety program by ourselves.

User Pays/User Benefits
Funding for the program currently comes from the Sport Fish Restoration and Boating Trust Fund, which gets its revenue, in part, from federal excise taxes on motorboat fuel, taxes on sport fishing equipment, and import duties on fishing tackle, yachts, and pleasure boats.

No general tax revenues are used—the funds come from the people who benefit from the services.

To be eligible for funds, a recreational boating safety program must have:

a vessel numbering system,
a cooperative boating safety assistance program with the Coast Guard,
sufficient patrol and other activity to ensure adequate enforcement of applicable state boating safety laws and regulations,
a sufficient state boating safety education program that includes disseminating information concerning the hazards of operating a vessel under the influence of alcohol or drugs,
a marine casualty reporting system.

How Does This Work?
Of the funds appropriated for the state grant program, the Coast Guard is authorized to retain not more than two percent for the costs of administering it, and up to five percent for grants to national non-profit public service organizations to conduct national boating safety activities.

The balance is allocated as follows:

One-third is allocated equally among participating states.
One-third is allocated in the same ratio as the number of vessels numbered in the state bears to the number of vessels numbered in all participating states.
One-third is allocated in the same ratio as the amount of the state’s prior-year expenditures for boating safety bears to the total prior-year expenditures for boating safety of all participating states.

A state cannot receive more than one-half of the total cost of its program, and funds may only be used for certain purposes.

Examples include:

Providing facilities, equipment, and supplies for boating safety education and law enforcement.
Training personnel in skills related to boating safety and enforcement of boating safety laws.
Providing public boating safety education.
Acquiring, constructing, or repairing public access sites used primarily by recreational boaters.
Conducting boating safety inspections and marine casualty investigations.
Establishing and maintaining emergency or search and rescue facilities, and providing emergency or search and rescue assistance.
Establishing and maintaining waterway markers and other appropriate aids to navigation.
Providing state recreational vessel numbering and titling programs.

In part 2 we will discuss program areas and results.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

The National Recreational Boating Survey

2011-06-29T10:24:00.009-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Dr. Philippe Gwet, Mathematical Statistician, U.S. Coast Guard Office of Auxiliary and Boating Safety and Dr. Glenn Haas Professor, Colorado State University, Vice President

National Association of Recreation Resource Planners

The National Recreational Boating Survey has undergone a major redesign to collect extensive information about the U.S. boating population, recreational vessels, and boating activities. Survey data will support strategies to reduce accidents and casualties and will be used to plan for future demand and participation.

The redesigned survey includes questions to help determine what motivates boaters to boat safely, what boating safety campaigns influence them and by what delivery system, and why individuals completed a boating safety instruction course.

The Coast Guard will implement the next two surveys in 2011 and 2013 to measure:

exposure

boat and boater hours on the water

boat hours in docked recreation

boating participation and boat ownership

total annual participation overall

total annual participation by boat type

total boat ownership

boating safety awareness and behaviors

life jacket use

reasons for life jacket use

alcohol use and boat operation

economic impact of recreational boating

money spent on boats

money spent in communities on boat trips

negative event incidence and risk

actual and reported accidents that cause injury and boat damage

boat statistics

features of boats such as hull material and propulsion systems

Three Survey Types
This data will be collected through three survey instruments—the boat survey, trip survey, and participant survey.

The boat survey collects information about the number and type of boats as well as information about how much money boat owners spend on their boats.

The trip survey will proceed monthly during the survey year. The sample will be boats that have responded to the boat survey and will sample individual trips and collect information about what happened on those trips: how long they lasted, what safety events occurred, and what money was spent.

The participant survey collects information about who spent time boating during the year.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

History of Boating Surveys

2011-06-28T10:52:00.005-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

1960s
The Coast Guard began an informal survey process in the late ‘60s as an aid in allocating its boating safety resources. This initiative used a compilation of statistical data from various sources, including a statistical telephone survey of households in the Coast Guard’s Fifth District and an observational study of boating activities in the Chesapeake Bay.

This study revealed that 20 percent of the estimated 539,077 boat operators in the USCG Fifth District completed at least one formal boating safety course, and totaled about 76,473,600 exposure hours.

