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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Recreational Boat Manufacturer Factory Visit Program Brings Substance to Style

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.

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Recreational Boating Safety Outreach.

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.

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The Case for Mandatory Recreational Boating Education

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.

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US SAILING Encourages Boaters to Wear Life Jackets

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.

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

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.

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

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.

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