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

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.

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Understanding Acrylonitrile

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.

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The Coast Guard Auxiliary: Helping yourself while helping others.

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.

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

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.

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Personal Watercraft Industry’s Model Legislation

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.



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

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.

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

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

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.
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Marine Experts on Call\The boating accident investigation Tiger Team

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.

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