1970s
The second USCG-sponsored boating survey in 1974 collected data for the 1973 boating season. This was a national statistical survey designed with state-of-the-art methods, though based on a very small sample size—just 24,137 households.

While the household sample was too small to produce state-level boating statistics or national statistics by boat type, this survey introduced the concepts of “boat hours,” “passenger hours,” and “ratio of passenger hours per boat hour.” The statistics: boat hours were estimated at 1,549,137,000 hours; passenger hours 4,604,336,000.

The USCG conducted another national recreational boating survey in 1977 to collect 1976 boating season data. Although again small in scale (only 5,507 households), this was a well-designed statistical survey that produced broad national-level statistics on boat owners, operators, and boating activities among boating households.

Both the 1973 and 1976 surveys were weighted to yield continental U.S. estimates. For example, the 1976 survey estimated 11,322,000 recreational boats in the country with 2,255,624,000 boat hours and 7,635,246,000 passenger hours.

1980s-2002
In 1989, the USCG issued a grant to the American Red Cross to conduct a national recreational boating survey covering the period from October 1, 1988 through September 30, 1989. This survey was based on a sample of 3,700 recreational boating participants and estimated 4,922,143,730 passenger hours per year on owned, rented, or borrowed boats during 1989 (106.78 hours per boater).

The next USCG-sponsored survey produced only national-level boating statistics. The survey came in 1998 when a Coast Guard contractor conducted another national recreational boating survey based on a sample of 9,746 recreational boating participants.

In 2002 the USCG conducted a national recreational boating survey with the goal of producing state-level statistics. This survey was based on a substantial sample of 25,000 boat operators. However, its focus on only boat operators made the use of these statistics limited.

Stay tuned to learn about the redesigned USCG survey.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

E-NAVIGATION UNDERWAY 2012: An International Conference on e-Navigation

2011-06-23T11:07:00.008-04:00

Information provided by and shared at the request of Mr. William Cairns, Principal Navigation Engineer, USCG Office of Navigation Systems, and member of the steering committee for this event.

After a successful 2011 conference with more than 130 participants from 21 countries, IALA and EfficienSea, with the support of the Nautical Institute and CIRM, have decided to repeat the event.

This year the conference will have a broader perspective, including discussions of the overall e-Navigation process as well as demonstrations of practical e-Navigation tests. Furthermore, the industry will put their state-of-the-art navigation solutions up for display.

The aim will be to address the following issues:

What are the implications of the e-Navigation strategy implementation plan?

Who are the e-Navigation stakeholders, and what are their roles?

Harmonization of test bed methodology has previously been identified as a need. Has anything transpired?

An update on existing and new e-Navigation test beds will be given.

We hope and believe that the 2012 conference will attract as many and as qualified attendees as in 2011, so the high standard from the first conference can be maintained.

Further information is available at http://www.e-navigation.net/.

Download the conference pamphlet at http://www.efficiensea.org/files/e_navigation_underway_2012_.pdf.

Recreational Boating Accident Statistics and Trends

2011-06-22T16:04:00.019-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Susan Tomczuk, U.S. Coast Guard Office of Auxiliary and Boating Safety and Dr. L. Daniel Maxim, U.S. Coast Guard Auxiliary

Fatality rates for recreational boating accidents have historically been expressed as fatalities per 100,000 registered boats. In 2008, the total number of recreational boating fatalities in the United States was 709, a fatality rate of 5.6 deaths per 100,000 registered boats. This fatality rate has declined over the years—more than 83 percent since these statistics were first analyzed.

This is gratifying, but from 1990 on, the average annual decrease in fatality rate was only 2.5 percent per year (denoted by the dashed red line in the chart), and annual fatalities appear to be “stuck” at around 700.

Most Boating Fatalities Are Drownings
Drowning accounts for the majority of fatalities, particularly on smaller boats. Personal watercraft accidents are more likely to result in blunt trauma injuries (mostly due to speed). PWCs have fewer drownings since most states require operators and passengers to wear life jackets.

Life Jackets Save Lives
Most boating drownings are sudden, unexpected events, typically resulting from capsizing or falls overboard, which provide little time to don a life jacket.

Life jacket wear rates are high for some boaters (typically skiers, personal watercraft occupants, and children), largely because they are legally required. But according to Coast Guard-sponsored life jacket wear rate observation studies, life jacket wear rates are not high for other boaters.

Alcohol Kills
One particularly telling boating accident report data field is the “primary contributing factor” for each reported accident. Each is plotted in the chart as a point showing the number of fatalities and number of accidents. For alcohol/drugs those numbers are 126 and 281.

Only factors resulting in at least 200 accidents or 25 fatalities are shown, the dashed lines show contours of constant ratios of fatalities per accident. The next figure illustrates contributing factors for casualties.

Alcohol/drugs remain important, but other factors increase in relative importance, such as inattention, proper lookout, speed, careless or reckless behavior, and passenger/skier behavior.

For more information:
Full article is available http://www.uscg.mil/proceedings/fall2010.

Online annual statistics reports are available at
http://www.uscgboating.org/statistics/accident_statistics.aspx.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Strategic Planning: Plotting a course for change.

2011-06-21T08:05:00.005-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. James P. Muldoon, Chairman, National Boating Safety Advisory Council. Mr. Fred F. Messmann, Deputy Director, National Safe Boating Council

Recreational boating is a fun and generally safe activity, but every year hundreds die in accidents and thousands more are injured. Considering that approximately 77 million Americans participate in recreational boating, these numbers are statistically low. However, these deaths and injuries are preventable.

The most frequent causes of recreational boating accidents are:

Drowning. Causes: lack of boating safety knowledge, lack of life jackets, life jackets not worn, inability to swim, operating in heavy weather, alcohol or drug abuse.
Falls Overboard. Causes: overloading, lack of safety knowledge, operator inattention, boat design, weather, alcohol or drug abuse.
Collision with Vessel/Collision with Fixed Object (allision). Causes: lack of boating safety knowledge, operator inattention, no proper lookout, disregard of navigation rules.

The National Boating Safety Advisory Council strategic planning panel drafted a list of strategies to increase awareness of boating safety by promoting a message similar to the “Smokey the Bear” forest fire prevention campaign.

Wear It
The focus: Increasing life jacket wear rates, interventions for boating under the influence, ensuring manufacturer compliance with federal regulations, and increasing frequency and accuracy in reporting of boating accidents.

National Recreational Boating Survey
Additionally, the USCG Boating Safety Division is working with boating safety experts to develop the National Recreational Boating Survey, which will provide scientific information about boaters’ behavior to compare to fatality and injury data to identify the greatest risks. The survey will be administered every two years.

The strategic plan will be reviewed every five years to:

Determine progress.
Analyze measurements.
Consider new strategies.

We invite you to study our plan, process, and progress at www.uscgboating.org. We are currently finalizing the next iteration of the plan for the years 2012-2017 and we invite you and your organization to help us implement it to save lives.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

A Century of Recreational Boating Safety—Part 2

2011-06-17T13:40:00.004-04:00

Over the years many boating safety organizations have worked with the Coast Guard to collectively make boating safer and more enjoyable. These invaluable partners include:

The National Water Safety Congress
The American Boat and Yacht Council
The National Safe Boating Council
The National Association of State Boating Law Administrators
The U.S. Coast Guard Auxiliary
The U.S. Power Squadrons
BoatU.S.
U.S. Sailing
The National Boating Federation
The American Canoe Association
The Boy Scouts of America (Sea Scouts)
The American Red Cross
The U.S. Army Corps of Engineers
The National Marine Manufacturers Association
The National Boating Safety Advisory Council
The Water Sports Industry Association
The Personal Watercraft Industry Association
The Personal Flotation Device Manufacturers Association
United Safe Boating Institute

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

A Century of Recreational Boating Safety—Part 1

2011-06-15T09:19:00.012-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CAPT Mark D. Rizzo, Chief, U.S. Coast Guard Office of Auxiliary and Boating Safety and Mr. Jeff Hoedt, Chief, Boating Safety Division U.S. Coast Guard Office of Auxiliary and Boating Safety.

More than one hundred years ago, Congress enacted the Motorboat Act of 1910, establishing the first federal laws governing recreational boats. In 1971, when the number of registered boats reached 5.5 million and the number of recreational boating deaths reached 1,582 in a single year, Congress enacted the Federal Boat Safety Act, the most comprehensive legislation ever enacted to enhance boating safety.

In addition to formally establishing the National Recreational Boating Safety Program, a key component of this act gave the Coast Guard the authority to establish mandatory boat manufacturing and other standards, which have reduced boating accidents, property damage, injuries, and deaths.

By the year 2000, there were

nearly 12.8 million registered boats in the U.S., and the annual number of deaths dropped to approximately 700, bringing the ratio of deaths compared to the number of registered boats to a record low.

Are We There Yet?

For the Coast Guard and its many partners, though, even one death is unacceptable. In the spring of 2007, 20 organizations signed the Strategic Plan of the National Recreational Boating Safety Program, whose strategies include:

improving accident reporting through regulatory and policy amendments,

enhancing training for investigators,

creating better measures to determine the effectiveness of the strategies,

focusing on measures that will increase life jacket wear (given that most boating deaths are drownings),

enhancing the education and skill levels of boat operators.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Champion’s Point of View

2011-06-14T08:44:00.001-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by RADM Kevin S. Cook , U.S. Coast Guard Director of Prevention Policy

Since the enactment of the Federal Boat Safety Act in 1971, the number of registered boats has soared to nearly 13 million. And with the relative explosion of unregistered “paddle craft” (kayaks, canoes, etc.), the true number of recreational boats cannot be known for sure.

But what is known—and what the Coast Guard and its partners are so proud of—is that since the 1971 act, the number of fatalities has plummeted from a record high of 1,754 deaths in 1973 to 736 deaths in 2009.

Even so, we collectively in government, industry, non-profits, and advocacy groups must do better. And together we can!

I hope these blog posts will enlighten you as to the diverse partners involved in the National Recreational Boating Safety Program and challenge you to think about what we can all do to make boating safer.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Introduction to Recreational Boating Safety—Assistant Commandant’s Perspective

2011-06-09T11:34:00.004-04:00

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by RADM Paul Zukunft, U.S. Coast Guard Assistant Commandant for Marine Safety, Security and Stewardship

The Coast Guard has a long history of working with the recreational boating community, and the results of our collective safety efforts have been impressive. In the last 40 years the number of boating participants has grown exponentially, yet the number of boating incidents and deaths continue to decrease.

This success is attributable to the cooperative partnerships that have been forged among federal, state, and local governments; the boating industry; boating safety organizations; and recreational boaters.

Yet there is more that needs to be done. While we’ve brought the number of deaths down significantly, there are still more than 700 recreational boating fatalities each year. We can—and will—do better.

If you are an active partner in the National Recreational Boating Safety Program, I sincerely thank you for your commitment. Please continue to work with us to improve this program. If you are not an active partner, please consider coming aboard. Together we are making a difference that has a positive impact on tens of millions of Americans every year.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Top 10 Towing Vessel Material Failures—Part III

2011-06-07T14:08:00.002-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here and Part II here.

Generator
Most of the failures that cause a towing vessel’s diesel generator to stall or trip off the line are related to the diesel end of the generator set. The most common failure items are voltage regulators and wires.

Control Air Valve
Mechanical linkage has been known to come loose, most commonly between the pilothouse control and the air supply.

Propeller and Shaft
Eliminating the occasions where a propeller was fouled by a floating object or a line, there are numerous instances of actual propeller loss. When a blade was lost, we see that overspeed and/or shutdown often follows, but not always.

When the entire propeller is lost, shutdown of its drive engine always follows promptly. Assuming a twin-screw vessel, the immediate consequence is reduced maneuverability until the speed drops to a point where single-engine maneuverability can be achieved.

A broken propeller shaft (especially a break in the tail-shaft section) has the same effect as a lost propeller, but with the added possibility of the shaft sliding aft, such that the propeller jams the rudder.

Hull Plating
Sometimes when cracked or defective hull plating is found, the origin of the defect cannot be determined. Given the age of some of the vessels, it can be assumed that the defect occurred naturally, without a collision, allision, or grounding.

Owner/operator recommendation: Inspect the underwater hull and bottom plating when the rudders, propellers, and shafts are inspected.

Top 10 Towing Vessel Material Failures—Part II

2011-06-02T10:38:00.005-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here.

Propulsion Diesel
The U.S. Coast Guard Office of Investigations and Analysis compared larger propulsion diesels with smaller engines and concluded they’re at parity for failures related to cylinders and cylinder heads. Common failures include cracks and leaking gaskets.

Governor

The three most common causes of governor malfunction:
inadequate lubrication,
improper adjustment of control linkage,loss of pneumatic pressure (control air) to the governor.

Reduction Gear/Clutch
With inflatable flexible gland clutches, either the elastomer gland or the wear elements in contact with it (typically friction shoes) are known to reach the wear-out point unexpectedly. Depending on what wore out and how, this component has been the cause of “failure to disengage” as well as the obvious failure to engage.

Many clutch-related loss of propulsion and/or maneuverability failures have also been due to loss of control air to the clutch.

The list concludes in part 3.

Top 10 Towing Vessel Material Failures—Part I

2011-05-31T08:18:00.004-04:00

The U.S. Coast Guard Office of Investigations and Analysis recently conducted an analysis of all material failures on towing vessels after a reportable marine casualty in 2004-2008.

This study analyzes material failures that are the “first events” of marine casualties for towboats on rivers and other inland waters; tugs engaged in harbor operations, ship dockings, and lightering barges; and tugs towing offshore barges on coastal routes.
Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

Towline
In many instances “towline” refers to a facing wire or to an inter-barge connection wire. Failure of these wires is at times attributed to operator error in the handling of the boat or error of the deck crew who might have fastened it incorrectly. In some instances the wire was either too small or too worn to be safe.

Fuel Filter
As a material failure, a fuel filter becoming clogged with dirt, water, or both is more common on towing vessels than it is on other commercial vessels.

Steering Gear
Linkage. Although the term “linkage” does not precisely identify a component in a steering system, we cannot overemphasize the number of different mechanical connecting components that exist in a vessel’s steering system.
Hose. Most hose failures are a burst along its length. Crimped-on end fittings also fail, occasionally without warning.Rudder. Less than half of all rudder casualties are the direct result of groundings or flotsam strikes, and the exact causes of most of these casualties are never attributed to one particular event. In more than 20 percent of these casualties the rudder has been lost.
Ram. Casualties related to this major component are both hydraulic and mechanical. Hydraulic failures are commonly stuck pistons and blown seals. Half of all mechanical ram-related failures involve the attachment of the ram to the rudder.
Pump. The same mounting and connecting failures noted with rams occur with steering pumps, accounting for approximately 40 percent of failures. Sixty percent of pump failures are with the pump internals—seals and bearings.

The list continues in part 2.

Top 10 Towing Vessel Deficiencies—Part II

2011-05-26T09:37:00.003-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil. Navigate to missions/investigations/safety reports.

See Part I here.

Fire Pumps 46 CFR 27.301
Owner/operator checklist:

Ensure fixed pumps have been fitted with a remote-start control and that the control is in working order. If fire-main valves have to be operated from this remote location, ensure that the valves open properly.Portable pumps, along with the hose and nozzle, must be stowed outside the machinery space. A 50-foot hose is required. The portable pump must be a dedicated fire pump; it may not be used to pump oily mixtures.

Vessel Response Plan 33 CFR 155.1040, 155.1060
With regard to towboats that push tank barges, the most common items that are either lacking from or not sufficiently addressed in the response plan are:

certification that response resources are able to respond to a “worst-case discharge,”
volume and type of oil that would be discharged in a worst-case discharge,
responsibilities of the qualified individual for immediate communication with the NRC,
vessel-specific information and the captain of the port zone information for the areas in which the barge will operate.

Owners/operators must use the “Homeport” web portal, http://homeport.uscg.mil to submit a response plan for approval. Click “help” and navigate to the “vessel response plan submitter.”

Vessel Security Plan 33 CFR 104, Subpart D
Owner/operator checklist:

The company security officer or vessel security officer must ensure that the vessel security plan (VSP) is audited annually. The plan must also be audited if the owner or operator of the vessel changes or if there has been any change in the operations of the vessel not addressed in the existing VSP.
If the results of an audit indicate that the VSP must be amended, an amended plan must be submitted to the Coast Guard’s Marine Safety Center.
Vessel security officers must conduct at least one drill that tests individual elements of the VSP every three months while the vessel is in service.
Annual exercises are required to test communication and notification procedures and elements of resource availability, coordination, and response.
Records of drills, exercises, and all other security activities must be kept for two years.

Wiring Materials and Methods
Missing junction box or switch plate covers and exposed dead-end wires account for 27 percent of inspection deficiencies.

Guards for Exposed Hazards Missing guards for moving machinery is the most common deficiency in this category.

Stay tuned for:
Top 10 towing vessel material failures.

Top 10 Towing Vessel Deficiencies—Part I

2011-05-24T09:20:00.008-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

The U.S. Coast Guard Office of Investigations and Analysis recently examined vessel deficiencies in various vessel classes to identify the 10 most common deficiencies in each class.
We share these so that owners can take corrective action, rectify problems prior to scheduling the next Coast Guard examination, and ensure continual compliance with safety and environmental requirements.

General Alarm 46 CFR 27.201
Missing alarm placards and visual indicators as well as inoperable audible indicators are frequent deficiencies on towing vessels.

Running Lights Inoperable or Defective 46 CFR 25.10-3
Many towing vessels are found to have inoperable stern, masthead, and sidelights. In some instances the installation of these lights conflicts with the International and Inland Navigation Rules.

Owner/operator checklist:

Inspect running lights periodically, paying particular attention to the condition of the lenses, wattage, and focal height of the light bulbs.
The bulb’s filament must be at the same height as the middle portion of the lens.
Household bulbs are not acceptable.

Remote Fuel Shut-off Valves 46 CFR 27.207
Any fuel line that supplies fuel directly to a diesel engine must have a shut-off valve that can be remotely operated from outside the space.

Owner/operator checklist:

All mechanical linkages for the valve must be kept clean and lubricated.
The valve control must be labeled in one-inch letters. Instructions should be posted in the vicinity of the emergency fuel shut-off valve control.

Fire Detecting Control Panel 46 CFR 27.203
Owner/operator checklist:

Ensure all of the control panel’s required features function properly, including power-available indicator light, audible alarm, visible indication of the zone (or zones) of the fire’s origin, means to silence the audible alarm, and a circuit fault detector test switch.
Labels for all switches and indicators must be in place.
Documentation that the system was certified (by a registered professional engineer or a recognized classification society) should be on board.
Be prepared to demonstrate proper operation during each examination or boarding.

Life Buoys SOLAS, Ch. III, Reg. 31, 46 CFR 160.050-6
Owner/operator checklist:

Life buoys on UTVs are not required to be marked with the name of the vessel and the vessel’s hailing port, but the information on the manufacturer’s label must be readable.
For UTVs operating under SOLAS, life buoy stowage positions should be marked with “life buoy” or with IMO’s life buoy symbol.
Owners/operators should check that the required number of life buoys are equipped with self-igniting lights, self-activated smoke signals, and that the buoyant line is not oxidized.

The list continues in part 2.

Top 10 Small Offshore Supply Vessel Deficiencies—Part II

2011-05-19T15:32:00.008-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here.

Light Fixtures 46 CFR 129.410, Guards for Exposed Hazards 46 CFR 127.330
Approximately 30 percent of light fixture deficiencies are due to missing or damaged fixtures.

Missing guards for moving machinery and missing insulation on exhaust piping are the most common findings in this category. Additionally, hot surface guards are sometimes missing from cooking appliances.

Battery-Operated Lanterns 46 CFR 129.440 & 129.450
Inspectors occasionally discover that the portable lantern for the pilothouse or the one at the access to the engine room is missing.

Fire Control Plan 46 CFR 131.945
Common deficiencies:

The plan is not properly posted or is missing.

The plan is not modified when the vessel is altered.

Junction Boxes 46 CFR 111.81
The most common deficiency is a missing cover. Inspectors also observe that junction boxes are insecurely mounted.

General Alarm 46 CFR 131.805 & 131.810, 46 CFR 111.15 & 112.55
The switch must be clearly labeled “General Alarm” and each bell must be labeled in half-inch upper-case letters: “GENERAL ALARM—WHEN BELL RINGS GO TO YOUR STATION.” A common deficiency is a missing label.

Stay tuned for:
Top 10 towing vessel deficiencies.

Top 10 Small Offshore Supply Vessel Deficiencies—Part I

2011-05-17T14:08:00.006-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil. Navigate to missions/investigations/safety reports.

The U.S. Coast Guard Office of Investigations and Analysis recently examined vessel deficiencies in various vessel classes to identify the 10 most common deficiencies in each class.

We share these so that owners can take corrective action, rectify problems prior to scheduling the next Coast Guard examination, and ensure continual compliance with safety and environmental requirements.

Oily Water Separator 33 CFR 151.10
Common deficiencies:

Documentation of routine preventive maintenance is not available to the inspector.
Documentation that attests to OWS calibration is not on board.

Owners/operators: Ensure that an appropriate crewmember is available to demonstrate proper operation for the inspector.

Hull Plating 46 CFR 126.140, USCG NVIC 7-68
Inspectors typically find breaches in the hull plating, a temporary repair that had not been previously documented, and wastage of structural members.

Watertight Doors 46 CFR 174.210, 46 CFR 131.893
Common findings include hinges and dogs that need lubrication or adjustment, warped doors, and deteriorated gaskets.

Occasionally inspectors find required “watertight door” markings have been painted over.

EPIRB 46 CFR 133.60(a)
All offshore supply vessels must have a (Category 1) 406-MHz Emergency Position Indicating Radio Beacon (EPIRB) installed in a float-free system.

Most noteworthy is the number of unregistered EPIRBs.

Owner/operator checklist:

Check the status of EPIRB registration at (888) 212-SAVE or BeaconRegistration.NOAA.gov.
Inspect the EPIRB and the hydrostatic release mechanism before leaving port.
Occasionally remove the EPIRB from its bracket to exercise the hydrostatic release.
Ensure that the EPIRB is switched off before manually releasing the bracket to inspect the mechanism.
Ensure the hydrostatic release unit for the EPIRB is replaced prior to its expiration date.

Running Lights Inoperable or Defective 46 CFR 129.430
Many vessels have inoperable stern, mast, and sidelights, and, in some instances, the installation of these lights was also found to conflict with the International and Inland Navigation Rules.

Vessels of 65 feet or more in length or 100 gross tons or more in size must also have navigation lights that are compliant with UL 1104 standards.

For more information:
For more information about small passenger vessel inspections, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil.

The list continues in part 2.

Top 10 Cargo Vessel Deficiencies—Part II

2011-05-13T14:08:00.006-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here.

Lighting Fixture 46 CFR 111.75-20
All light fixtures subject to damage must have a guard or be made of high-strength material. The majority of deficiencies are related to the guard or missing or damaged fixtures.

Generators 46 CFR 111.12 & 112.50
More than 40 percent of all generator deficiencies indicate that the crew and/or shipyard personnel were either unavailable or unable to demonstrate proper operation.

Twenty percent are due to water, oil, or exhaust leakage, where any visible leakage will result in an “835” deficiency.

Fixed Carbon Dioxide 46 CFR 91.25-20 and 147.65, NVIC 6-72
Owner/operator checklist:

All piping controls, valves, and alarms need to be checked for proper operation and 90 percent charge must be verified.

The pressure drop through cylinder connections may not exceed 150 psi per minute over a two-minute period while subjected to the test pressure.

All carbon dioxide cylinders must be retested every 12 years.

Wiring Materials and Methods 46 CFR 111.60, 46 CFR 111.81
Using temporary wiring where equipment must be hard-wired is the most common finding (40 percent), and dead-end wires account for 18 percent of inspection deficiencies.

General Watertight Integrity
Owner/operator checklist:

After a drydocking, ensure that any labels removed by the shipyard are replaced.

If modifications involve removing cables or pipes that ran through watertight bulkheads, ensure that the shipyard sealed the holes.

Inspect all weatherdeck tank vents for rust-thru perforations.

For more information:
For more information, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil/.

Stay tuned for:
Top 10 Offshore Supply Vessel Deficiencies

Top 10 Cargo Vessel Deficiencies—Part I

2011-05-10T15:54:00.004-04:00

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

The U.S. Coast Guard Office of Investigations and Analysis recently examined vessel deficiencies in various vessel classes to identify the 10 most common deficiencies in each class.

We share these so that owners can take corrective action, rectify problems prior to scheduling the next Coast Guard examination, and ensure continual compliance with safety and environmental requirements.

Oily Water Separator 33 CFR 151.10
Common deficiencies:

Documentation of routine preventive maintenance is not available to the inspector.
Documentation that attests to OWS calibration is not on board.

Owners/operators: Ensure that an appropriate crewmember is available to demonstrate proper operation for the inspector.

Hull and Deck Plating 46 CFR 126.140, USCG NVIC 7-68

Hull Plating. Inspectors typically find breaches in the hull plating or a temporary repair that had not been previously documented, as well as wastage of structural members.

Deck Plating. Common deficiencies include cracked (hatch) corner brackets, cracks in the vessel’s winch foundations, and deck plating wastage.

Watertight Doors 46 CFR 170.270
Common findings include hinges and dogs that need lubrication or adjustment, warped doors, and deteriorated gaskets.

Operators should be prepared to demonstrate manual closing, in addition to closing doors under power. All hardware for the hydraulics must be approved by an appropriate classification society.

Fire Main 46 CFR 95.10
The most common deficiencies are leaks and wasted piping.

Owners should have enough personnel on hand to demonstrate proper operation of all fire pumps so the appropriate pressures (at remote outlets) can be verified.

Survival Craft 46 CFR 199.150 & 199.190
Miscellaneous davit-related items include worn rollers/wasted track, badly rusted gripes, bent/twisted hooks on the falls and the gripes, and wastage of the davit arms where the gripes make contact.

For more information:
For more information, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil/.

The cargo vessel list continues in part 2.

Top 10 Tank Barge Deficiencies—Part II

2011-05-05T11:07:00.009-04:00

Besides checking for obvious leakage, check the pump’s discharge pressure gauge.

The diesel’s water temp and oil press gauges must be in good working order.

Be sure the lagging on the diesel’s exhaust pipe is in good condition and its fan belt protective guard is in place.

Ensure that there’s a guard covering the reduction gear shaft assembly between the diesel and the pump.

Operating personnel must be prepared to demonstrate emergency shut-down procedures.

Vapor Control Components 46 CFR 39.20-1
Common deficiencies:

cracks and pinhole leaks in the vapor piping,

the half-inch diameter permanent stud on the vapor connection flange is often broken or missing.

Vessel Response Plan 33 CFR 155.1030, 1040 & 1060
The most common items that are either lacking from or not sufficiently addressed in the response plan are:

certification that response resources are able to respond to a “worst-case discharge,”

volume and type of oil that would be discharged in a worst-case discharge,

responsibilities of the qualified individual for immediate communication with the NRC,

vessel-specific information and the captain of the port zone information for the areas in which the barge will operate.

Owners/operators must use the “Homeport” web portal, http://homeport.uscg.mil/, to submit a response plan for approval. Click “help” and navigate to the “vessel response plan submitter.”

Cargo Control and Gauging Devices 46 CFR 38.10-20, 39.20-3 & 39.20-9
Owner/operator checklist:

If the barge is equipped with magnetically coupled rising-stick gauges, ensure that the sticks aren’t bent and that the markings on the sticks are legible.

If equipped with automatic-float continuous-reading tape gauges that are fitted with sight-glasses, ensure that no glass piece is cracked and that the assemblies are vapor-tight.

Be prepared to test the high-level alarms in the inspector’s presence.

Hull and Deck Plating USCG NVIC 7-68

Hull Plating. Inspectors typically find breaches in the hull plating as well as wastage of structural members. Occasionally an inspector notices a temporary repair that had not been previously documented.

Deck Plating. A common defect is a crack where a cargo tank’s main access trunk meets the deck.

Cargo Tanks

Leaking welds are sometimes found along the perimeters of bulkheads.